AD/MAKILA/2 - Governor Master and Auxiliary Cams

Overview

The Civil Aviation Regulations 1998, enacted by the Australian Parliament, establish comprehensive regulations governing civil aviation safety, including the issue of airworthiness directives. One such directive, AD/MAKILA/2, addresses the problem of engine flame-out in Turbomeca Makila series engines, specifically for Makila 1A and 1A1 engines. This directive was introduced to ensure the safe operation of these engines by requiring specific maintenance actions to prevent engine flame-out when the control lever is rapidly retarded from the flight to quick reduction position. The policy objective behind this regulation is to enhance aviation safety by mandating timely compliance with the specified maintenance requirements, thereby reducing the risk of engine flame-out during flight operations. The directive specifies that compliance must be achieved within 600 hours of time in service from 30 November 1991 or by 31 August 1992, whichever occurs first. Failure to adhere to this directive could result in non-compliance with the stringent safety standards set forth by the Civil Aviation Safety Authority. This legislative instrument underscores the commitment to maintaining high safety standards within the Australian civil aviation sector, ensuring that all aircraft and their components meet the necessary safety requirements to protect both passengers and crew.

Scope and Application

The Civil Aviation Regulations 1998, specifically within Part 39, mandates airworthiness directives to ensure the safety of aircraft and their operations. The regulation AD/MAKILA/2 focuses on the Turbomeca Makila series turbine engines, particularly models 1A and 1A1, to address issues related to the governor master and auxiliary cams. This directive applies to all such engines unless an action has already been taken in accordance with Turbomeca Service Makila No 72.298.00.59. The requirement necessitates compliance within a specified timeframe: either within 600 hours of the engine's time in service from 30 November 1991, or by 31 August 1992, whichever is earlier. The regulation is intended to mitigate the risk of engine flame out that can occur when the control lever is swiftly moved from flight to quick reduction position, a concern referenced in the DGAC AD 91-226-(B). The scope of this legislation is limited to civil aviation within the Commonwealth of Australia, ensuring that the specified maintenance actions are adhered to for the specified engines to uphold safety standards.

Key Provisions

The key operative sections of the Civil Aviation Regulations 1998 (Part 39 - 106) focus on the applicability and requirements for the Turbomeca Turbine Engines of the Makila Series, particularly AD/MAKILA/2 concerning the governor master and auxiliary cams. According to section 1/92, these directives apply to all Makila 1A and 1A1 engines. The requirement stipulates that unless the action outlined in Turbomeca Service Makila No 72.298.00.59 has been previously performed, the specified compliance measures must be adhered to. A note referencing DGAC AD 91-226-(B) provides additional context. The Act imposes specific obligations on the entities governing the operation of these engines. Firstly, it mandates that the compliance action must be undertaken within 600 hours of time in service from 30 November 1991, or by 31 August 1992, whichever date comes first. This directive is crucial to prevent engine flame-outs, which can occur when the control lever is rapidly moved from the flight to the quick reduction position. Compliance with these directives is essential for maintaining the safety and operational integrity of the engines. The Civil Aviation Regulations also outline the consequences of non-compliance with the specified directives. While the legislation does not explicitly detail specific offences or penalties within the excerpt provided, it is implicit that failure to comply with airworthiness directives can lead to serious safety issues. These can include engine failure, potential accidents, and non-compliance with civil aviation safety standards. The regulatory framework under which these directives operate suggests that breaches could result in severe civil or criminal penalties, although the exact nature and extent of these penalties are not specified in this particular excerpt.