{"id":"F2006B05450","name":"AD/PA-23/17 - Goodrich Wheel Assembly G-3-787 - Inspection","slug":"ad-pa-23-17-goodrich-wheel-assembly-g-3-787-inspection","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":46193,"registerId":"commonwealth-F2006B05450-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/PA-23/17 - Goodrich Wheel Assembly G-3-787 - Inspection","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)  Piper PA-23 (Apache and Aztec) Series Aeroplanes\n\n \n\nAD/PA-23/17 Goodrich Wheel Assembly G-3-787 - Inspection NK\n\nApplicability: All models equipped with Goodrich G-3-787 wheels. Requirement:  1. Remove wheels and tyres and inspect as follows:\n\n(a)     Inspect the flange area of both wheel halves by a penetrant inspection method. Cracks may appear on either the inside or outside surface of the flange.\n\n \n\n(b)     If cracks are present in the flange area remove the defective wheel half from service; or\n\n \n\n2. BF Goodrich SB No. 102; or 3. FAA AD 58-22-3.\n\nCompliance: At intervals not exceeding 100 hours time in service and at each tyre change.\n","sortOrder":0}],"analysis":{"flash_summary":{"complexity_score":3,"scope_assessment":{"changed":false,"description":"The text of the directive sets a clear, narrowly tailored requirement for inspection and removal of cracked wheel halves on G-3-787 wheels. It does not indicate any expansion or narrowing of scope beyond applying to all models equipped with those wheels and prescribing the inspection method and intervals (Applicability; Requirement; Compliance)."},"complexity_factors":["Narrow technical scope — applies only to Goodrich G-3-787 wheels (Applicability).","Prescriptive inspection method required (penetrant inspection) rather than an open-ended assessment (Requirement 1(a)).","Binary removal rule on finding cracks (remove defective wheel half from service) simplifies decision but creates immediate operational impact (Requirement 1(b)).","Fixed, relatively frequent compliance interval (every 100 hours and at each tyre change) imposes recurring duties (Compliance).","References to external documents (BF Goodrich SB No.102; FAA AD 58-22-3) that operators may need to consult for alternative or supplementary guidance (Requirement 2 and 3)."],"plain_english_summary":"### What this instrument requires\n\n- Applies to: all aircraft fitted with Goodrich G-3-787 wheels (see \"Applicability\").\n- Action required: remove the wheels and tyres and inspect the flange area of both wheel halves using a penetrant inspection method (Requirement 1(a)).\n- If an inspection finds cracks in the flange area, the affected wheel half must be removed from service (Requirement 1(b)).\n- Alternative compliance: the directive also points to BF Goodrich Service Bulletin No. 102 or FAA AD 58-22-3 as alternate or related means of compliance (Requirement 2 and 3).\n- Timing: inspections must be done at intervals not exceeding 100 hours time in service and at each tyre change (Compliance).\n\n### Who this affects and who decides\n\n- Who must act: the aircraft owner/operator and the maintenance organisation that services the aircraft. The operator is responsible for ensuring the inspections are carried out at the required intervals (Applicability; Compliance).\n- Who sets the rule: the instrument is issued under the Civil Aviation Safety Authority framework (header: Civil Aviation Safety Authority, Part 39 — Schedule of Airworthiness Directives).\n- Who enforces outcomes: the directive prescribes that a cracked wheel half be removed from service (Requirement 1(b)). Maintenance providers and operators make the inspection and removal decisions in practice; the AD specifies the required action.\n\n### Why it matters (stated purpose and practical effects)\n\n- Stated or implied purpose: the directive’s mechanism—regular penetrant inspections of wheel flanges and mandatory removal if cracks are found—indicates the practical aim is to detect and remove cracked wheel halves before continued use (Requirement 1(a) and 1(b)).\n\n- Costs and incentives (mechanics, not judgement): the operator bears the direct costs of removing wheels/tyres, performing penetrant inspections, and replacing any wheel halves removed from service (Requirement 1(a)–(b); Compliance). These actions impose labour, materials, and aircraft downtime costs at each inspection interval (Compliance).