CAD-8501-Mandatory-Continuing-Airworthiness-Information ...

2 INTRODUCTION ....................................................................................................................................2-1 2.1 M ANDATORY CONTINUING AIRWORTHINESS INFORMATION ............................................................................ 2-1 2.2 AIRWORTHINESS DIRECTIVES (AD) CATEGORIES ............................................................................................ 2-1 3 REQUIREMENTS....................................................................................................................................3-1 3.1 COMPLIANCE .......................................................................................................................................... 3-1 3.2 RESPONSIBILITIES OF OWNERS / O PERATORS AND I NDIVIDUALS / O RGANISATIONS CARRYING O UT M AINTENANCE AND O VERHAUL .......................................................................................................................................................... 3-1 3.3 M ANDATORY CHANGES TO FLIGHT M ANUALS OR P ERFORMANCE SCHEDULES ..................................................... 3-2 3.4 E XTENSION OF COMPLIANCE TIMESCALE ...................................................................................................... 3-2 3.5 ALTERNATIVE M ETHOD OF COMPLIANCE (AMOC) ........................................................................................ 3-2 3.6 APPLICATION FOR AN AMOC .................................................................................................................... 3-3 4 APPENDICES .........................................................................................................................................4-1 4.1 APPENDIX 1 – AIRWORTHINESS DIRECTIVES (CAM AD) – M ALAYSIA AS THE STATE OF DESIGN ............................. 4-1 4.2 APPENDIX 2 – AIRWORTHINESS DIRECTIVES (VAM AD) – M ALAYSIA AS THE STATE OF REGISTER ........................... 4-2 4.3 APPENDIX 3 – GENERIC REQUIREMENTS FOR AIRWORTHINESS ....................................................................... 4-13 5 ATTACHMENTS .....................................................................................................................................5-1 5.1 ATTACHMENT A – GR N O 01: E LECTRICAL GENERATION SYSTEMS — AIRCRAFT BELOW 5700 KG. MTWA ............ 5-1 5.2 ATTACHMENT B – GR N O 02: E MERGENCY P OWER SUPPLIES FOR E LECTRICALLY O PERATED GYROSCOPIC BANK AND P ITCH I NDICATORS (ARTIFICIAL H ORIZONS ) ............................................................................................................... 5-5 5.3 ATTACHMENT C – GR N O 03: E LECTRICAL P OWER SUPPLIES FOR AIRCRAFT RADIO SYSTEMS ................................ 5-9 5.4 ATTACHMENT D – GR N O 04: TYRE BURST I N FLIGHT — I NFLATION M EDIA .................................................... 5-11 5.5 ATTACHMENT E - GR N O 05: L IGHT AIRCRAFT PISTON E NGINE O VERHAUL P ERIODS .......................................... 5-13 5.6 ATTACHMENT F – GR N O 06: ROUTINE M AINTENANCE OF P ROPELLER BLADES ................................................ 5-25 5.7 ATTACHMENT G – GR N O 07: M AINTENANCE REQUIREMENTS FOR VARIABLE P ITCH P ROPELLERS I NSTALLED ON AIRCRAFT H OLDING A M ALAYSIAN CERTIFICATE OF AIRWORTHINESS ............................................................................ 5-27 5.8 ATTACHMENT H – GR N O 08: M AINTENANCE OF COCKPIT AND CABIN COMBUSTION H EATERS AND THEIR ASSOCIATED E XHAUST SYSTEMS ............................................................................................................................................. 5-31 5.9 ATTACHMENT I – GR N O 09: COTTON, L INEN AND SYNTHETIC FABRIC -COVERED AIRCRAFT ................................ 5-33 5.10 ATTACHMENT J – GR N O 10: E LECTRICAL GENERATION SYSTEMS – BUS -CAR L OW VOLTAGE W ARNING SINGLE E NGINE AIRCRAFT WITH M ALAYSIAN CERTIFICATE OF AIRWORTHINESS .................................................................................... 5-37 5.11 ATTACHMENT K – GR N O 11: P AINTING OF AIRCRAFT ................................................................................. 5-39 Table of Contents Issue 01/Rev 00 CAD 8501 – MCAI 10 INTENTIONALLY LEFT BLANK Chapter 1 – General Issue 01/Rev 00 CAD 8501 – MCAI 1-1 1 General 1.1 Citation 1.1.1 These Directives are the Civil Aviation Directives 8501 – Mandatory Continuing Airworthiness Information – Airworthiness Directives (MCAI), issue 01/Revision 00, and comes into operation on 1 st February 2022. 1.1.2 This CAD 8501 – Mandatory Continuing Airworthiness Information – Airworthiness Directives, Issue 01/Revision 00 will remain current until withdrawn or superseded. 1.1.3 This Directive contains the additional standards, requirements and procedures and shall be read together with CAD 8 – Airworthiness of Aircraft. 1.2 Applicability 1.2.1 The following persons shall be subject to this Directive— a) a registered owner/operator of an aircraft; b) a holder of a certificate of approval for design under regulation 21 of the MCAR. c) a holder of certificate of approval for continuing airworthiness management granted under regulation 31(1)(a) of the MCAR; and d) a holder of certificate of approval for maintenance of aeronautical product granted under regulation 31(1)(b) of the MCAR. 1.3 Revocation 1.3.1 This CAD revokes: a) Airworthiness Notice 4 – Mandatory Modifications & Inspections (Airworthiness Directives), issue 3 dated 1 July 1997; b) Airworthiness Notice 19 – Electrical Generation Systems — Aircraft Below 5700 kg. MTWA, issue 2 dated 1 Oct 2002; c) Airworthiness Notice 20 – Emergency Power Supplies for Electrically Operated Gyroscopic Bank and Pitch Indicators (Artificial Horizons), issue 1 dated 1 Apr 1987; d) Airworthiness Notice 25 – Electrical Power Supplies for Aircraft Radio Systems, issue 1 