AIRWORTHINESS DIRECTIVE
For the reasons set out in the background section, the CASA delegate whose signature appears below revokes Airworthiness Directive (AD) AD/ARRIUS/6 and issues the following AD under subregulation 39.1 (1) of CASR 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.
Turbomeca Turbine Engines - Arrius Series
AD/ARRIUS/6
Amdt 1
Engine Electronic Control Unit Software 8/2004
Applicability: Arrius 2B1, 2B1A, 2B1A_1 and 2B2 turboshaft engines.
Requirement: Modify the engine electronic control units (EECU) software in accordance with the following Turbomeca Service Bulletins:
Engine Model
Arrius 2B1 - without overspeed option Arrius 2B1 - with overspeed option Arrius 2B1A/2B1A_1
Arrius 2B2
Note: DGAC AD F-2004-017 R1 refers.
Compliance: Remains unchanged as ‘Before 31 May 2004’.
Service Bulletin
319 73 2080 or 319 73 2080 R1
319 73 2081 or 319 73 2081 R1
319 73 2082 or 319 73 2082 R1
319 73 2090
This Amendment becomes effective on 5 August 2004.
Background: The Direction Générale de l’Aviation Civile (DGAC) of France has advised of a simultaneous loss of automatic control of two Arrius engines occurring on a Eurocopter EC 135 T1 helicopter caused by a deficiency in the EECU software.
The original issue of this Directive required either the uploading of an improved software version or the replacement of the EECU with a unit that has the improved software loaded.
This Amendment introduces revised Turbomeca service bulletins, which are also acceptable for compliance, together with removing the ‘alert’ status from the original service bulletins. No further action is required if the software was modified in accordance with the original service bulletins.
Turbomeca Turbine Engines - Arrius Series
AD/ARRIUS/6 Amdt 1 (continued)
The original issue of this Airworthiness Directive became effective on 15 April 2004.
James Coyne
Delegate of the Civil Aviation Safety Authority 23 June 2004
The above AD is notified in the Commonwealth of Australia Gazette on 14 July 2004.
Overview
The Civil Aviation Safety Authority Amendment Instrument 2004 (F2006B02461) was enacted to address a specific safety concern identified with the Arrius series turboshaft engines used in various aircraft. This legislative instrument amends an existing Airworthiness Directive (AD) issued under the Civil Aviation Safety Regulations 1998 (CASR). The original AD, AD/ARRIUS/6, was introduced following reports of simultaneous loss of automatic control in Arrius engines due to software deficiencies in the Engine Electronic Control Unit (EECU). The policy objective of this amendment is to provide updated instructions and service bulletins to ensure the safe operation of these engines. This was necessary because the original AD required certain modifications to the engine software or EECU, and this amendment introduces revised service bulletins to bring the AD up to date and ensure compliance with current safety standards. The instrument was issued by a delegate of the Civil Aviation Safety Authority, reflecting the legislative authority granted under CASR to address safety concerns in aviation.
Scope and Application
The Airworthiness Directive (AD) AD/ARRIUS/6 Amdt 1 issued by the Civil Aviation Safety Authority (CASA) applies to specific Arrius series turboshaft engines, namely the Arrius 2B1, 2B1A, 2B1A_1, and 2B2 models. This AD mandates modifications to the engine electronic control units (EECU) software to address safety concerns related to a loss of automatic control previously reported by the Direction Générale de l'Aviation Civile (DGAC) of France. The directive requires compliance with specified Turbomeca service bulletins to ensure the software modifications are correctly implemented. The AD is effective across the Commonwealth of Australia and applies to all relevant aircraft or aeronautical products operating within its jurisdiction. Notably, the directive does not specify exclusions or exemptions, implying that all applicable engines must comply unless otherwise noted in subordinate instruments or specific operational directives. The AD's compliance deadline remains unchanged, requiring action before 31 May 2004, and it became effective on 5 August 2004.
Key Provisions
This Airworthiness Directive (AD) issued under subregulation 39.1(1) of the Civil Aviation Safety Regulations 1998 (CASR 1998) pertains specifically to Arrius Series turboshaft engines, namely the Arrius 2B1, 2B1A, 2B1A_1, and 2B2 models. This AD mandates that the electronic control units (EECU) software of these engines be modified as per the Turbomeca Service Bulletins specified in the requirement section (sections 319 73 2080, 319 73 2081, 319 73 2082, and 319 73 2090). The compliance date for this action is before 31 May 2004. This directive is an amendment to the original AD/ARRIUS/6, which was issued on 15 April 2004, and became effective on 5 August 2004.
The AD imposes specific obligations on the owners and operators of aircraft equipped with the aforementioned Arrius Series turboshaft engines. These obligations include ensuring that the EECU software is modified according to the instructions provided in the Turbomeca Service Bulletins. Operators must ensure that this modification is completed before the specified compliance date to maintain the airworthiness of their aircraft. Failure to comply with this directive may result in the aircraft being deemed unairworthy, which could lead to grounding and potential legal repercussions.
Breaching the provisions of this AD can lead to several consequences. Firstly, any aircraft that fails to comply with the requirements of this AD may be deemed non-compliant and therefore not airworthy. This non-compliance can result in the aircraft being grounded, which could disrupt operations and lead to financial losses. Additionally, the AD is backed by regulatory authority, meaning that non-compliance could attract civil or criminal penalties. While the specific penalties are not detailed in the AD itself, they could include fines or other sanctions imposed by the Civil Aviation Safety Authority (CASA). The severity of these penalties could vary based on the extent and nature of the non-compliance, as well as any resultant safety risks posed by the non-compliance.