AD/TURBO/1 Roto-Master (Rajay Industries, Inc.)
Turbochargers - Inspection and Replacement
3/83
Applicability: Rajay Model 325E10 and 3AT6EE10J2 turbochargers, installed on but not limited to: Continental Engine Models TSIO-360, O-470, IO-470, IO-520, TIO-520; Lycoming Engine Models O-320, IO-320, LIO-320, O-360, IO-360, TO-360, O-540, IO-540,
TIO-540. These engines are installed on, but not limited to the following Aircraft: Piper PA-28R-201T, PA-28-RT-201T, PA-28-201T series; PA-34-200, PA-34-200T
series; PA-30 and -39 series; Mooney M-20A thru K series; Lake LA-4, LA-4A and LA-200 Series.
Requirement: PART 1: Inspect the engine turbocharger exhaust systems and determine whether or not the turbine housing Rajay P/N TC-60-11 or Rajay P/N 600510, 600510-01, 600510-02 or TCM P/N 643930 of turbocharger model 325E10 or 3AT6EE10J2 is installed.
PART 2: If any of the part numbers listed in Part 1 are installed, or if the turbine housing part number cannot be determined, carry out the following inspections:
(a) Remove the turbocharger turbine housing exhaust coupling V-Band and tailpipes (see Figure 1).
(b) Visually inspect the turbocharger turbine housing for cracks using a dye penetrant inspection method.
Note: The suspect area can be viewed through the exhaust port to ascertain possible presence of cracks penetrating through the outer wall as shown in Figure 2.
(c) Inspect coupling V-Band clamp for cracks by spreading the band segments and checking for failed spot welds and for indication of exhaust flanges bottoming in coupling V-Band (see Figure 1) and clamp bolt for bending, overstress, thread damage, and cracks (see Figure 1).
(d) Inspect turbochargers and tailpipe flanges for cracks and distortion (see Figure 1). Remove all carbon deposits from mating flanges before reassembly.
(e) Inspect mating area of turbocharger exhaust flange to exhaust tailpipe connection for proper mating of surfaces.
(f) Inspect engine mount for indication of overheat, warpage, and corrosion, or rust. Repair as required.
(g) If during inspection required by paragraph (b), an internal crack is found that either exceeds the limit shown in Figure 2, View 1 or 2, or a crack penetrates the outer wall of a turbine housing as shown in Figure 2, View 3, the existing turbine housing must be removed from service and replaced with a serviceable turbine housing prior to the next flight.
(h) If during the inspections required by paragraphs (c) through (f), cracked distorted, or otherwise damaged parts, components, or assemblies are found, before further flight repair or replace with serviceable parts, components and assemblies of the same part number.
Note: FAA AD 82-27-03 refers.
Compliance: PART 1: Within 50 hours time in service after 31 March 1983.
PART 2: Before further flight after compliance with Part 1 of this Directive and thereafter at intervals of 200 hours time in service.
The inspections required by this Directive may be discontinued when the turbine housing is replaced with a Roto-master P/No. 600510-04 (TCM P/N 643931).
Background: To prevent the possibility of a fire in the powerplant nacelle and/or heat damage to the powerplant installation caused by the engine exhaust gases escaping through a cracked turbocharger turbine housing.
Overview
The Aircraft Directive AD/TURBO/1, issued in 1983, was introduced to address a critical safety concern associated with specific turbocharger models used in various aircraft engines. This legislative instrument was enacted by the Civil Aviation Safety Authority (CASA) under the Civil Aviation Act 1988. The primary objective of this directive is to prevent the risk of fire within the powerplant nacelle and to mitigate the potential for heat damage to the powerplant installation due to engine exhaust gases escaping through a cracked turbocharger turbine housing. CASA mandated these inspections and replacements to ensure the continued safety and reliability of the affected aircraft engines.
Scope and Application
This legislative instrument applies specifically to aircraft engines equipped with Rajay Model 325E10 and 3AT6EE10J2 turbochargers installed on certain Continental and Lycoming engine models, which are in turn installed on specific Piper, Mooney, and Lake aircraft models. The legislation mandates the inspection and, if necessary, the replacement of the turbocharger turbine housing to prevent the risk of fire or heat damage due to exhaust gas leakage through a cracked turbine housing. The inspections must be conducted within 50 hours after 31 March 1983 and subsequently at intervals of 200 hours. The inspections may cease once the turbine housing is replaced with a specified Roto-Master part number. This requirement does not specify a geographic reach beyond the aircraft and engines it pertains to, and it does not mention any exclusions or exemptions. Subordinate instruments may further detail the inspection procedures and compliance requirements.
Key Provisions
The legislative instrument F2006B07519 (Turbochargers - Inspection and Replacement) contains several key provisions. Firstly, it applies to specific models of Rajay turbochargers, namely the 325E10 and 3AT6EE10J2, installed on certain Continental and Lycoming engine models, and subsequently on various aircraft types (Section 3/83). It mandates inspections to determine the installation of particular turbine housing parts and, if such parts are installed or their identification is uncertain, it requires a comprehensive inspection of the turbocharger system.
Secondly, the Act outlines the specific inspections to be conducted. This includes removing the turbocharger's turbine housing exhaust coupling and visually inspecting the turbine housing for cracks using a dye penetrant inspection method (Section 3/83). Additionally, the Act requires inspectors to check the V-Band clamp for cracks, assess the turbocharger and tailpipe flanges for damage, and ensure the mating surfaces of the turbocharger and exhaust tailpipe are correctly aligned. It also mandates an inspection of the engine mount for signs of overheating, warpage, or corrosion and requires these inspections to be carried out at specified intervals.
Thirdly, the legislative instrument imposes obligations on the parties it governs. Owners or operators of the affected aircraft must ensure that the required inspections are performed. For instance, the initial inspection must be completed within 50 hours of the turbocharging system being in service after 31 March 1983 (Section 3/83). Following this, inspections must be carried out before further flight after compliance with the initial inspection and then at intervals of 200 hours of time in service thereafter. The inspections can be discontinued if the turbine housing is replaced with a specified Roto-master part.
Finally, the legislative instrument addresses the consequences of non-compliance. If an internal crack exceeding specified limits is found or if a crack penetrates the turbine housing's outer wall, the existing turbine housing must be removed and replaced before the next flight. Similarly, if any other cracked or damaged parts are found during the inspections, they must be repaired or replaced with serviceable parts before further flight. Failure to comply with these requirements may lead to safety issues, potentially resulting in severe consequences, including the risk of fire or heat damage to the aircraft’s powerplant.