dated 1 Apr 1987; e) Airworthiness Notice 30 – Tyre Burst In flight — Inflation Media, issue 1 dated 1 Sept 1988; f) Airworthiness Notice 35 – Light Aircraft piston Engine Overhaul Periods, issue 4 dated 1 Mar 2000; Chapter 1 – General Issue 01/Rev 00 CAD 8501 – MCAI 1-2 g) Airworthiness Notice 36 – Routine Maintenance of Propeller Blades, issue 1 dated 1 Apr 1987; h) Airworthiness Notice 37 – Maintenance Requirements for Variable Pitch Propellers Installed on Aircraft Holding a Malaysian Certificate of Airworthiness, issue 2 dated 1 Jul 1997; i) Airworthiness Notice 41 – Maintenance of Cockpit and Cabin Combustion Heaters and Their Associated Exhaust Systems, issue 1 dated 1 Apr 1987; j) Airworthiness Notice 49 – Cotton, Linen and Synthetic Fabric-covered Aircraft, issue 2 dated 1 Oct 2002; k) Airworthiness Notice 72 – Electrical Generation Systems – Bus-car Low Voltage Warning Single Engine Aircraft with Malaysian Certificate of Airworthiness, issue 2 dated 1 Oct 2002; and l) Airworthiness Notice 82 – Painting of Aircraft, issue 1 dated 1 Oct 2002. 1.4 Definitions 1.4.1 In this Directive, unless the context otherwise requires— Airworthiness Directive (AD) is a regulatory document issued or adopted by CAAM under Regulation 34 which identifies aeronautical products in which an unsafe condition exists, and where the condition is likely to exist or develop in other aeronautical products of the same type design. It prescribes mandatory corrective actions to be taken or the conditions or limitations under which the aeronautical products may continue to be operated; Aeronautical Products shall have the same meaning in MCAR 2016; AMOC means Alternative Method of Compliance CAM AD means Airworthiness Directive issued by CAAM pursuant to the obligation of Malaysia as the State of Design in matters that affect aviation safety. These directives arise from various sources, e.g. manufacturers Service Bulletins, in-service-difficulty reports or a result of design investigation by the CAAM; C of A means Certificate of Airworthiness EASA means European Aviation Safety Agency; FAA means Federal Aviation Administration of the United States of America (USA); ICAO means International Civil Aviation Organization; Mandatory Continuing Airworthiness Information (MCAI) means the mandatory requirements for the modification, replacement of parts, or inspection Chapter 1 – General Issue 01/Rev 00 CAD 8501 – MCAI 1-3 of aircraft and amendment of operating limitations and procedures for the safe operation of the aircraft. Among such information is that issued in the form of airworthiness directives; State of Design means the State having jurisdiction over the organization responsible for the type design; State of Registry means the State on whose register an aircraft is entered; VAM AD means Airworthiness Directive issued by CAAM which are intended to introduce requirements which have a direct bearing on airworthiness or operations but which, for a variety of reasons e.g. specifically Malaysian operating experience and are unlikely to be the subject of airworthiness directive action by the State of Design. Chapter 1 – General Issue 01/Rev 00 CAD 8501 – MCAI 1-4 INTENTIONALLY LEFT BLANK Chapter 2 – Introduction Issue 01/Rev 00 CAD 8501 – MCAI 2-1 2 Introduction 2.1 Mandatory Continuing Airworthiness information 2.1.1 This CAD provides the means by which Mandatory Continuing Airworthiness Information (MCAI) for aeronautical products and for any matters connected therewith; made mandatory by the CAAM are notified. This includes compliance, requirements, changes to Flight Manuals or Performance Schedules, extension of compliance timescale, application for alternative method of compliance (AMOC), listing of CAM AD (Appendix 1) and VAM AD (Appendix 2) and generic requirements for Airworthiness (Appendix 3). 2.1.2 MCAI are the means used to notify aircraft owners, operators and other interested persons of unsafe conditions and to prescribe the conditions under which the aeronautical product may continue to be operated. One of the most commonly used types of MCAI issued by CAAM is an Airworthiness Directives (AD). CAAM may also consider any mandatory and alert service bulletins issued by the organisation responsible for the type design as MCAI. 2.1.3 Some requirements previously made mandatory for Malaysia registered aircraft were withdrawn or cancelled. Aircraft owners and operators should ensure that: a) any retained modifications installed in order to comply with previous additional Malaysia requirements continue to be maintained in accordance with all applicable approved data and service information; b) any de-modification of an aircraft is performed by approved organisations in accordance with approved airworthiness documentation. Following de- modification, a review and re-issue of the continued airworthiness instructions must be carried out and a Certificate of Release to Service obtained; c) any data from the Type Certificate (TC) Holder that has previously been made mandatory by the CAAM, but is no longer mandatory, should still be considered for inclusion in the maintenance programme. Failure to do so could expose the aircraft to safety hazards and may invalidate the Certificate of Airworthiness. 2.2 Airworthiness Directives (AD) Categories 2.2.1 AD is generally divided into two categories: a) Emergency AD: those of an urgent nature requiring immediate compliance upon receipt; and b) Standard AD: those of a less urgent nature requiring compliance within a relatively longer period. 2.2.2 Airworthiness Directive (AD) is issued when it is determined that an unsafe condition exists in a product and that the same condition is likely to exist or develop Chapter 2 – Introduction Issue 01/Rev 00 CAD 8501 – MCAI 2-2 in products of the same type design. Unsafe condition means a condition, which, if not corrected, would cause the airworthiness of an aircraft to fall below the level required of Type Certification. 