COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 106 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
CFM International Turbine Engines - CFM56 Series
AD/CFM56/1
Amdt 1
Transfer Gearbox Oil Distributor and Spirolock 11/86
Applicability: CFM56-3, -3B series engines incorporating transfer gearbox P/N 335-300-003-0 or 335-300-005-0 which are not in compliance with CFMI SB 72-205 Rev 4.
Requirement: Inspect and rectify as necessary, transfer gearbox oil distributor P/N 335-305-800-0 and spirolock retainer P/N 649-363-137-0 for looseness and wear in accordance with CFMI SB 72-205 Rev. 4.
Note 1: FAA AD 86-08-05 Rev 1 Amdt 39-5339 refers to a previous issue of SB 72- 205.
Note 2: Compliance with the previous issue of this Directive for affected gearboxes will require additional work in accordance with this Directive (CFMI SB 72-205 Rev 3 and 4 increase oil distributor assembly torque from 50 lb inch to 100 lb inch).
Note 3: Compliance with CFMI SB 72-221 Rev 1, to rectify or overcome oil distributor looseness, does not remove the repetitive compliance requirement of this Directive.
Note 4: Compliance with CFMI SB 72-253 Rev 1, which reworks gearboxes P/N 335-300-003-0 and 335-300-005-0, and which introduces transfer gearbox P/N 335- 300-008-0 renders compliance with this Directive as not applicable.
Compliance: Unless already accomplished: prior to fitment of affected gearbox to an engine or, if already fitted, within 100 hours time in service after 30 November 1986 and thereafter at intervals not exceeding 375 hours time in service.
Background: This Directive was issued to prevent engine shutdown from radial drive shaft disengagement. FAA AD 86-08-05 R-1, advises such a failure approximately 628 hours after compliance with original issue of the AD. This Amdt reflects the latest revisions to SB 72-205 and FAA AD 86-08-05 which introduce increased oil distributor assembly torque and repetitive inspection requirements.
Overview
The Civil Aviation Regulations 1998, administered by the Civil Aviation Safety Authority (CASA), provide comprehensive regulations for aviation safety in Australia. Part 39 - 106 of the Civil Aviation Regulations 1998 includes Airworthiness Directives (ADs) designed to address specific safety concerns. One such directive, AD/CFM56/1Amdt 1, pertains to CFM International Turbine Engines of the CFM56 Series, specifically targeting the transfer gearbox oil distributor and spirolock. The directive was enacted to address the issue of engine shutdowns due to radial drive shaft disengagement, a problem identified approximately 628 hours after the initial compliance with the original Airworthiness Directive. The policy objective is to ensure that affected engines are inspected and rectified as necessary to maintain safety standards and prevent potential engine failures. Compliance with the directive requires inspections and rectifications to be completed either before the affected gearbox is fitted to an engine or within 100 hours of service after 30 November 1986, and subsequently at intervals not exceeding 375 hours of time in service.
Scope and Application
The Civil Aviation Regulations 1998, under Part 39 - 106, specifically Airworthiness Directives for CFM International Turbine Engines of the CFM56 Series, mandates stringent inspection and rectification procedures for certain transfer gearbox oil distributors and spirolock retainers in affected engines. This applies to CFM56-3 and -3B series engines with specific transfer gearbox parts numbers that do not comply with the latest revision of CFMI Service Bulletin 72-205. The directive aims to ensure the safety and reliability of these engines by preventing engine shutdown due to radial drive shaft disengagement, a failure that can occur approximately 628 hours after compliance with the original directive. Compliance with this directive is mandatory for engines that have not yet met the specified requirements or have already been fitted with the affected gearboxes, requiring inspections to be conducted before engine fitment or within 100 hours of service after a specific date, with subsequent inspections not exceeding 375 hours of service. The directive's scope is limited to ensuring the specified parts meet the latest technical standards, with exemptions applied for engines that have been reworked in accordance with certain bulletins.
Key Provisions
The Civil Aviation Regulations 1998, specifically under Part 39 and section 106, establish a schedule of airworthiness directives (AD/CFM56/1) for the CFM56 series engines, which includes detailed requirements for the transfer gearbox oil distributor and spirolock. This directive applies to CFM56-3 and -3B series engines with transfer gearboxes P/N 335-300-003-0 or 335-300-005-0 that are not compliant with CFMI Service Bulletin (SB) 72-205 Rev 4 (section 1). The primary requirement is to inspect and rectify, as necessary, the transfer gearbox oil distributor P/N 335-305-800-0 and spirolock retainer P/N 649-363-137-0 for issues such as looseness and wear, in accordance with the specified bulletin revision. This is intended to prevent potential engine shutdowns due to radial drive shaft disengagement.
The obligations under this directive are stringent. Operators and maintenance personnel must ensure that any affected engines are inspected and, if necessary, rectified before the gearbox is fitted to an engine or within 100 hours of time in service after 30 November 1986 (section 1). Additionally, this inspection and rectification must be repeated at intervals not exceeding 375 hours of time in service thereafter. The directive also references previous revisions and amendments, noting that compliance with older bulletins does not absolve operators from the requirements of the latest revisions.
Failure to comply with these airworthiness directives can result in serious consequences. Non-compliance could lead to engine shutdowns or other safety issues, which could potentially result in accidents or other safety breaches. The specific civil or criminal penalties for non-compliance are not outlined in the directive but generally, non-compliance with airworthiness directives under the Civil Aviation Regulations can result in substantial fines, enforcement actions, or even criminal charges, depending on the severity of the breach and its impact on safety. The exact penalties would be determined in the context of broader aviation safety regulations and applicable laws.