AD/PA-42/21 - Main Landing Gear Upper Strut Housing

Overview

The Civil Aviation Safety Authority's Schedule of Airworthiness Directives, under the Civil Aviation Regulations 1998, was introduced to ensure that civil aviation in Australia adheres to safety standards, minimising risks and protecting passengers, crew, and the general public. Specifically, AD/PA-42/21 addresses a safety concern related to the Piper PA-42 (Cheyenne III) series aeroplanes, particularly the main landing gear upper strut housing. This directive was enacted to address the identified risk of cracks developing in the main landing gear upper strut housing, which could compromise the structural integrity of the landing gear. Compliance with this directive is mandatory, requiring inspections according to specified intervals to mitigate the risk of failure. The Civil Aviation (Safety) Regulations 1998, administered by the Civil Aviation Safety Authority, mandate these safety directives to ensure operational safety. The policy objective is to proactively manage and reduce the risk of structural failure in aircraft components, thereby enhancing the overall safety of civil aviation in Australia. The directive mandates that inspections be conducted before certain service hours, ensuring that any potential issues are identified and rectified in a timely manner.

Scope and Application

The Civil Aviation Regulations 1998, specifically Part 39 - 105, under the authority of the Civil Aviation Safety Authority, pertains to the airworthiness directives for Piper PA-42 (Cheyenne III) Series aeroplanes, as outlined in AD/PA-42/21. This legislation applies to Piper PA-42-1000 Cheyenne 400/400LS aircraft with serial numbers ranging from 42-5527001 to 42-5527044, provided they are equipped with P/N 75215-04 main landing gear upper strut housings. The directive mandates a dye penetrant inspection of the main landing gear upper strut housing in accordance with Piper Service Bulletin No 929A. Compliance with this regulation requires the inspection to be conducted before the aircraft reaches 450 hours of time in service or before 100 hours of time in service after 27 April 1995, whichever is the later, and then re-inspected at intervals not exceeding 100 hours of time in service. It is pertinent to note that installation of a new P/N 75215-06 upper strut housing negates the need for adherence to this airworthiness directive. This legislation is designed to address the potential structural issues identified by Piper, specifically the development of cracks in the main landing gear upper strut housing which could compromise the overall structural integrity of the aircraft.

Key Provisions

The Civil Aviation Regulations 1998, specifically Part 39 - 105, includes an Airworthiness Directive (AD) concerning Piper PA-42 (Cheyenne III) Series Aeroplanes, more precisely, AD/PA-42/21 which pertains to the Main Landing Gear Upper Strut Housing (section 5/95). This directive applies to Piper PA-42-1000 Cheyenne 400/400LS aircraft with serial numbers ranging from 42-5527001 to 42-5527044, and those equipped with P/N 75215-04 main landing gear upper strut housings. The key requirement stipulated by this AD is that the main landing gear upper strut housing must be inspected using dye penetrant methods as outlined in Piper Service Bulletin No 929A. The inspection must be conducted either before the aircraft accumulates 450 hours of time in service or within 100 hours after 27 April 1995, whichever occurs later. Following the initial inspection, further inspections must be performed at intervals not exceeding 100 hours of time in service. The AD imposes several obligations on the parties governed by it. Firstly, the aircraft owner or operator must ensure that the specified inspection of the main landing gear upper strut housing is carried out by a qualified individual following the procedures set out in Piper Service Bulletin No 929A. This inspection must be conducted within the prescribed timeframes. Additionally, if a new P/N 75215-06 upper strut housing is installed, this particular AD ceases to apply to the aircraft. The obligation to adhere to these inspection requirements is critical for maintaining the airworthiness and safety of the affected aircraft. Failure to comply with the requirements of AD/PA-42/21 could lead to serious consequences. The AD does not explicitly outline offences or penalties within its text; however, non-compliance with Civil Aviation Regulations generally can result in enforcement actions by the Civil Aviation Safety Authority (CASA). Such actions may include fines, suspension or revocation of the aircraft's certificate of airworthiness, and other regulatory measures. The severity of the penalty depends on the nature and extent of the non-compliance, but it underscores the importance of adhering to the stipulated inspection requirements to avoid adverse outcomes.