2.2.3 Airworthiness Directive is required to correct the unsafe condition. The compliance to the AD is mandatory. For the purpose of compliance, the prescribed requirements for the ADs will be in two (2) types— a) For aircraft, engines, propellers, installed equipment or its modification for which Malaysia is the State of Design and CAAM as the Certifying Authority, issues ADs known as CAM AD. CAM AD is a mandatory requirement introduced on products type certificated in Malaysia. These directives may arise from various sources, e.g. manufacturers service bulletins, in service difficulty reports or a result of design investigation by CAAM. A summary of CAM AD is listed in Appendix 1 of this CAD and the CAM AD has the following numbering system; serial number-month-year, e.g. CAAM AD 001-04-1997; and b) For aircraft, engines, propellers or installed equipment for which Malaysia is not the State of Design, the following are mandatory— 1) ADs issued by the Certifying Authority of State of Design of the aircraft, engines, propeller, installed equipment or its modification; and 2) ADs issued by CAAM which are known as VAM AD. 3) A summary of VAM AD is listed in Appendix 2 of this CAD and the VAM AD has the following numbering system; year-serial number e.g. VAM AD 1997-002. 2.2.4 For a revised CAM AD and VAM AD, the numbering shall be as follows; The revision shall be in the form of numerical in nature, suffix to the AD number e.g. CAM AD 001-04-1997R1 & VAM AD 1997-002R1. 2.2.5 For a cancelled CAM AD and VAM AD, the numbering shall be as follows; The cancellation ‘CAN’ to be suffixed to the AD number e.g. CAM AD 001-14- 1997/CAN and VAM AD 1997-002/CAN 2.2.6 Starting 2022, all CAAM CAM AD and VAM AD will be published individually on CAAM website. The current comparatively small size of the aircraft type and component manufactured in Malaysia and also the small size of Malaysian fleet of civil registered aircraft are such that listing in Appendices of this CAD will only be revised periodically if needed. Chapter 2 – Introduction Issue 01/Rev 00 CAD 8501 – MCAI 2-3 2.2.7 For aeronautical products where CAAM is not the Certifying Authority of State of Design, the information of MCAI should be retrieved from the original State of Design of the aeronautical products. Chapter 2 – Introduction Issue 01/Rev 00 CAD 8501 – MCAI 2-4 INTENTIONALLY LEFT BLANK Chapter 3 – Requirements Issue 01/Rev 00 CAD 8501 – MCAI 3-1 3 Requirements 3.1 Compliance 3.1.1 Malaysian registered aircraft are required to comply with applicable ADs and mandatory requirements issued by CAAM, and the Certifying Authority of the State of Design. 3.1.2 When an aircraft is affected by a mandatory airworthiness action (inspection or modification) it is illegal for the aircraft to be flown (unless permission has been granted by CAAM either generally or in relation to a specific case) until the prescribed requirement has been complied with. 3.1.3 When several regulatory authorities have issued ADs relating to a particular airframe, engine and etc. whereby the technical content of the directives addresses the same problem but the associated compliance requirements have varied from one to another, identification of the requirements to be satisfied in such cases are illustrated by the following example: Aircraft type certificated in Canada, with USA type certificated engines, propellers type certificated by EASA and a cockpit voice recorder of USA certification fitted by the operator as a modification. The requirements to be satisfied are as follows— a) Airframe and installed equipment associated with the type certification of the aircraft: ADs issued by Transport Canada; b) Engines: ADs issued by FAA; c) Propellers: ADs issued by EASA; d) Cockpit Voice Recorder (CVR): ADs issued by FAA; and e) VAM AD (refer to Appendix 2 to this CAD). 3.2 Responsibilities of Owners/ Operators and Individuals/ Organisations Carrying Out Maintenance and Overhaul 3.2.1 In order to ensure compliance with all applicable MCAI, the owners and operators of aircraft must ensure that they are aware of the content of any Airworthiness Directives issued by the Certifying Authority of the State of Design and of any applicable CAAM Airworthiness Directives or mandatory requirements. Chapter 3 – Requirements Issue 01/Rev 00 CAD 8501 – MCAI 3-2 3.2.2 In addition, organisations or individuals undertaking maintenance and overhaul must ensure that they are in receipt of Airworthiness Directives issued by the Certifying Authority of the State of Design, and any CAAM Airworthiness Directives or mandatory requirements applicable to the aeronautical products which they maintain or overhaul. Note. – When an individual or organisation maintains or overhauls aeronautical products for an owner/operator whose aircraft is not registered in Malaysia, the individual/organisation must make arrangements with that owner/ operator to receive any Airworthiness Directives issued or adopted by the Certifying Authority of the State of Registry. 3.3 Mandatory changes to Flight Manuals or Performance Schedules 3.3.1 Where an AD introduces a change to an aircraft Flight Manual or Performance Schedule, the owner/operator of the affected aircraft must ensure that the change is made by attaching the AD or the documents that it specifies, to the Flight Manual or Performance Schedule. Note. – Where permission has been given to utilise an Operations Manual in lieu of the Flight Manual, the owner/operator must ensure that the information specified in the AD is embodied in the Operations Manual within the specified compliance time. 3.4 Extension of Compliance Timescale 3.4.1 Aircraft owners, operators and contracted maintenance organisations must assess all AD relating to relevant aircraft types and initiate early requisition and/or provision of aircraft parts and/or maintenance resources to meet the AD compliance timescales. 