{"id":"F2006B10535","name":"AD/HS 125/92 - Nose Gear Pivot Pin","slug":"ad-hs-125-92-nose-gear-pivot-pin","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":116333,"registerId":"commonwealth-F2006B10535-current","compilationNumber":null,"startDate":"2026-04-03","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/HS 125/92 - Nose Gear Pivot Pin","content":"---\nmeta-content-style-type: text/css\nmeta-content-type: application/xhtml+xml; charset=utf-8\nmeta-generator: Aspose.Words for .NET 22.10.0\n---\n\n?xml version=\"1.0\" encoding=\"utf-8\" standalone=\"no\"?>\n\nCOMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY\n\nSCHEDULE OF AIRWORTHINESS DIRECTIVES\n\n \n\n![](image.001.png)  British Aerospace BAe 125 Series Aeroplanes\n\n \n\nAD/HS 125/92 Nose Gear Pivot Pin  7/88 DM\n\n \n\nApplicability: All models.\n\n \n\nRequirement: Action in accordance with BAe-125 SB 32-217.\n\n \n\nNote: CAA AD 008-02-88 refers.\n\n \n\nCompliance: For components with more than 4000 landings, prior to 31 August 1988. For components with less than 4000 landings, before exceeding 4000 landings.\n\n \n\nBackground:  Recent analysis by the manufacturer has resulted in a requirement to crack detect pivot pins fitted to all nose leg assemblies which have achieved or exceeded 4000 landings.\n","sortOrder":0}],"analysis":{"flash_summary":{"complexity_score":2,"scope_assessment":{"changed":false,"description":"The directive’s scope matches the instrument’s stated purpose: it mandates crack-detection inspections of nose-gear pivot pins on all BAe 125 models once a 4,000-landing threshold is reached, and imposes an immediate deadline for pins already above that threshold (\"Background\", \"Applicability\", \"Compliance\"). There is no indication in the text supplied that the scope has been expanded or narrowed from that stated intent."},"complexity_factors":["Narrow technical focus limited to a single component (nose gear pivot pin).","Clear numeric trigger (4,000 landings) and a specific deadline for already-exceeded components (31 August 1988) reduce interpretive complexity (\"Compliance\").","Reliance on an external document (BAe-125 SB 32-217) for procedural detail shifts technical complexity outside the AD (\"Requirement\").","Requires operators to track and verify landing counts for affected components, which adds modest administrative burden (\"Compliance\").","No detailed enforcement or remedial steps are stated in the AD text itself, limiting the AD's internal procedural complexity but increasing dependence on the service bulletin and regulator processes (\"Requirement\")."],"plain_english_summary":"What this instrument does (mechanically)\n\n- Requires inspections to detect cracking in the nose-gear pivot pin (a component of the nose leg assembly) on British Aerospace BAe 125 series aeroplanes. The inspections must be carried out exactly as set out in BAe-125 Service Bulletin 32-217 (\"Requirement\").\n- Applies to all BAe 125 models (\"Applicability\").\n- Sets timing rules based on the reported number of landings for a given pivot pin: if a pivot pin has already done more than 4,000 landings it must be inspected before 31 August 1988; if it has done fewer than 4,000 landings it must be inspected before it exceeds 4,000 landings (\"Compliance\").\n\nWho is affected and who decides\n\n- Aircraft owners/operators of any BAe 125 series aeroplane must comply (\"Applicability\").\n- The Civil Aviation Safety Authority requires the action through this Airworthiness Directive; the specific inspection procedure is set by the manufacturer’s service bulletin (\"Requirement\").\n\nWhy it matters (stated rationale and practical consequences)\n\n- The stated reason is that the manufacturer’s analysis identified a need to crack-detect pivot pins on nose leg assemblies that have reached or exceeded 4,000 landings (\"Background\").\n- Practically, compliance requires operators to: (a) know and record landing counts for affected nose gear pivot pins; (b) schedule and carry out the inspection procedure in BAe-125 SB 32-217; and (c) follow any remedial work the service bulletin prescribes if cracking is found (\"Requirement\", \"Compliance\").\n\nCosts, incentives and trade-offs (mechanical effects and who pays)\n\n- The directive creates a direct compliance obligation for operators: they bear the cost of implementing the inspections and any consequent repairs/replacements. The AD points operators to the manufacturer’s service bulletin for the inspection method, so the technical scope of work is set by the manufacturer (\"Requirement\").