AD/LTS/13 - Improved Power Turbine Retention

Overview

The Civil Aviation Regulations 1998, under the authority of the Civil Aviation Act 1988, were enacted to regulate civil aviation safety and to provide a legal framework for the operation of aircraft in Australia. The regulations were introduced to address the need for comprehensive safety measures and compliance requirements to ensure the safety of passengers, crew, and the general public. This specific legislative instrument, F2006B11176, focuses on Part 39 - 106, which deals with the Civil Aviation Safety Authority's schedule of airworthiness directives, particularly addressing the issue of power turbine retention in AlliedSignal (Lycoming) Turbine Engines - LTS 101 Series. The policy objective is to prevent power turbine overspeed and uncontained engine failures by mandating the installation of improved power turbine retention systems and controllers. The objective is to enhance the safety of aircraft operations by addressing reported incidents of uncontained power turbine failures.

Scope and Application

The Civil Aviation Regulations 1998, specifically Part 39 - 106 Civil Aviation Safety Authority Schedule of Airworthiness Directives, governs the airworthiness of aircraft and related equipment within Australia. This particular regulation pertains to AlliedSignal (Lycoming) Turbine Engines of the LTS 101 series, focusing on improving the power turbine retention system to prevent overspeed and uncontained engine failures. The directive applies to LTS 101-650B1, -750B1, -650C, and -750C turboshaft engines. Compliance with the directive necessitates the installation of an improved power turbine retention system and an improved power turbine rotor assembly, as outlined in specific AlliedSignal service bulletins, to be completed by the next engine shop visit after the directive's effective date but no later than 31 December 1997. Additionally, an improved electronic power turbine rotor overspeed controller must be installed in line with designated service bulletins, with compliance required concurrently with other specified airworthiness directives at the next scheduled 600-hour airframe inspection following the directive's effective date, also by 31 December 1997. The regulation also references relevant Federal Aviation Administration directives and notes that compliance with this directive supersedes previous related airworthiness directives.

Key Provisions

The Civil Aviation Regulations 1998, Part 39 - 106, under the Civil Aviation Safety Authority, includes a schedule of airworthiness directives aimed at ensuring the safety of aviation operations. One such directive, AD/LTS/13, pertains specifically to AlliedSignal (Lycoming) Turbine Engines of the LTS 101 Series, focusing on improving power turbine retention to prevent overspeed and uncontained engine failure. The directive applies to LTS101-650B1, -750B1, -650C, and -750C turboshaft engines (Section 1). The key requirements under this directive are the installation of an improved power turbine retention system and an improved power turbine rotor assembly, as specified by certain AlliedSignal Service Bulletins (Section 2(a)-(c)). Additionally, an improved electronic power turbine rotor overspeed controller must be installed, as per other specified Service Bulletins (Section 2(d)-(e)). These requirements are designed to enhance the safety of engine operations by mitigating the risk of power turbine overspeed and subsequent uncontained engine failure. The directive references FAA Airworthiness Directive 95-26-01 and notes that it supersedes previous directives (Note 1 and Note 2). The compliance timeline for these requirements is stringent, with the installation of the improved power turbine retention system and rotor assembly needing to occur at the next engine shop visit involving the removal of the power turbine rotor after the effective date, but no later than 31 December 1997 (Section 3(a)). The installation of the electronic power turbine rotor overspeed controller must occur concurrently with certain other airworthiness directives at the next scheduled 600-hour airframe inspection, also before the end of 1997 (Section 3(b)). The directive does not explicitly state offences, penalties, or consequences for non-compliance within the text provided. However, failure to adhere to such airworthiness directives typically results in significant regulatory and safety consequences, potentially including grounding of non-compliant aircraft and other enforcement actions by the Civil Aviation Safety Authority. The severity of penalties could range from fines to more severe sanctions depending on the extent and impact of non-compliance.