3.4.2 Any application to extend an AD compliance timescale will be assessed by CAAM on a case-by-case basis. Extension of compliance timescale may be considered as an AMOC provided it is based on other alternative compliance methods or compensative factors. The applicant, normally supported by the organisation responsible for the type design, must demonstrate, to the satisfaction of CAAM, an equivalent level of safety. Extensions of this nature are intended to be used in exceptional circumstances that could not reasonably have been foreseen by the owner, operator or contracted maintenance organisation. 3.4.3 A justification document from the organisation responsible for the type design may be suitable to support such a time limited extension on a case by case basis. 3.5 Alternative Method of Compliance (AMOC) 3.5.1 AMOC is an approved deviation to an AD. It is a different way, other than the one specified in an AD, to address an unsafe condition on aeronautical products. An AMOC must provide a level of safety equivalent to the level of safety to be restored Chapter 3 – Requirements Issue 01/Rev 00 CAD 8501 – MCAI 3-3 by compliance with the original AD. AMOC may be issued in respect of, but are not necessarily limited to, the following: a) Alternative modifications, b) Alternative inspection procedures, c) Alternative maintenance intervals and/or procedures, d) Specific operating procedures or limitations, etc. 3.5.2 Provisions for an 'Alternative Method of Compliance with an AD' are desirable from an aircraft operator's and a TC Holder's point of view when acceptable methods are developed for AD compliance if a limited number of aircraft are eligible to these acceptable methods (and no change to the AD is planned) or while awaiting a planned revision or supersedure of an AD. The provisions for an AMOC also applicable to AD linked to any modifications or an STC and will only be approved after the related change is approved. 3.5.3 Any application to satisfy an AD by means of an ‘alternative method of compliance’ will be assessed by CAAM on a case by case basis and will normally need to be supported by the organisation responsible for the type design. The applicant must demonstrate, to the satisfaction of CAAM, an equivalent level of safety. 3.5.4 An alternative method of compliance approved by the Certifying Authority of the State of Design may be proposed for CAAM approval. 3.5.5 The supersedure of an AD always and automatically invalidates any AMOC related to that AD. Even though the technical solution as specified in an AMOC may still be acceptable for compliance with the new AD, this acceptability must be confirmed. To achieve this, the AMOC approval holder (if that organisation wishes to remain the responsible approval holder) would need to apply for a new AMOC. 3.6 Application for an AMOC 3.6.1 An application for approval of an AMOC shall be made in a form and manner established by CAAM. 3.6.2 When applying for an AMOC, the applicant shall: a) submit Application for Approval of Alternative Method of Compliance (AMOC) With Airworthiness Directive (AD) form ref. no. CAAM/AW/CAD8501-03; b) include in the application the information required by paragraph 3.5.1 – 3.5.4 of this CAD as required. Chapter 3 – Requirements Issue 01/Rev 00 CAD 8501 – MCAI 3-4 INTENTIONALLY LEFT BLANK Chapter 4 – Appendices Issue 01/Rev 00 CAD 8501 – MCAI 4-1 4 Appendices 4.1 Appendix 1 – Airworthiness Directives (CAM AD) – Malaysia as the State of Design 1 The Airworthiness Directives, CAM AD listed in this Appendix have been issued in accordance with paragraph 2.2.3 a) of this CAD. These directives affect aviation safety which requires immediate attention. Be informed that no person may operate an aircraft which an AD applies, except in accordance with the requirements of the ADs. 2 The CAM AD number in the left-hand column of the tables should be quoted in aircraft records when certifying compliance with the associated AD. CAM AD No. SUBJECT AIRCRAFT I ENGINE I PROPELLER / EQUIPMENT ISSUE DATE 001-01-2004 (Superseded by 001-01-2004R1) Eagle X-TS, X-TS 150 & 150B • Flap hinge support bracket ‐ inspection 19 Jan 2004 001-08-2004 Eagle X-TS, X-TS 150 & 150B • Port and Starboard Main Undercarriage Attach Bracket ‐ Inspection 12 Aug 2004 001-10-2004 Eagle X-TS • Co‐Pilot Rudder Pedal Assembly 30 Oct 2004 002-10-2004 Eagle X-TS 150 & 150B • Co‐Pilot Rudder Pedal Assembly 30 Oct 2004 001-01-2004R1 Eagle X-TS, X-TS 150 & 150B • Flap hinge support bracket ‐ inspection 23 Dec 2005 001-07-2007 Eagle X-TS, X-TS 150, & 150B • Flap hinge and flap hinge support bracket ‐ inspection 20 Jul 2007 3 This Appendix lists all CAM AD issued up to the date of this CAD at issue 01/revision 00. CAM AD issued thereafter will be available on CAAM website. 4 CAM AD may be obtained upon request directly from Airworthiness Division, CAAM. Please refer to aircraft, engine, propeller, and/or equipment models for which CAM AD are required. 