AD/TSA-600/41 Amdt 2 - NLG Lower Drag Brace Assembly

Overview

The Civil Aviation Regulations 1998, specifically Part 39 - 105, addresses the need for ensuring the airworthiness of aircraft through the issuance of Airworthiness Directives. Enacted by the Commonwealth of Australia, these regulations were established to fill a critical gap in maintaining safety standards within the civil aviation sector. The policy objective of these regulations is to mandate the implementation of directives aimed at rectifying safety concerns and enhancing the operational safety of aircraft. One such directive, AD/TSA-600/41 Amendment 2, pertains to the Aerostar (Piper/Ted Smith) 600 and 700 Series Aeroplanes, mandating the replacement of the nose landing gear lower drag brace assembly with an improved version to address issues of corrosion and frozen moisture previously reported in the lower drag link. This amendment responds to a new Federal Aviation Administration (FAA) directive, ensuring that affected aircraft are brought into compliance to prevent potential hazards such as nose gear collapse.

Scope and Application

The Civil Aviation Regulations 1998, specifically PART 39 - 105, apply to the Aerostar (Piper/Ted Smith) 600 and 700 Series Aeroplanes, as outlined in the Civil Aviation Safety Authority Schedule of Airworthiness Directives. The regulation targets aircraft with specific models and serial numbers, as detailed in Aerostar Service Bulletin 600-128. The directive mandates the replacement of the nose landing gear lower drag brace link assembly with an improved assembly in accordance with Aerostar Service Bulletin 600-128. The requirement to comply with this directive must be met unless the specified action has already been completed prior to 2 March 1996. This regulation extends to the Commonwealth level, enforcing compliance across Australia, and is consistent with the Federal Aviation Administration’s corresponding directives, such as FAA AD 94-15-13 Amdt 39-8984. The regulation does not specify exclusions, exemptions, or thresholds, but it does incorporate amendments to address emerging safety concerns, such as corrosion and frozen moisture in the nose landing gear drag brace link assembly.

Key Provisions

The Civil Aviation Regulations 1998, specifically under Part 39 - 105, mandate adherence to the Civil Aviation Safety Authority (CASA) Schedule of Airworthiness Directives, particularly for Aerostar (Piper/Ted Smith) 600 and 700 Series Aeroplanes. Section AD/TSA-600/41 Amendment 2, issued on 3/95, addresses the nose landing gear (NLG) lower drag brace assembly (section 1). This directive applies to models and serial numbers detailed in Aerostar Service Bulletin 600-128 (section 2). The requirement is to replace the NLG lower drag brace link assembly with an improved assembly as specified in Aerostar SB 600-128 (section 3). This directive references FAA AD 94-15-13 Amendment 39-8984 (section 4). Compliance with this directive must be achieved unless already completed, prior to 2 March 1996 (section 5). Under these regulations, operators of Aerostar (Piper/Ted Smith) 600 and 700 Series Aeroplanes must ensure that the specified models and serial numbers are updated as per the directives outlined in Aerostar Service Bulletin 600-128. This involves replacing the NLG lower drag brace link assembly with the improved assembly. These obligations are crucial to maintaining airworthiness standards and ensuring the safety of the aircraft in operation. Operators are required to verify the models and serial numbers of their aircraft to determine if they fall under the applicability of this directive and ensure timely compliance before the stipulated date. Failure to comply with the requirements outlined in the Civil Aviation Regulations 1998, particularly AD/TSA-600/41 Amendment 2, may result in civil or criminal consequences. The severity of the penalties depends on the nature and extent of the non-compliance. In cases of non-compliance, the operator may face enforcement actions, fines, or other penalties as prescribed by CASA. The maximum penalties can include substantial financial penalties and potential criminal charges for those responsible for ensuring compliance, especially if non-compliance results in safety hazards or accidents. It is imperative for operators to adhere strictly to the directives to avoid these adverse consequences.