{"id":"F2006B07231","name":"AD/SWSA226/89 - Main Landing Gear Drag Brace Assembly","slug":"ad-swsa226-89-main-landing-gear-drag-brace-assembly","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":49057,"registerId":"commonwealth-F2006B07231-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/SWSA226/89 - Main Landing Gear Drag Brace Assembly","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)  \n![](image.002.png)  Fairchild (Swearingen) SA226 and SA227 Series Aeroplanes\n\n \n\n# AIRWORTHINESS DIRECTIVE\n\n![](image.002.png)\n\n![](image.002.png)  For the reasons set out in the background section, the CASA delegate whose signature appears below issues the following Airworthiness Directive (AD) under subregulation 39.1 (1) of CAR 1998. The AD requires that the action set out in the requirement section (being action that the delegate considers necessary to correct the unsafe condition) be taken in relation to the aircraft or aeronautical product mentioned in the applicability section: (a) in the circumstances mentioned in the requirement section; and (b) in accordance with the instructions set out in the requirement section; and (c) at the time mentioned in the compliance section.\n\n \n\n# AD/SWSA226/89 Main Landing Gear Drag Brace Assembly\n\n\n11/2000 DM\n\n \n\nApplicability: Models SA226-T, SA226-AT, SA226-T(B), SA226-TC, SA227-AT, SA227-TT, and\n\nSA227-AC aircraft, all serial numbers, that incorporate one of the following:\n\n \n\nFor SA226 series aircraft: Ozone Industries Inc., part number OAS5453-1 (Revision “H”, “J”, “K”, or “N”), or part number OAS5453-5. These assemblies incorporate an Ozone Industries part number OAS5501-1 main landing gear drag brace assembly (consisting of both a drag brace and drag links); or,\n\n \n\nFor SA227 series aircraft: Ozone Industries Inc., 14,500 LB MGTOW, part number OAS5453-5. These assemblies incorporate an Ozone Industries part number OAS5501-1 main landing gear drag brace assembly (consisting of both a drag brace and drag links.\n\n \n\nRequirement: Inspect in accordance with the technical requirements of FAA AD 2000-17-11 Amdt 39-11885.\n\n \n\nNote 1: Fairchild Service Bulletins 226-32-068 and 227-32-043 refer.\n\n \n\nNote 2: A copy of FAA AD 2000-17-11 may be obtained from the FAA Internet site <http://av-info.faa.gov/ad>or from the Authority.\n\n \n\nCompliance:  As specified in the Requirement document for the initial 50 hour inspection, and follow-on repetitive inspection requirements; with a revised effective date of 27 September 2000.\n\n \n\nThis Airworthiness Directive becomes effective on 27 September 2000.\n\nCOMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY\n\nSCHEDULE OF AIRWORTHINESS DIRECTIVES\n\n \n\n \n\n \n\nBackground: The FAA has received a report of an accident on an affected aircraft where the main landing gear failed due to drag brace assembly cracks. Random inspections of the affected aircraft fleet revealed nine other instances of cracks in the main landing gear drag brace assemblies.\n\n![Signature of David Alan Villiers Delegate of the Civil Aviation Safety Authority](image.003.png)  \n\n\n \n\nDavid Alan Villiers\n\nDelegate of the Civil Aviation Safety Authority 21 September 2000\n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n![](image.002.png)  \n\n\nThe above AD is notified in the Commonwealth of Australia Gazette on 27 September 2000.\n","sortOrder":0}],"analysis":{"flash_summary_failed":{"failed":true,"reason":"A positive credit balance is required for all requests, including BYOK, so fallback providers remain available. Add credits at https://vercel.com/d?to=%2F%5Bteam%5D%2F%7E%2Fai%3Fmodal%3Dtop-up to continue.","source":"analysis-cron"},"kimi_summary":{"content_quality":"ok","complexity_score":3,"scope_assessment":{"changed":false,"description":"This AD maintains its original narrow scope — addressing a specific mechanical defect in specific aircraft models. It does not expand beyond the original safety purpose of preventing drag brace assembly failures."},"complexity_factors":["Short, single-purpose document (approximately 400 words)","Only 3 defined applicability criteria (aircraft models, serial numbers, and specific part numbers)","Single requirement that cross-references an external FAA document rather than reproducing technical details","Simple conditional structure: if your aircraft matches the applicability criteria, you must inspect","No nested exceptions or complex definitional sections","Clear compliance timeline (initial 50 hours + repetitive inspections)"],"plain_english_summary":"This AD mandates inspections of the main landing gear drag brace assemblies on certain Fairchild (Swearingen) SA226/SA227 aircraft using specific Ozone Industries parts, after cracks were found following a gear-collapse accident. It affects owners/operators of those models and aims to prevent catastrophic gear failure.\n\nAn initial inspection within 50 flight hours, with repetitive checks per FAA AD 2000-17-11, was required; the AD took effect 27 September 2000."},"flash_summary":{"complexity_score":3,"scope_assessment":{"changed":false,"description":"This AD implements a narrowly focused safety requirement (mandatory inspections of specified landing-gear drag-brace assemblies) in response to an accident and subsequent crack findings. It adopts the FAA's technical requirements by reference and does not expand beyond that corrective purpose. There is no indication in the text that the AD's scope has been broadened beyond the original safety objective described in the Background."