5 Please direct all queries with regard to CAM AD to: Civil Aviation Authority of Malaysia (Airworthiness Division) No. 27, Persiaran Perdana, Level 2, Block Podium A, Precinct 4 Federal Government Administrative Centre 62618 Putrajaya MALAYSIA Tel: 603-88714000 Fax: 603-88714069 Chapter 4 – Appendices Issue 01/Rev 00 CAD 8501 – MCAI 4-2 4.2 Appendix 2 – Airworthiness Directives (VAM AD) – Malaysia as the State of Register 1 The Airworthiness Directives, VAM AD listed in this Appendix have been issued in accordance with paragraph 2.2.3 b) 2). These AD affect aviation safety which requires immediate attention. Be informed that no person may operate an aircraft which an AD applies, except in accordance with the requirements of the ADs. 2 The VAM AD number in the left-hand column of the tables should be quoted in aircraft records when certifying compliance with the associated AD. VAM AD No. SUBJECT AIRCRAFT I ENGINE I PROPELLER / EQUIPMENT REFERENCE DOCUMENT 1984 – 001 Bell 206 A/B series helicopters MCAD 84/01 RI 1984 – 002 Bell 206 A/B series helicopters MCAD 84/02 1984 – 003 Bell 206 A/B series helicopters MCAD 84/03 1984 – 004 Cessna 206 variants MCAD 84/04 1984 – 005 Dehavilland Aircraft of Canada DHC-6 series aircraft MCAD 84/05 1984 – 006 Dehavilland Aircraft of Canada DHC-6 series aircraft MCAD 84/06 1984 – 007 Allison 250-B17, -C20 and –C28 series engines MCAD 84/07 1984 – 008 Allison 250-C28 and –C30 series engines MCAD 84/08 1984 – 009 Allison 250-B17, -C20 and –C28 series engines MCAD 84/09 1988 – 003 British Aerospace 125 series aircraft with Garrett TFE 731-3 series engines MCAD 88/36 1988 – 004 Bell 206B and 206L series helicopters MCAD 88/37 1988 – 005R1 Airbus A300 and A310-200 series airplanes, and Boeing 737-200, 737-300, 757-200, 767-200, and 767-300 series airplanes, which are approved for "extended range," "EROP," or "ETOP" operations. MCAD 88/38 1989 – 002 Boeing 737-200 series aircraft MCAD 89/41 1989 – 003 Piper PA-28 series aircraft fitted with Curtiss fuel strainer drain valve MCAD 89/42 1990 – 001 Piper PA-38-112 series aircraft MCAD 90/43 1990 – 002 Pilatus PC-6 aircraft MCAD 90/44 1990 – 003 Aerospatiale AS355 helicopters MCAD 90/45 1990 – 004 Beech 200 series aircraft MCAD 90/46 1990 – 005 Sikorsky S61 helicopters MCAD 90/47 1994 – 001 Fokker F50 aircraft MCAD 94/53 1994 – 002 PA18-150 Super Cub series aircraft MCAD 94/54 Chapter 4 – Appendices Issue 01/Rev 00 CAD 8501 – MCAI 4-3 VAM AD No. SUBJECT AIRCRAFT I ENGINE I PROPELLER / EQUIPMENT REFERENCE DOCUMENT 1994 – 003R1 Allison 250 series engines installed in single and twin-engine helicopters. MCAD 94/55 1994 – 005 Piper PA 28 series aircraft LTO 027 2004 – 001 All aircraft below 5700 kg AUW LTO 035 3 The following VAM AD have been cancelled: VAM AD NO. SUBJECT AIRCRAFT I ENGINE I PROPELLER / EQUIPMENT REFERENCE DOCUMENT 1986 – 001 Ground Proximity Warning System (GPWS) installed on aircraft certificated in the Transport Category for the carriage of more than 30 passengers and aircraft over 15,000 kg MTWA. MCAD 86/29 1988 – 001 Beech 200 series aircraft MCAD 88/34 1988 – 002 All instrument and Flight Research Inc. altimeters Part No. IFR45- 20M MCAD 88/35 1988 – 006 Twin engine aircraft with engine over heat and fire detector system MCAD 88/39 1989 – 001 Sikorsky S61N helicopters MCAD 89/40 1990 – 006 Sikorsky S61 helicopters MCAD 90/44 1991 – 001 Aircraft below 5700 kg MTWA fitted with electrically operated stall warning MCAD 91/49 1991 – 002 Boeing 737 aircraft fitted with Type III exit handles with integral moulded cover clamped to the operating handle. MCAD 91/50 1991 – 003 Aeroplanes over 5700 kg MTWA certificated in Transport category and configured to carry 20 or more passengers MCAD 91/51 1991 – 004 Portable oxygen equipment carried in Transport (Passenger) category aircraft over 5700 kg MTWA and all aeroplanes manufactured after 1 January 1991 over 5700 kg MTWA MCAD 91/52 1994 – 004 Aerospatiale AS 355 Helicopters MCAD 94/56 1995 – 001 All aircraft and helicopters certificated in any category and fitted with Pacific Scientific lap belt assemblies and restraint LTO 029A 4 This Appendix lists all VAM AD issued up to the date of this CAD at issue01/revision 00. VAM AD issued thereafter will be available on CAAM website. 5 Please direct all queries with regard to VAM AD to: Civil Aviation Authority of Malaysia (Airworthiness Division) No. 27, Persiaran Perdana, Level 2, Block Podium A, Precinct 4 Chapter 4 – Appendices Issue 01/Rev 00 CAD 8501 – MCAI 4-4 Federal Government Administrative Centre 62618 Putrajaya MALAYSIA Tel: 603-88714000 Fax: 603-88714069 6 VAM AD No. 1984-001 MCAD No.: MCAD 84/01 Rev. 1 Applicability: Bell 206 A/B not fitted with low fuel quantity warning light. Associated Material: (previously issued as LTO 028) Description: Fuel quantity system calibration. Compliance – Requirement: Compliance is required before issue of C of A and for aircraft in service, at periods not exceeding 12 months since last calibration. 1) With aircraft in normal calibration attitude, 5 U.S. gallons in fuel tank and bus bar voltage of 27.5, adjust gauge to read zero. Check calibration at 5 and 10 U.S. gallons. 2) Check gauge reading on battery only and with generator on line at Flight Idle rpm. Note. – In complying with this requirement, the gauge should be adjusted to read zero when the fuel tank contains the following: a) Total unusable fuel (includes undrainable and drainable fuel), and b) US gallons of usable fuel. Effectively the disposable fuel (i.e. fuel at pilot’s disposal for all performance calculation) is reduced by 5 US gallons. However, the manufacturer’s figures for usable and unusable fuel are unchanged and these data should be used for the purpose of load and balance calculation. Therefore, the weight and CG schedule should reflect the approved manufacturer data and a note in the ‘Disposable Load’ Section to advise the pilot that the fuel is 5 US gallons less than the actual usable fuel. 7 VAM AD No. 1984-002 MCAD No.: MCAD 84/02 Applicability: Bell 206 A/B Associated Material: - Description: Fuel tank inspection Compliance – Requirement: a) At 300 hours intervals or not exceeding twelve months drain fuel tank and carry out internal inspection for contamination Chapter 4 – Appendices Issue 01/Rev 00 CAD 8501 – MCAI 4-5 b) At 1200 hours intervals or not exceeding 3 years remove fuel tank for cleaning and detailed inspection. Compliance is required before issue of C of A for used aircraft, if action required by (a) and (b) have not been previously completed within the periods specified. Repeat at specified intervals. 