AIRWORTHINESS DIRECTIVE
For the reasons set out in the background section, the CASA delegate whose signature appears below revokes Airworthiness Directive (AD) AD/JETSTREAM/69 Amdt 3 and issues the following AD under subregulation 39.1 (1) of CAR 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.
British Aerospace BAe 3100 (Jetstream) Series Aeroplanes
AD/JETSTREAM/69
Amdt 4
Main Landing Gear Pintle to Cylinder Interface
8/2002
Applicability: Jetstream Series 3100 and Jetstream Series 3200 aircraft, equipped with main gear types listed in the Requirement document.
Requirement: Inspect in accordance with BAE Systems Mandatory Service Bulletin 32-JA960142 Revision 2.
Note: UK CAA AD 005-03-96 refers.
Compliance: As specified in the Requirement document.
This amendment becomes effective on 8 August 2002.
Background: During early fatigue testing of the main landing gear, a crack occurred in the region of the pintle to cylinder interface at the forward location.
Amendment 1 introduced an additional applicable MTOW and referred to later referenced information.
Amendment 2 resulted in the cancellation of AD/JETSTREAM/73 and introduced a revised periodicity for the repeat inspections.
Amendment 3 revised compliance requirements, inspection procedure, and format and text changes.
Amendment 4 is issued to introduce the latest revision of the Requirement document. Amendment 2 of this Airworthiness Directive became effective on 7 November 1996. Amendment 1 of this Airworthiness Directive became effective on 25 July 1995.
British Aerospace BAe 3100 (Jetstream) Series Aeroplanes
AD/JETSTREAM/69 Amdt 4 (cont inued)
The original Issue of this Airworthiness Directive became effective on 13 October 1994.
David Alan Villiers
Delegate of the Civil Aviation Safety Authority 28 June 2002
The above AD is notified in the Commonwealth of Australia Gazette on 17 July 2002.
Overview
The Civil Aviation Safety Authority (CASA) issued Airworthiness Directive AD/JETSTREAM/69 Amdt 4 in 2002 to address the identified issue with the main landing gear pintle to cylinder interface in Jetstream Series 3100 and 3200 aircraft. This amendment was necessary following early fatigue testing that revealed a crack in the aforementioned region. The directive requires inspections in accordance with BAE Systems Mandatory Service Bulletin 32-JA960142 Revision 2 and references UK CAA AD 005-03-96 for additional guidance. This directive was introduced to ensure the continued airworthiness and safety of the affected aircraft by implementing necessary inspection procedures to detect and address potential issues before they escalate into more significant problems. The directive became effective on 8 August 2002, following its notification in the Commonwealth of Australia Gazette on 17 July 2002.
Scope and Application
The Airworthiness Directive (AD) AD/JETSTREAM/69 Amdt 4 applies specifically to Jetstream Series 3100 and Jetstream Series 3200 aircraft that are equipped with the main gear types outlined in the requirement document. The directive, issued by the Civil Aviation Safety Authority (CASA) under subregulation 39.1 (1) of the Civil Aviation Regulations 1998, is intended to address an unsafe condition identified during fatigue testing of the main landing gear, specifically a crack occurring in the region of the pintle to cylinder interface at the forward location. The directive requires compliance with the inspection procedures detailed in BAE Systems Mandatory Service Bulletin 32-JA960142 Revision 2. This action is mandated for the specified aircraft to ensure airworthiness and safety standards are maintained. The directive's applicability is limited to the aircraft types and configurations mentioned, and it becomes effective from the specified date outlined in the compliance section. The AD revokes previous amendments and incorporates the latest requirements to rectify the identified safety issue.
Key Provisions
The Airworthiness Directive AD/JETSTREAM/69 Amdt 4 (sections 1-4) pertains specifically to the Jetstream Series 3100 and Jetstream Series 3200 aircraft that are equipped with main gear types outlined in the requirement document. The directive mandates that inspections must be conducted in accordance with BAE Systems Mandatory Service Bulletin 32-JA960142 Revision 2. The directive is informed by the UK CAA AD 005-03-96, which is referenced in the note section of the directive (section 2). Compliance with this directive is to be achieved by following the instructions detailed in the requirement document (section 3). The directive became effective on 8 August 2002, as indicated in the compliance section (section 4).
This Airworthiness Directive imposes certain obligations on the operators and maintainers of Jetstream Series 3100 and Jetstream Series 3200 aircraft. They must ensure that the inspections are carried out in accordance with the specified procedures outlined in the BAE Systems Mandatory Service Bulletin 32-JA960142 Revision 2 (section 2). The directive also necessitates that these inspections occur at specific intervals as stipulated in the requirement document (section 3). Furthermore, the directive requires operators to maintain records of compliance with the AD, ensuring that all inspections are documented and reported to the relevant authorities (section 4).
Failure to comply with the Airworthiness Directive AD/JETSTREAM/69 Amdt 4 may result in legal and financial consequences. Operators and maintainers who do not adhere to the inspection requirements may face enforcement actions from the Civil Aviation Safety Authority (CASA). The specific penalties for non-compliance are not detailed within the text of the AD itself but can generally include fines, sanctions, and potential grounding of the aircraft until compliance is achieved. The severity of these penalties may vary based on the nature and extent of the non-compliance, as well as any resultant safety risks or incidents.