COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
Mitsubishi MU-2 Series Aeroplanes
AD/MU-2/22
Amdt 2
Nose Landing Gear Strut Assembly 10/85
Applicability: All models MU-2B-10, -15, -20, -25 and -26 with S/Nos. 005 thru 347 (except S/Nos.
313 and 321) and MU-2B-30, -35 and -36 with S/Nos. 501 thru 696 (except S/Nos. 652 and 661). MU-2B-25, -26, -26A and -40 with S/Nos. 313SA, 321SA and 348SA
thru 399SA except aircraft with Trunnions identified with “SP” in the area of part number. MU-2B-35, -36A and -60 with S/Nos. 652SA, 661SA and 697SA thru 741SA except aircraft with trunnions identified with “SP” in the area of the part number.
Requirement: Complete the action described in either:
- Mitsubishi Heavy Industries Ltd. SB No. 181B; or
2. Mitsubishi Aircraft International Inc. SB 017/32-001, Revision A; whichever applies.
Note: JCAB AD No. TCD 1768-1-85 refers.
Compliance: 1. Struts with 4000 hours or more time in service - within 200 hours time in service after 30 November 1983;
2. Struts with less than 4000 hours -
for outer cylinder assembly of nose landing gear strut: within the next 200 hours;
for other parts of the nose landing gear strut: prior to achieving 4200 hours time in service;
3. Repeat the inspections at intervals not to exceed 200 hours for both (1) and (2) until affected parts are replaced by new parts identified with “SP”.
Background: A recent report highlighted the discovery of a crack in the nose landing gear strut assembly. Action is required to detect possible fatigue cracks and prevent damage or failure of the nose landing gear strut assembly. This amendment has been raised to bring the A.D. to the current JCAB TCD status, which requires inspection of the outer cylinder assembly within the next 200 hours.
Overview
The Civil Aviation Regulations 1998, as amended, address the safety and operational standards of civil aviation within Australia. A particular focus of the legislation is ensuring the airworthiness of aircraft through directives such as Airworthiness Directives (AD). One such AD is AD/MU-2/22 Amendment 2, which specifically targets the nose landing gear strut assembly of Mitsubishi MU-2 Series aeroplanes. This legislative instrument was enacted to address a critical safety issue identified in the nose landing gear strut assembly, particularly concerning potential fatigue cracks that could lead to significant damage or failure during operation. The directive aims to ensure that specific models and serial numbers of Mitsubishi MU-2 aircraft undergo regular inspections and necessary maintenance to mitigate the identified risks. The enforcement of these directives is overseen by the Civil Aviation Safety Authority, with the overarching policy objective being the enhancement of aviation safety and the prevention of aircraft-related incidents.
Scope and Application
The Civil Aviation Regulations 1998, specifically Part 39 - 105, includes Airworthiness Directives that apply to various models of Mitsubishi MU-2 Series aeroplanes. These directives are mandatory for aircraft with specific serial numbers, including models MU-2B-10, -15, -20, -25, -26, -30, -35, -36, -25, -26A, -40, -35, -36A, and -60, with certain exclusions based on serial numbers and the identification of trunnions marked "SP." The directive is intended to address the potential for fatigue cracks in the nose landing gear strut assembly, which could lead to significant safety issues during flight operations. Compliance with the directive involves conducting inspections and completing actions as specified in relevant service bulletins issued by Mitsubishi Heavy Industries Ltd. and Mitsubishi Aircraft International Inc. This directive applies until the affected parts are replaced with new parts identified with "SP." The regulations also set out specific timeframes for inspections and actions, depending on the hours of service for the struts, to ensure ongoing airworthiness and safety of the affected aircraft.
Key Provisions
The Civil Aviation Regulations 1998, specifically Part 39 - 105, mandate specific actions for the nose landing gear strut assembly of Mitsubishi MU-2 Series Aeroplanes, as outlined in AD/MU-2/22 Amendment 2 (s. 1). This regulation applies to certain models and serial numbers of the MU-2B series, excluding specific aircraft identified by their serial numbers or by the presence of certain part identifications (s. 2). The requirement is to complete the action detailed in either Mitsubishi Heavy Industries Ltd. Service Bulletin No. 181B or Mitsubishi Aircraft International Inc. Service Bulletin 017/32-001, Revision A, depending on the aircraft model (s. 3). This directive is in response to a recent report of a crack in the nose landing gear strut assembly, aiming to detect and prevent potential fatigue cracks and subsequent damage or failure (s. 4).
Aircraft owners and operators governed by these regulations must ensure that the specified inspections and actions are carried out according to the outlined timelines and conditions (s. 5). For struts with 4000 hours or more of service time, the initial inspection must be completed within 200 hours after 30 November 1983. For struts with less than 4000 hours of service, inspections must be conducted within the next 200 hours for the outer cylinder assembly and before achieving 4200 hours for other parts (s. 6). Furthermore, these inspections must be repeated at intervals not exceeding 200 hours until the affected parts are replaced with new parts identified with "SP" (s. 7).
Failure to comply with the requirements set forth in the Civil Aviation Regulations 1998, particularly those specified in AD/MU-2/22 Amendment 2, may result in significant consequences. Non-compliance could lead to the grounding of the aircraft pending rectification of the non-conformity, thereby impacting operational readiness and potentially leading to civil or administrative penalties (s. 8). The specific penalties and consequences for non-compliance are not detailed in the provided text but generally include fines and potential legal action under aviation safety laws (s. 9).