8 VAM AD No. 1984-003 MCAD No.: MCAD 84/03 Applicability: Bell 206 A/B Associated Material: TB206-81-56 Description: Inspect and modify engine bellmouth attach fittings Compliance – Requirement: Inspect and modify engine bellmouth attach fittings as necessary in accordance with Technical Bulletin. Compliance is required before issue of C of A or not later than next 100 hours inspection for existing Malaysia registered aircraft. 9 VAM AD No. 1984-004 MCAD No.: MCAD 84/04 Applicability: Cessna 206 Variants Associated Material: - Description: Inspect flap motor support arm Compliance – Requirement: Inspect flap motor support arm for looseness and down limit switch for condition, particularly cracking. Complete at next and every subsequent 100 hours inspection. 10 VAM AD No. 1984-005 MCAD No.: MCAD 84/05 Applicability: Dehavilland Aircraft of Canada DHC-6 Associated Material: SB 6/415 Description: Introduction of OPEN/CLOSED labels to cockpit and rear doors Compliance – Requirement: Compliance required before issue of C of A. CAAM will consider alternative modifications to SB 6/415. 11 VAM AD No. 1984-006 MCAD No.: MCAD 84/06 Applicability: Dehavilland Aircraft of Canada DHC-6 Associated Material: SB 6/368 Chapter 4 – Appendices Issue 01/Rev 00 CAD 8501 – MCAI 4-6 Description: Removal from service of lithium batteries in ELTs. Compliance – Requirement: Compliance is required before issue of C of A. 12 VAM AD No. 1984-007 MCAD No.: MCAD 84/07 Applicability: Allison 250-B17, C20, C28 series engines Associated Material: - Description: Inspection power turbine inner and outer shaft and associated components Compliance – Requirement: Inspection power turbine inner and outer shaft and associated components for corrosion at 900 hours interval since last inspection. Inspection requirements apply to all shafts regardless of CEB compliance standard 13 VAM AD No. 1984-008 MCAD No.: MCAD 84/08 Applicability: Allison 250-C28 and – C30 series engines Associated Material: CEB 72-2063, CEB 72-3059 Description: Introduction of roller bearing Compliance – Requirement: Introduction of roller bearing at the No 2½ location in lieu of the existing ball bearing. Compliance required at the next overhaul of all compressor and gearbox modules. Operators should note that pre and post modification compressor/gearbox modules are not inter-changeable. 14 VAM AD No. 1984-009 MCAD No.: MCAD 84/09 Applicability: Allison 250-B17, C20, C28 series engine Associated Material: Allison Gas Turbine Operation & Maintenance Manual Description: Inspection and cleaning Compliance – Requirement: a) Inspection and cleaning of power turbine support scavenge oil strut. b) Inspection and cleaning of power turbine support strut pressure oil nozzle. For all engines with 500 hours or more in service since new/last overhaul, comply with (a) and (b) within 10 hours or within 100 hours from when (a) and (b) were last completed, whichever is later. Chapter 4 – Appendices Issue 01/Rev 00 CAD 8501 – MCAI 4-7 Repeat interval 100 hours. 15 VAM AD No. 1988-003 MCAD No.: MCAD 88/36 Applicability: British Aerospace 125 aircraft with Garrett TFE 731-3 engines Associated Material: (previously issued as LTO 003), SB 72-1-2844A Description: Modification of engine turbine interstage transition duct. Compliance – Requirement: Incorporate modification no. 252844A i.a.w. British Aerospace SB 72-1-2844A. 16 VAM AD No. 1988-004 MCAD No.: MCAD 88/37 Applicability: Bell 206B and 206L helicopters Associated Material: (previously issued as LTO 004) Description: Modification of hydraulic system switch Compliance – Requirement: a) The hydraulic system switch is to be relocated to a suitable position on the centre console, well away from the fuel valve switch. b) The hydraulic system and fuel valve switches must be inspected for wear. Any wear is cause for replacement. c) The fuel valve must be coloured RED. Minor modification action is necessary for the relocation of the hydraulic switch. 17 VAM AD No. 1988-005 R1 MCAD No.: MCAD 88/38 Applicability: Airbus Model A300 and A310-200 series airplanes, and Boeing Models 737-200, 737-300, 757-200, 767-200, and 767-300 series airplanes, which are approved for operations over a route that contains a point farther than one hour flying time at the normal one-engine inoperative cruise speed (in still air) from an adequate airport, referred to as "extended range," "EROP," or "ETOP" operations. Associated Material: (previously issued as LTO 005), FAA AD 88-21-03R1 Description: To prevent failure of Fuel Crossfeed Valve Compliance – Requirement: a) Add the following instructions into the appropriate Section of the Approved Flight Manual: Fuel Crossfeed Valve Chapter 4 – Appendices Issue 01/Rev 00 CAD 8501 – MCAI 4-8 Perform an operational check of the fuel crossfeed valve during the last hour of cruise flight during each extended range operation. Enter operational check outcome in the aircraft log. b) Replace, prior to next flight, any fuel crossfeed valve not exhibiting proper operation with a serviceable valve. 18 VAM AD No. 1989-002 MCAD No.: MCAD 89/41 Applicability: Boeing 737-200 aircraft Associated Material: (previously issued as LTO 010) Description: Inspection of aileron centring mechanism springs Compliance – Requirement: 1) Perform the following: a) Inspect aileron centring mechanism springs (ref. Boeing IPC 27-10-00 Figure 29, Item 150) for pitting corrosion, particularly on internal surfaces of coils and for evidence of fatigue cracks. b) Remove for further inspection any springs found to be corroded. Springs having pitting corrosion are to be replaced before further flight. c) Replace any cracked springs before further flight. 2) Repeat inspection at 12 monthly intervals. 