\n\n- Trade-offs and opportunity cost: frequent inspections (every 100 hours and at each tyre change) reduce the risk of continued operation with a cracked wheel half but increase maintenance time and cycles. Those inspection duties compete for maintenance resources and scheduled aircraft utilisation (Compliance).\n\n- Compliance burden and implementation risk: the inspection method is specified as a penetrant inspection (Requirement 1(a)), so detection depends on performing that non-destructive test correctly. Inspection quality, technician skill and access to appropriate facilities or consumables affect the likelihood of finding cracks. If a cracked half is found, removing it from service reduces available assets until repaired or replaced (Requirement 1(b)).\n\n- Bureaucratic discretion and alternatives: the AD is prescriptive about the method, interval and removal requirement, with limited operational discretion. The directive explicitly references a manufacturer Service Bulletin and an FAA AD as alternative or supplementary compliance documents (Requirement 2 and 3), which gives operators a documented alternative route to meeting the AD’s objective.\n\n### Practical consequences for private actors\n\n- Operators must schedule wheel/tyre removals and penetrant inspections at the prescribed intervals (Compliance). They pay for inspections, potential wheel-half replacement, and any downtime.\n- Maintenance organisations must perform penetrant inspections and record compliance. If cracks are detected, the organisation must ensure the defective wheel half is removed from service (Requirement 1(b)).\n\n(References: Applicability; Requirement 1(a)–(b); Requirement 2 and 3; Compliance.)"},"kimi_summary":{"content_quality":"ok","complexity_score":2,"scope_assessment":{"changed":false,"description":"This is a discrete, targeted safety directive focused on a specific mechanical defect in a specific aircraft wheel assembly. It has not expanded beyond its original purpose of mandating inspection intervals for fatigue cracking in Goodrich G-3-787 wheels."},"complexity_factors":["Very short document (approximately 150 words)","Only 1 defined term implicitly referenced (\"time in service\")","No cross-references to other legislation beyond optional alternative compliance methods (BF Goodrich SB No. 102 and FAA AD 58-22-3)","Simple conditional logic: inspect → if cracks found → remove from service","Straightforward compliance schedule with two clear triggers (100 hours or tyre change)","Single applicability criterion (specific wheel model on specific aircraft series)"],"plain_english_summary":"**What this is:** This is an **Airworthiness Directive (AD)** — a mandatory safety order issued by Australia's Civil Aviation Safety Authority (CASA). Think of it as a \"recall notice\" for aircraft parts, but legally binding.\n\n**What it covers:** Piper PA-23 Apache and Aztec aeroplanes fitted with **Goodrich G-3-787 wheel assemblies** (the metal wheels that hold the tyres).\n\n**What it requires:** Owners and operators must:\n- **Inspect the wheel flanges** (the rim edges that hold the tyre) using a special crack-detection method called **penetrant inspection** (a dye that seeps into tiny cracks to make them visible)\n- **Remove from service immediately** any wheel half showing cracks in the flange area\n- Alternatively, follow specific manufacturer or US Federal Aviation Administration (FAA) guidelines instead\n\n**When to do it:**\n- **Every 100 hours of flight time**, **and**\n- **Every time you change a tyre**\n\n**Why it matters:** Cracked wheel flanges can cause **catastrophic wheel failure during takeoff or landing** — potentially leading to loss of control, tyre blowouts, or collapsed landing gear. This AD prevents accidents by catching fatigue cracks before they cause failure.\n\n**Who must comply:** Anyone operating a Piper PA-23 with these specific wheels — private owners, flying schools, charter operators, and maintenance organisations."}},"importantCases":[],"_links":{"self":"/api/acts/ad-pa-23-17-goodrich-wheel-assembly-g-3-787-inspection","history":"/api/acts/ad-pa-23-17-goodrich-wheel-assembly-g-3-787-inspection/history","analysis":"/api/acts/ad-pa-23-17-goodrich-wheel-assembly-g-3-787-inspection/analysis","conflicts":"/api/acts/ad-pa-23-17-goodrich-wheel-assembly-g-3-787-inspection/conflicts","importantCases":"/api/acts/ad-pa-23-17-goodrich-wheel-assembly-g-3-787-inspection/important-cases","documents":"/api/acts/ad-pa-23-17-goodrich-wheel-assembly-g-3-787-inspection/documents"}}