\n- Operators face scheduling and resource trade-offs: maintenance planning must accommodate the inspection timing tied to landing counts (\"Compliance\").\n\nImplementation risk, compliance burden and discretionary space\n\n- The AD fixes a numeric threshold (4,000 landings) and a calendar deadline for components already above that threshold, which reduces regulatory ambiguity about when inspections are due (\"Compliance\").\n- The AD delegates the technical inspection procedure to the manufacturer’s service bulletin; this concentrates decision-making about how to inspect and what corrective action to take in that external document rather than in the AD text itself (\"Requirement\").\n- The AD does not specify enforcement measures or penalties in the text provided; it creates a clear operator obligation but relies on the regulator and the service bulletin for implementation detail (\"Requirement\").\n\nNet operational effect\n\n- Operators of BAe 125 aircraft must monitor landing counts for nose-gear pivot pins and implement the manufacturer-prescribed crack-detection inspection when pins reach the specified threshold, and earlier if they already exceed it (\"Applicability\", \"Compliance\", \"Requirement\")."},"kimi_summary":{"content_quality":"ok","complexity_score":2,"scope_assessment":{"changed":false,"description":"This is a discrete, time-bound safety directive issued in 1988 addressing a specific mechanical defect identified by the manufacturer. It has not expanded beyond its original purpose of ensuring crack detection in nose gear pivot pins before they reach critical wear thresholds."},"complexity_factors":["Single, specific mechanical component targeted (nose gear pivot pin)","Simple binary applicability (all models of one aircraft series)","Straightforward compliance trigger based on landing count (4000 landings)","No defined terms section or complex interpretation provisions","Single cross-reference to manufacturer service bulletin and one prior UK CAA directive","No nested exceptions, conditional logic, or discretionary powers","Length: approximately 150 words of substantive content"],"plain_english_summary":"**What this is:** This is an **Airworthiness Directive (AD)** — essentially a mandatory safety order issued by Australia's Civil Aviation Safety Authority (CASA). Think of it like a compulsory recall notice, but for aircraft parts rather than cars.\n\n**What it does:** It requires owners and operators of British Aerospace BAe 125 series aeroplanes (business jets) to inspect a specific part — the **nose gear pivot pin** — for cracks. This pin is a critical component that helps the front landing gear steer and support the aircraft.\n\n**Who must act:** Anyone who owns or operates any model of the BAe 125 aircraft.\n\n**What action is required:** Follow the manufacturer's Service Bulletin (SB 32-217), which sets out exactly how to check this pin for cracks. This typically involves specialised testing like magnetic particle or dye penetrant inspection.\n\n**When it must be done:**\n- If your aircraft has already done **more than 4,000 landings**: you had to complete this by **31 August 1988**.\n- If your aircraft has done **fewer than 4,000 landings**: you must do it **before** the aircraft reaches that 4,000-landing milestone.\n\n**Why it matters:** The manufacturer discovered through analysis that these pivot pins can develop cracks after heavy use (4,000+ landings). A cracked pivot pin could cause the nose landing gear to fail — potentially during landing or taxiing, with serious safety consequences. This directive prevents that failure by catching cracks before they become dangerous.\n\n**Key point:** This is not optional. Compliance is legally mandatory under the Civil Aviation Regulations, and operating an aircraft without completing required ADs is illegal."}},"importantCases":[],"_links":{"self":"/api/acts/ad-hs-125-92-nose-gear-pivot-pin","history":"/api/acts/ad-hs-125-92-nose-gear-pivot-pin/history","analysis":"/api/acts/ad-hs-125-92-nose-gear-pivot-pin/analysis","conflicts":"/api/acts/ad-hs-125-92-nose-gear-pivot-pin/conflicts","importantCases":"/api/acts/ad-hs-125-92-nose-gear-pivot-pin/important-cases","documents":"/api/acts/ad-hs-125-92-nose-gear-pivot-pin/documents"}}