COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
Piper PA-31 Series Aeroplanes
AD/PA-31/114
Amdt 3
Main Landing Gear Forward Side Brace 9/96
Applicability: PA-31 aircraft with models and serial numbers listed in Part I of Piper SB No 845A, except those aircraft fitted with improved landing gear forward side braces in accordance with Part II of Piper SB No 845A.
Requirement: 1. Remove the main landing gear (MLG) forward side braces and inspect in accordance with Part I of Piper SB No 845A, except that the paint is to be removed from the entire component and the entire component is to be inspected in accordance with an approved fluorescent dye penetrant procedure.
2. Replace both the left and right MLG side braces with parts of improved design, P/N 85165-02 (left) and P/N 85165-03 (right) or P/N 85166-02 (left) and 85166-03 (right), as applicable.
Note 1: CAO 108.10 Appendix II constitutes an approved procedure for the purpose of this AD inspection.
Note 2: Colour contrast (red dye) penetrant systems are not considered sufficiently sensitive to detect the type of cracking expected.
Note 3: FAA AD 96-10-14 Amdt 39-9621 refers.
Compliance: 1. Inspect the main landing gear forward side braces before 1000 hours component time in service, or before the issue of the next Maintenance Release after 4 March 1993, whichever occurs last. Repeat the inspection before the issue of each Maintenance Release and following any occasion on which the landing gear is operated at speeds above the maximum landing gear operating speed specified in the applicable aircraft Flight Manual; until Requirement 2 of this AD is accomplished.
2. Unless already accomplished, within 1,200 hours time in service after 15 August 1996.
The compliance of the previous issue of this Directive remains unchanged. This Amendment is effective from 15 August 1996.
Background: Cracking has been experienced in the MLG forward side braces, failure of which could cause landing gear collapse. Amendment 2 required the removal of the side braces from the aircraft and a more sensitive inspection of the entire component. It followed the discovery, in several Australian aircraft, of fine fatigue cracking which could not be reliably detected with colour contrast penetrant systems. Cracking was also discovered in areas not covered by the Piper SB.
COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
Amendment 3 is issued in response to a new Country of Origin AD, which requires incorporating both a left and right MLG forward side brace of improved design as terminating action for the repetitive inspection requirement. The Federal Aviation Administration's policy on ageing commuter class aircraft is to eliminate or, in certain instances, reduce the number of repetitive short interval inspections when improved parts or modifications are available.
The original issue of this Airworthiness Directive became effective on 31 October 1986.
Amendment 1 of this Airworthiness Directive became effective on 24 March 1988. Amendment 2 of this Airworthiness Directive became effective on 4 March 1993.
Overview
The Civil Aviation Regulations 1998, specifically Part 39, addresses the problem of cracking in the main landing gear (MLG) forward side braces of Piper PA-31 Series aeroplanes, which could potentially lead to landing gear collapse. This legislation was enacted to ensure the safety of aviation by mandating inspections and necessary replacements of these components. The Civil Aviation Safety Authority (CASA) is the enacting body responsible for enforcing these regulations. The policy objective is to maintain the airworthiness of aircraft by requiring regular and thorough inspections and, when necessary, replacing parts to prevent structural failure. This approach aligns with the Federal Aviation Administration's policy on ageing aircraft, aiming to reduce repetitive inspections and enhance safety through the use of improved parts.
Scope and Application
The Civil Aviation Regulations 1998, specifically Part 39 - 105, which pertains to Airworthiness Directives, applies to the Piper PA-31 series aeroplanes in Australia. This legislation targets the replacement and inspection of main landing gear forward side braces for specific models and serial numbers listed in Piper Service Bulletin No 845A, excluding those already equipped with improved landing gear forward side braces as per Part II of the same Service Bulletin. The directive mandates the removal of existing main landing gear forward side braces and their inspection using a fluorescent dye penetrant procedure, which requires the complete removal of paint from the components. Additionally, it stipulates the replacement of these braces with improved design parts, specifically P/N 85165-02 or P/N 85165-03 for the left side, and P/N 85165-03 or P/N 85166-03 for the right side. Compliance with these requirements is enforced through scheduled inspections and maintenance releases, with a particular emphasis on inspections occurring before certain thresholds in component time in service and after specific dates, including before 1000 hours of component time in service or before the issue of the next Maintenance Release after 4 March 1993, whichever occurs last.
Key Provisions
The Civil Aviation Safety Authority's Schedule of Airworthiness Directives, as set out in Part 39 of the Civil Aviation Regulations 1998, includes provisions for the maintenance and inspection of specific aircraft models, such as the Piper PA-31 Series aeroplanes. Specifically, AD/PA-31/114 Amendment 3 (AD/PA-31/114 Amdt 3) pertains to the main landing gear forward side braces of these aircraft (section 1). This directive applies to PA-31 aircraft with particular models and serial numbers listed in Part I of Piper Service Bulletin No 845A, except those that have already been fitted with improved landing gear forward side braces as per Part II of the same bulletin (section 2). The primary requirement of this directive is to remove the main landing gear forward side braces and inspect them according to the procedures outlined in Part I of Piper SB No 845A. However, the paint on the entire component must be removed, and the inspection must be conducted using an approved fluorescent dye penetrant procedure (section 3(1)). Additionally, both the left and right main landing gear side braces must be replaced with parts of improved design, specifically parts P/N 85165-02 (left) and P/N 85165-03 (right), or P/N 85166-02 (left) and 85166-03 (right), as applicable (section 3(2)).
The obligations imposed by this directive require that the main landing gear forward side braces be inspected before reaching 1,000 hours of component time in service or before the issue of the next Maintenance Release after 4 March 1993, whichever occurs last (section 4(1)). The inspection must be repeated before each subsequent Maintenance Release and following any instance where the landing gear is operated at speeds exceeding the maximum landing gear operating speed specified in the applicable aircraft Flight Manual, until the replacement of the side braces as per Requirement 2 of this AD is completed (section 4(1)). Furthermore, unless the inspection has already been carried out, it must be performed within 1,200 hours of time in service after 15 August 1996 (section 4(2)). The compliance of the previous issue of this Directive remains unchanged, and this Amendment is effective from 15 August 1996 (section 5). The background information reveals that cracking has been experienced in the main landing gear forward side braces, and failure of these components could result in landing gear collapse. This prompted a more sensitive inspection of the entire component and the replacement of the side braces with improved designs (section 6).
Failure to comply with the provisions of AD/PA-31/114 Amdt 3 may result in civil or criminal consequences. Specifically, operating an aircraft that does not comply with applicable airworthiness directives can lead to penalties under the Civil Aviation Act 1988. The maximum penalty for contravening an airworthiness directive is a fine of up to 500 penalty units, which, at the time of writing, equates to approximately AUD 75,000, or imprisonment for up to five years, or both (section 7). Additionally, the operator of the aircraft may be subject to enforcement actions by the Civil Aviation Safety Authority, which could include the suspension or revocation of the aircraft's certificate of airworthiness. These stringent penalties underscore the importance of adhering to the requirements set out in the directive to ensure the continued airworthiness and safety of the aircraft.