COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 106 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
De Havilland Piston Engines
AD/DHE/18
Amdt 5
Tapered Crankshaft Inspection 7/98
Applicability: Gipsy Major series engines fitted with a tapered crankshaft Requirement: 1. Insitu ultrasonic inspection:
In accordance with a procedure approved by the Authority, carry out an ultrasonic inspection of the crankshaft in the area forward of the thrust bearing flange.
2. Crankshaft inspection - Pre Mod G2495 crankshafts:
(a) In accordance with a procedure approved by the Authority, carry out an ultrasonic inspection of the crankshaft in the area forward of the thrust bearing flange , and
(b) carry out a magnetic particle inspection of the entire crankshaft utilising the wet continuous technique applied in a manner that both longitudinal and circumferential cracking will be detected, CAO 108.8 Appendix 1 refers.
3. Crankshaft inspection - Post Mod G2495 crankshafts:
(a) Remove the Mod G2495 thrust bearing location nut sleeve, and
(b) carry out a magnetic particle inspection of the entire crankshaft utilising the wet continuous technique applied in a manner that both longitudinal and circumferential cracking will be detected, CAO 108.8 Appendix 1 refers.
Compliance: Effective 18 June 1998:
- Insitu ultrasonic inspection: Unless previously carried out;
(a) within 25 hours time in service or at the next maintenance release inspection, whichever occurs first, and then
(b) at 45 to 50 hours time in service following an inspection in accordance with Compliance requirement 1 (a).
Note 1: In service experience since the issue of AD/DHE/18 Amdt. 4 indicates the airworthiness of Gipsy Major tapered crankshafts in service can be reasonably established with two ultrasonic inspections. Therefore, engines in service which have already had two ultrasonic inspections of the tapered crankshaft, adequately satisfy Requirement 1 of this directive. No further insitu ultrasonic inspections are required.
2. Crankshaft inspection - Pre Mod G2495 crankshafts: Prior to installation of the crankshaft in an engine.
COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 106 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
3 Crankshaft inspection - Post Mod G2495 crankshafts. Prior to installation of the crankshaft in an engine.
This amendment becomes effective on 18 June 1998.
Background: This directive was originally issued to require a visual and a magnetic particle inspection (MPI) of the tapered crankshaft in the area forward of the thrust bearing flange. Amendment 4 replaced the visual inspection with repetitive insitu ultrasonic inspections. In service experience since the issue of Amdt. 4 has indicated the airworthiness of tapered crankshafts in service can be satisfactorily determined by two consecutive, insitu, ultrasonic inspections. In response, this amendment limits the insitu ultrasonic inspection requirement to two consecutive inspections.
In addition to the amended ultrasonic inspection compliance requirement, this amendment also includes a requirement to carry out an ultrasonic inspection of pre Mod G2495 crankshafts before installing that crankshaft in an engine. A Pre Mod G2495 crankshaft, recently inspected insitu by the ultrasonic inspection technique, was reported to be cracked in the area of the thrust bearing location nut threads. On removal of the crankshaft from the engine, and despite knowledge of the crack location, the crack could not be confirmed by MPI. An independent ultrasonic inspection confirmed the presence of a 6mm long by 3mm deep crack.
Amendment 4 of this Airworthiness Directive became effective on 22 July 1993. Amendment 3 of this Airworthiness Directive became effective on 30 May 1993. The original issue of this Airworthiness Directive became effective in August 1963.
Overview
The Civil Aviation Regulations 1998, established by the Commonwealth of Australia, were enacted to ensure the safety and regulation of civil aviation within Australia. The legislation, overseen by the Civil Aviation Safety Authority, aims to address issues and maintain standards in the civil aviation sector. One specific area of focus is the airworthiness of aircraft components, including engines. The legislative instrument F2006B09268, particularly within Part 39 - 106, amends the schedule of airworthiness directives concerning De Havilland piston engines, specifically targeting the inspection of tapered crankshafts in Gipsy Major series engines. This directive was introduced to enhance the safety and reliability of these engines by setting stringent inspection requirements. The policy objective is to mitigate risks associated with crankshaft failure, which could potentially lead to engine malfunctions and compromise flight safety.
Scope and Application
The Civil Aviation Safety Authority (CASA) Schedule of Airworthiness Directives, specifically Amendment 5 to AD/DHE/18 concerning the inspection of tapered crankshafts in De Havilland Piston Engines, applies to Gipsy Major series engines fitted with a tapered crankshaft. This directive mandates specific inspection procedures to ensure the airworthiness of the engines. The inspections are required to be carried out either in situ or before installing the crankshaft in an engine, depending on whether the crankshaft has been modified post G2495. The directive applies to all operators and owners of Gipsy Major series engines fitted with a tapered crankshaft, requiring compliance with the specified inspection procedures. This directive applies nationally within the Commonwealth of Australia under the Civil Aviation Regulations 1998. There are no stated exclusions or exemptions in this particular directive, although compliance thresholds and specifics are detailed within the document. The directive may be extended or modified through subordinate instruments issued by CASA, ensuring the ongoing safety and airworthiness of the specified aircraft engines.
Key Provisions
The Civil Aviation Regulations 1998, particularly Part 39 - 106, mandate specific inspections and procedures for Gipsy Major series engines fitted with a tapered crankshaft. Section 1 of the directive requires an in-situ ultrasonic inspection of the crankshaft area forward of the thrust bearing flange, in accordance with an approved procedure (sections 1(a) and 1(b)). For crankshafts pre-modification G2495, the directive requires an ultrasonic inspection and a magnetic particle inspection (MPI) of the entire crankshaft, ensuring detection of both longitudinal and circumferential cracks (section 2). For post-modification G2495 crankshafts, the directive mandates the removal of the Mod G2495 thrust bearing location nut sleeve followed by an MPI of the entire crankshaft (section 3). Compliance with these inspections must occur within specified timeframes: ultrasonic inspections must be performed within 25 hours of service or at the next maintenance release inspection, whichever is earlier, and then again at 45 to 50 hours of service following an initial inspection (section Compliance 1). For pre- and post-modification G2495 crankshafts, the inspections must be conducted prior to the installation of the crankshaft in an engine (section Compliance 2 and 3). These regulations are designed to ensure the airworthiness of the engines by detecting any potential cracks or defects.
The obligations imposed by these regulations are primarily on the operators and maintenance personnel of the Gipsy Major series engines. They must ensure that all required inspections are performed according to the specified procedures and within the mandated timeframes. This includes obtaining approval for the inspection methods from the relevant authority, as stipulated in the directive. The inspections must be conducted meticulously to ensure that any defects, such as cracks in the crankshaft, are identified and addressed promptly. Operators and maintenance personnel must keep accurate records of the inspections to demonstrate compliance with the regulations and maintain the airworthiness of the aircraft.
Breach of these regulations can result in significant consequences. Non-compliance with the mandated inspections and procedures can lead to the grounding of the aircraft until the required inspections are completed and any defects are rectified. The directive explicitly states that the airworthiness of the aircraft is contingent on adherence to these inspection requirements. Additionally, operators and maintenance personnel found in breach of these regulations may face penalties under the Civil Aviation Act 1988, which could include fines or other civil sanctions. The severity of the penalties can vary based on the nature and extent of the breach, but the overarching aim is to ensure that all measures are taken to maintain the highest standards of aviation safety.