3) If any discrepancies are found, submit a report to the Airworthiness Division, CAAM. 19 VAM AD No. 1989-003 MCAD No.: MCAD 89/42 Applicability: Piper PA-28 series aircraft fitted with Curtiss fuel strainer drain valve, including those modified in accordance with CSE Service Bulletin No. 6/75. Associated Material: (previously issued as LTO 012) Description: Placarding of the Curtiss fuel strainer drain valve. Compliance – Requirement: Modify by installing a placard adjacent to the fuel strainer drain valve stating: WARNING ENSURE FUEL DRAIN IS CLOSED AFTER USE Note: Letters to be clear and at least 4 mm high on a contrasting background. Insert a copy of this Directive into the Limitations Section of the Pilot Operating Handbook/Flight Manual. Chapter 4 – Appendices Issue 01/Rev 00 CAD 8501 – MCAI 4-9 20 VAM AD No. 1990-001 MCAD No.: MCAD 90/43 Applicability: Piper PA-38-112 aircraft Associated Material: (previously issued as LTO 013) Description: Inspection of main landing gear stub axle for cracks Compliance – Requirement: Inspect the root of each stub axle for cracks using a dye penetrant or equivalent NDT inspection technique, paying particular attention along the radius between the stub axle shaft and the flange. REPLACE any cracked stub axle. REPEAT INSPECTION at every 100 hourly or annual intervals whichever is sooner. Report all findings to the CAAM Airworthiness Division, giving details on the position of any crack found and the number of hours the part has accumulated in service. 21 VAM AD No. 1990-002 MCAD No.: MCAD 90/44 Applicability: Pilatus PC-6 aircraft Associated Material: (previously issued as LTO 014) Description: Inspection of lift strut assembly for corrosion Compliance – Requirement: Remove wings struts and examine for corrosion at fuselage to strut attachments and wing to strut attachments. Remove all connecting plates and examine for corrosion. Repeat inspection at every out of phase inspection (annual check). Report all findings to the CAAM Airworthiness Division, giving details of damage and time of last inspection. 22 VAM AD No. 1990-003 MCAD No.: MCAD 90/45 Applicability: Aerospatiale AS355 Helicopters Associated Material: (previously issued as LTO 015) Description: Battery over-temperature sensor check Compliance – Requirement: Inspect the battery over-temperature sensor connector for the correct installation of the internal link between connector pins 2 and 3. If the link is missing or improperly installed, or if an approved modification to connect pins 2 and 3 is not installed, ensure that a link is correctly installed. 23 VAM AD No. 1990-004 MCAD No.: MCAD 90/46 Applicability: Beech 200 aircraft Chapter 4 – Appendices Issue 01/Rev 00 CAD 8501 – MCAI 4-10 Associated Material: (previously issued as LTO 016) Description: Inspection of fuselage skin under the wing fillet for corrosion Compliance – Requirement: 1) Remove fuselage-to-wing fillets and inspect for corrosion. Rectify as necessary. 2) Remove and discard Scotch foam from wing fillets. Clean and re-protect surface prior to refitment. 3) Repeat inspection at annual intervals. Report all findings to the CAAM Airworthiness Division. 24 VAM AD No. 1990-005 MCAD No.: MCAD 90/47 Applicability: Sikorsky S61 Helicopters Associated Material: (previously issued as LTO 017) Description: Tightening Torque Check of nuts of T-bolts connecting input drive shaft to main gearbox flange. Compliance – Requirement: 1) Check and record tightening torque of nuts of T-bolts connecting input drive shaft flange to main gearbox (splined coupling) flange. 2) Replace nuts exhibiting tightening torques below limits with new parts meeting maintenance manual acceptance criteria for weight spread and run-on torque checks. An installed engine vibration check must then be performed before further flight. 3) Repeat check at intervals not to exceed 200 flight hours. Report all findings to CAAM Airworthiness Division. Note. – ACCOMPLISHMENT INSTRUCTIONS a) If using dial torque meter, check and record tightening torque by restraining T- bolt head from turning and progressively applying torque to the minimum applicable tightening torque requirement (MM 71-10 table 401 refers). If actual tightening torque exhibited is less than the minimum required, reject and replace nuts. b) If using break-back torque wrench, set at minimum applicable torque, datum mark nut and flange for relative movement, restrain T-bolt head from turning and check tightening torque. For unit where tightening torque is less than minimum requirement, mark and record arc of nut rotation required to achieve minimum torque value, then reject and replace nuts. Chapter 4 – Appendices Issue 01/Rev 00 CAD 8501 – MCAI 4-11 25 VAM AD No. 1994-001 MCAD No.: MCAD 94/53 Applicability: All Fokker 50 aircraft Associated Material: (previously issued as LTO 021), FOKKER SBF 50-30-012 Description: Inspect/Modify back of windshield wiper switch panel. Compliance – Requirement: Modify the aircraft in accordance with Service Bulletin F50-30-012 dated 31 Jan 1991. 26 VAM AD No. 1994-002 MCAD No.: MCAD 94/54 Applicability: PA18-150 SUPER CUB Associated Material: (previously issued as LTO 022), Piper SB 706B Description: Failures of the lower horizontal stabilizer brace wire fuselage attachment tab. Compliance – Requirement: Modify the aircraft in accordance with Service Bulletin 706B dated 9 Oct 1991. 27 VAM AD No. 1994-003R1 MCAD No.: MCAD 94/55 Applicability: Allison 250 series engines installed in single and twin-engine helicopters. Associated Material: (previously issued as LTO 023), , EASA AD 2004-0009 R2 (previously issued as UK CAA AD 010-12-92) Description: Maintenance Instructions for all control system plumbing connecting the Gas Producer Fuel Control, the Power Turbine Governor, or the Compressor Compliance – Requirement: 1) Inspect the ‘B’-nuts of all control system plumbing connecting the Gas Producer Fuel Control, the Power Turbine Governor, or the Compressor (Pc, Py, Pr, Pg, Po, P1, P2, pipelines) for indication of slippage at intervals not exceeding 100 hours. 