},"complexity_factors":["Short, single-issue AD focused on one component (main landing gear drag brace assembly)","Clear applicability list (specific models and Ozone part numbers with particular revisions)","External cross-reference to FAA AD 2000-17-11 for technical inspection and corrective-action detail","References to two Fairchild service bulletins (226-32-068 and 227-32-043) without reproducing procedures","Simple compliance timing (initial 50 flight hours then repetitive inspections) rather than multiple conditional triggers","Limited number of internal exceptions or conditional branches within the AD text"],"plain_english_summary":"**What this instrument does**\n\n- This Airworthiness Directive (AD) orders operators of certain Fairchild (Swearingen) SA226 and SA227 aeroplanes to inspect the main landing gear drag brace assemblies for cracks and follow any follow-up actions required by the referenced FAA directive. (See: Applicability; Requirement.)\n\n**Who it affects**\n\n- Owners and operators of SA226 and SA227 series aircraft that incorporate the specified Ozone Industries drag brace assemblies (listed part numbers and revisions). (See: Applicability.)\n- Maintenance organisations and licensed engineers who must carry out the inspections and any necessary repairs or replacements.\n\n**Why it matters**\n\n- The AD responds to a reported accident caused by main landing gear failure and to additional finds of cracks during random inspections. The stated safety concern is that cracked drag brace assemblies can cause main landing gear failure. (See: Background.)\n\n**How it works, mechanically**\n\n- Applicability: It applies to all serial numbers of listed SA226 and SA227 models that have specific Ozone Industries assemblies installed (OAS5453-1 at certain revisions, OAS5453-5, and the incorporated OAS5501-1 drag brace/drag link assemblies). (Applicability.)\n- Requirement: Operators must perform inspections \"in accordance with the technical requirements of FAA AD 2000-17-11\"; the AD also points to Fairchild service bulletins for related information. (Requirement; Note 1 and Note 2.)\n- Timing / Compliance: The first (initial) inspection is required at 50 flight hours after the AD takes effect, with follow-on repetitive inspections as specified in the FAA AD. The AD became effective 27 September 2000. (Compliance.)\n\n**Who pays, who decides, and what behaviour changes**\n\n- Who decides: The Civil Aviation Safety Authority (CASA), through its delegate, issued the AD under CAR subregulation 39.1(1). The AD implements the FAA's technical directive by reference. (Opening paragraph; Requirement.)\n- Who pays: Aircraft operators/owners pay for the inspections, any corrective maintenance, parts and associated downtime. Maintenance providers charge for labour and parts.\n- Behaviour changes required: Operators must schedule and perform the mandated inspections, follow the FAA AD's corrective actions if cracks are found, and retain compliance records; they may have to ground individual aircraft until inspection/repair is complete.\n\n**Costs, incentives and trade-offs (practical lens)**\n\n- Direct costs: labour for inspections, potential replacement of drag brace assemblies, parts, and aircraft downtime. These are borne by the operator or the operator's insurer. (Compliance; Requirement.)\n- Incentives created: The AD increases operator incentive to inspect and, where necessary, replace or upgrade assemblies to avoid in-service failures and regulatory non-compliance.\n- Trade-offs and opportunity cost: Inspecting and repairing fleet aircraft uses maintenance capacity and causes operational downtime that reduces flying availability and revenue during the work.\n- Implementation risks and compliance burden: The AD relies on an external FAA AD and Fairchild service bulletins for technical procedures (the documents must be obtained and followed precisely). That creates administrative steps (sourcing documents, ensuring maintenance staff follow the detailed procedures, and recording compliance). (Requirement; Note 1 and Note 2.)\n\n**Concrete technical pointers**\n\n- The AD does not itself set inspection procedures in full detail; those technical steps are in FAA AD 2000-17-11 and the referenced Fairchild service bulletins. Operators must consult those documents for the exact inspection method, acceptance criteria and corrective actions. (Requirement; Note 1 and Note 2.)\n\n**Net effect**\n\n- The directive makes inspection (and any necessary corrective action) mandatory for the named aircraft/part combinations, on the timetable set by the FAA AD (initial 50 hours and repeating intervals). It shifts the immediate financial and operational burden to operators while aiming to reduce the risk of main landing gear failure. (Applicability; Requirement; Compliance; Background.)"}},"importantCases":[],"_links":{"self":"/api/acts/ad-swsa226-89-main-landing-gear-drag-brace-assembly","history":"/api/acts/ad-swsa226-89-main-landing-gear-drag-brace-assembly/history","analysis":"/api/acts/ad-swsa226-89-main-landing-gear-drag-brace-assembly/analysis","conflicts":"/api/acts/ad-swsa226-89-main-landing-gear-drag-brace-assembly/conflicts","importantCases":"/api/acts/ad-swsa226-89-main-landing-gear-drag-brace-assembly/important-cases","documents":"/api/acts/ad-swsa226-89-main-landing-gear-drag-brace-assembly/documents"}}