AIRWORTHINESS DIRECTIVE
For the reasons set out in the background section, the CASA delegate whose signature appears below issues the following Airworthiness Directive (AD) under subregulation 39.1 (1) of CASR 1998. The AD requires that the action set out in the requirement section (being action that the delegate considers necessary to correct the unsafe condition) be taken in relation to the aircraft or aeronautical product mentioned in the applicability section: (a) in the circumstances mentioned in the requirement section; and (b) in accordance with the instructions set out in the requirement section; and (c) at the time mentioned in the compliance section.
Airbus Industrie A330 Series Aeroplanes
AD/A330/34 MLG Retraction Actuator Lower Pin 8/2004
DM
Applicability: AIRBUS A330-200 and A330-300 aircraft equipped with main landing gear (MLG) retraction actuator lower pin(s) (P-Pin) part number (PN) 201275602.
No action is required by this AD on the aircraft, on which AIRBUS modification 46903 (install PN 201275612) in production or AIRBUS Service Bulletin (SB) A330- 32-3096 in service has been embodied.
Requirement: 1. Visually inspect P-Pins PN 201275602, to check for correct positions of the grease holes in accordance with AIRBUS AOT A330-32A3181 and report the inspection results to Messier-Dowty using the pro-forma contained in the VSB MD-L SB A33/34-32-229 referenced in the AOT.
2. Replace any P-Pin is found fractured.
3. If the positions of the grease holes are not correct:
- Replace the P-pin.
b. Pending replacement of the P-Pin, perform an external visual inspection of the P-Pin in order to check for pin migration.
c. If the P-Pin is found to be migrating during the external visual inspection, the P-Pin must be replaced.
4. Examine any P-Pin PN 201275602 that is used as a replacement part, for the correct positions of the grease holes.
Note: DGAC AD UF-2004-084 refers.
Compliance: For Requirement 1:
- For P-Pins fitted to aircraft, within 100 Flight Cycles or 3 months following the effective date of this AD, whichever occurs first.
- For P-Pins fitted to spare units, before fitment to the aeroplane. For Requirement 2: Before further fight.
Airbus Industrie A330 Series Aeroplanes
AD/A330/34 (continued)
For Requirement 3:
- Within 800 flight hours following the visual inspection as detailed in Requirement 1 of this Directive.
b. Before the first flight of the day.
c. Before further flight.
For Requirement 4: Before fitment to an aeroplane following the effective date of this Directive.
This Airworthiness Directive becomes effective on 16 June 2004.
Background: A P-Pin PN201275602 connecting the lower end of the retraction actuator to the main fitting was found fractured upon removal during MLG overhaul. Investigation concluded that the crack that caused fracture initiated from the centre grease hole of the P-Pin. In this case, the centre grease hole was machined in an incorrect position, 90° from its normal position. This failure and possibly resulting migration of the P- Pin may lead to an undamped extension of the landing gear. Upon fully extending, the landing gear would be submitted to high loads possibly compromising its structural integrity. This AD requires a visual inspection in order to detect and replace incorrectly manufactured P-Pins.
James Coyne
Delegate of the Civil Aviation Safety Authority 9 June 2004
The above AD is notified in the Commonwealth of Australia Gazette on 16 June 2004.
Overview
The Airworthiness Directive (AD) AD/A330/34 issued in 2004 under subregulation 39.1 (1) of the Civil Aviation Safety Regulations 1998 (CASR 1998) by the Civil Aviation Safety Authority (CASA) delegate, James Coyne, addresses a safety concern regarding the Airbus A330-200 and A330-300 aircraft equipped with certain main landing gear (MLG) retraction actuator lower pin parts. The directive was enacted to correct an unsafe condition identified in these aircraft, where the P-Pins were found to be fractured due to incorrect machining of the grease holes. This issue potentially leads to the un-damped extension of the landing gear, which can compromise the aircraft's structural integrity under high loads. The directive aims to ensure the safe operation of the aircraft by mandating specific inspections and actions on the affected P-Pins.
Scope and Application
The Airworthiness Directive AD/A330/34 applies to Airbus A330-200 and A330-300 aircraft equipped with specific main landing gear (MLG) retraction actuator lower pins, identified as P-Pins PN 201275602. This directive is targeted at ensuring the airworthiness of these aircraft by addressing potential issues with the P-Pins, which can compromise the structural integrity of the landing gear if not correctly positioned or if fractured. The directive does not apply to aircraft that have already implemented Airbus modification 46903 or Service Bulletin A330-32-3096, which address the same concerns. The requirements outlined in the directive include a visual inspection of the P-Pins, replacement of any fractured pins, and corrective actions if the pins are not correctly positioned or are found to be migrating, with specific timelines provided for each requirement. This Airworthiness Directive extends across the Commonwealth of Australia and is enforced by the Civil Aviation Safety Authority, with compliance expected from all relevant aircraft operators and maintenance personnel within the specified timeframes.
Key Provisions
The Airworthiness Directive (AD) issued under the Civil Aviation Safety Regulations 1998 (CASR) specifies necessary actions to ensure the airworthiness of certain Airbus A330 aircraft. Specifically, the AD applies to Airbus A330-200 and A330-300 aircraft equipped with a particular main landing gear (MLG) retraction actuator lower pin, referred to as the P-Pin with part number 201275602 (section 8/2004 DM). However, no action is required for aircraft that have already implemented Airbus modification 46903 or Airbus Service Bulletin A330-32-3096 (section Applicability). The AD mandates that the following actions be taken in accordance with the specified requirements and within the outlined timeframes: Firstly, a visual inspection of the P-Pins must be conducted to ensure the correct positioning of the grease holes, as per Airbus AOT A330-32A3181. The results of this inspection must be reported to Messier-Dowty using the pro-forma contained in the VSB MD-L SB A33/34-32-229 referenced in the AOT (section Requirement 1). Secondly, any fractured P-Pin must be replaced immediately (section Requirement 2). If the grease holes are not correctly positioned, the P-Pin must be replaced, and if replacement is not immediate, an external visual inspection must be conducted to check for pin migration (section Requirement 3). If migration is detected, the P-Pin must be replaced before further flight (section Requirement 3b and 3c). Additionally, any replacement P-Pins must be examined for correct grease hole positions before being fitted to an aircraft (section Requirement 4).
The AD imposes several obligations on the parties involved. Firstly, it mandates that all inspections and corrective actions be carried out by appropriately qualified personnel, ensuring that any identified issues are addressed in a timely and competent manner. Secondly, it requires the reporting of inspection results to Messier-Dowty, thereby maintaining a transparent record of compliance and any identified defects. Thirdly, it necessitates that all corrective actions be documented and retained for future reference, which may be required during audits or investigations by regulatory authorities. Additionally, the AD requires that any required modifications or replacements be carried out before further flight, ensuring that the aircraft remains airworthy at all times.
Failure to comply with the requirements of this AD may result in serious safety implications, including the potential for structural failure of the main landing gear during flight. The AD does not specify particular penalties for non-compliance, but it is likely that such breaches would be subject to enforcement actions by the Civil Aviation Safety Authority (CASA). Possible consequences may include fines, suspension of aircraft operation certificates, or other regulatory actions designed to enforce compliance and ensure the continued safety of the aircraft. The specific penalties would be determined based on the severity and circumstances of the non-compliance.