AD/SWSA226/44 - Main Landing Gear Door System - Inspection

Overview

The Civil Aviation Regulations 1998, enacted by the Parliament of Australia, serve as a comprehensive framework to regulate civil aviation within the country. Among its various provisions, Part 39 - 105 is specifically dedicated to addressing issues of aircraft airworthiness, ensuring that all aircraft operate safely and meet the requisite safety standards. One such measure is the Airworthiness Directive for the Fairchild (Swearingen) SA226 and SA227 series aeroplanes, which aims to rectify an identified safety issue concerning the main landing gear door system. This directive, AD/SWSA226/44, was introduced to address the problem of the main landing gear doors shifting and subsequently locking in the up position, which poses a significant risk during operations. The policy objective behind this directive is to ensure the continued safe operation of the specified aircraft models by mandating inspections of the main landing gear door system. The directive applies to certain serial numbers of the SA226-T(B), SA226-T, SA226-AT, and SA226-TC models. Compliance with the directive is required within 100 hours of time in service after 31 January 1983, ensuring that the identified issue is promptly addressed. This proactive measure is crucial for maintaining the integrity and safety of the aircraft involved.

Scope and Application

The Civil Aviation Regulations 1998, under Part 39 - 105, specifically address the airworthiness directives for the Fairchild (Swearingen) SA226 and SA227 series aeroplanes, targeting the inspection of the main landing gear door system. This regulation applies to specific models and serial numbers of the SA226-T(B), SA226-T, SA226-AT, and SA226-TC series, ensuring that the aircraft comply with the prescribed safety measures. The directive mandates that inspections of the main landing gear door system be conducted to prevent shifting and locking of the landing gear in the up position, a critical safety concern. This requirement is mandatory for the specified aircraft and must be adhered to within 100 hours of time in service after 31 January 1983, as outlined in the Fairchild Swearingen SB No. 32-026 and referenced by FAA AD 82-23-06 Amendment 39-4493. The scope of this regulation is limited to the mentioned aircraft models and does not extend to other types of aircraft or aviation components unless specifically noted.

Key Provisions

The Civil Aviation Regulations 1998, specifically in Part 39 - 105 under the Civil Aviation Safety Authority's Schedule of Airworthiness Directives, address the maintenance and inspection requirements for Fairchild (Swearingen) SA226 and SA227 series aeroplanes (Section 1/83). This regulation applies to certain models of these aircraft, namely SA226-T(B) with specific serial numbers, SA226-T with particular serial numbers, SA226-AT with certain serial numbers, and SA226-TC with specified serial numbers (Section 1/83). The directive mandates that an inspection of the main landing gear door system must be conducted to prevent the shifting of these doors, which has previously led to the landing gear locking in the up position (Section 1/83). Entities governed by these regulations, such as aircraft operators and maintenance service providers, must ensure that the inspection of the main landing gear door system is carried out on the applicable aircraft. This inspection should be completed within 100 hours of time in service after 31 January 1983, or if not already done, within this period (Section 1/83). The directive references Fairchild Swearingen Service Bulletin No. 32-026 and notes that Federal Aviation Administration (FAA) AD 82-23-06 Amendment 39-4493 is also relevant (Section 1/83). Failure to comply with the requirements outlined in the Civil Aviation Regulations 1998 may result in severe consequences. The Act does not explicitly state the specific penalties for non-compliance, but such breaches can lead to serious safety risks, including potential grounding of the aircraft or legal action against the operator or service provider. The potential penalties may include fines or other civil or criminal sanctions, depending on the severity of the breach and its impact on aviation safety (Section 1/83).