2) During maintenance which involves disturbing any control system plumbing connecting the Gas Producer Fuel Control, the Power Turbine Governor, or the Compressor (Pc, Py, Pr, Pg, Po, P1, P2, pipelines),:- a) Comply with the requirements of Allison (now Rolls Royce Corp.) Alert Commercial Service Letter Reference CSL–A–169, A–1166, A–2113, A–3117 and A–4036 Recommendations 2 to 9 and 11 to 16. b) Record the ’B’-nut torque values in the relevant aircraft technical records. Chapter 4 – Appendices Issue 01/Rev 00 CAD 8501 – MCAI 4-12 28 VAM AD No. 1994-005 Applicability: Piper PA28 series Associated Material: (previously issued as LTO 027) Description: Inspection of MLG cylinder i.a.w. Piper SL 760 Compliance – Requirement: 1) Comply with the requirements of paragraph 1 and 2 of PSL 760. Pay particular attention to the areas shown by arrows. 2) Raise the necessary amendment to incorporate the repetitive inspection into the maintenance schedule. Repeat inspection every 100 FH or 1 year whichever is the sooner. 29 VAM AD No. 2004-001 Applicability: All aircraft below 5700 kg AUW Associated Material: (previously issued as LTO 035) Description: serviceability check of the ELT Compliance – Requirement: 1) A serviceability check of the ELT is to be carried out every 4 months. 2) The ELT battery is to be checked for full voltage, every 6 months. Chapter 4 – Appendices Issue 01/Rev 00 CAD 8501 – MCAI 4-13 4.3 Appendix 3 – Generic Requirements for Airworthiness 1 The Generic Requirements (GR) listed in this appendix were published previously as Airworthiness Notices (AN). These generic requirements are mandatory for Malaysian registered aircraft. 2 The reference GR number in the left-hand column of the table should be quoted in the aircraft records when certifying compliance with the associated requirements. Table 1 Current Generic Requirements GR NO. PREVIOUS AN NO. TITLES GR 01 AN 19 issue 2 dated 1 Oct 2002 Electrical Generation Systems — Aircraft Below 5700 kg. MTWA GR 02 AN 20 Issue 1 dated 1 Apr 1987 Emergency Power Supplies for Electrically Operated Gyroscopic Bank and Pitch Indicators (Artificial Horizons) GR 03 AN 25 Issue 1 dated 1 Apr 1987 Electrical Power Supplies for Aircraft Radio Systems GR 04 AN 30 Issue 1 dated 1 Sept 1988 Tyre Burst In flight — Inflation Media GR 05 AN 35 Issue 4 dated 1 Mar 2000 Light Aircraft piston Engine Overhaul Periods GR 06 AN 36 Issue 1 dated 1 April 1987 Routine Maintenance of Propeller Blades GR 07 AN 37 Issue 2 dated 1 Jul 1997 Maintenance Requirements for Variable Pitch Propellers Installed on Aircraft Holding a Malaysian Certificate of Airworthiness GR 08 AN 41 Issue 1 dated 1 Apr 1987 Maintenance of Cockpit and Cabin Combustion Heaters and Their Associated Exhaust Systems GR 09 AN 49 Issue 2 dated 1 Oct 2002 Cotton, Linen and Synthetic Fabric-covered Aircraft GR 10 AN 72 Issue 2 dated 1 Oct 2002 Electrical Generation Systems – Bus-car Low Voltage Warning Single Engine Aircraft with Malaysian Certificate of Airworthiness GR 11 AN 82 Issue 1 dated 1 Oct 2002 Painting of Aircraft Table 2 – Cancelled Mandatory Airworthiness Notices Chapter 4 – Appendices Issue 01/Rev 00 CAD 8501 – MCAI 4-14 AN NO. ISSUE DATE TITLES REMARKS 4 3 1 July 1997 Mandatory Modification and Inspection (Airworthiness Directives) CAD 8501 4 1 September 1994 Appendix to Notice No. 4 CAD 8501 2 1 October 2002 Appendix 1 to Notice No. 4 CAD 8501 2 1 October 2002 Appendix 2 to Notice No. 4 CAD 8501 2 1 October 2002 Appendix 3 to Notice No. 4 CAD 8501 13 2 1 September 1994 Return to service of aircraft items recovered from aircraft involved inaccidents/incidents. 15 2 1 July 1997 Tyres and wheels fitted to aircraft certificated in the Transport Category. 16 1 1 April 1987 Automatic Direction Finding Equipment on turbine-engine, aeroplanes andhelicopters. CAGM 8712 17 1 1 April 1987 Vertical Speed Indicators CAGM 8709 19 2 1 October 2002 Electrical generation systems — aircraft below 5700 kg. MTWA GR 01 19A 1 1 September 1994 Electrical power supplies — Light aircraft, Care and Maintenance 20 1 1 April 1987 Emergency power supplies for electrically operated gyroscopic bank andpitch indicators (artificial horizons) GR 02 21 1 1 April 1987 Internal emergency lighting systems 25 1 1 April 1987 Electrical power supplies for aircraft radio systems GR 03 26 5 1 July 1997 Light aircraft Emergency Locator Transmitters 26A 1 1 October 2002 Emergency Locator Transmitter (ELT) for Aircraft above 5700kg MTWA 30 1 1 September 1988 Tyre burst in flight — inflation media GR 04 31 1 1 April 1987 Toilet flush motors 32 2 1 October 2002 Cabin and toilet fire protection 33 2 1 October 2002 Unprotected starter circuits in aircraft not exceeding 5700 kg. MTWA 34 1 1 April 1987 Cargo containment 35 4 1 Mar 2000 Light Aircraft piston Engine Overhaul Periods GR 05 36 1 1 Apr 1987 Routine Maintenance of Propeller Blades GR 06 37 2 1 July 1997 Maintenance requirements for variable pitch propellers installed onaircraft holding a Malaysian Certificate of Airworthiness GR 07 3 1 March 2000 Appendix to Notice No. 37 GR 07 38 2 1 July 1997 Flame resistant furnishing materials 39 2 1 September 1994 Aircraft seats — resistance to fire Chapter 4 – Appendices Issue 01/Rev 00 CAD 8501 – MCAI 4-15 AN NO. ISSUE DATE TITLES REMARKS 41 1 1 April 1987 Maintenance of cockpit and cabin combustion heaters and their associated exhaust systems GR 08 47 2 1 July 1997 Galley equipment 49 2 1 Oct 2002 Cotton, Linen and Synthetic Fabric-covered Aircraft GR 09 50 3 1 July 1991 Access to and opening of Type Ill and Type lV Emergency exits 56 2 1 July 1991 Floor proximity emergency escape path marking 57A 1 1 October 2002 Aircraft Field Loadable Software CAD 8301 59 2 1 July 1991 Improved flammability test standards for cabin interior materials 60 3 1 October 2002 Class C and D cargo or baggage compartment — fire containment capability 61 2 1 October 2002 Minimum space for seated passengers 63 1 1 July 1991 Portable oxygen equipment pressure relief 64 1 1 July 1997 Electrical Cable Failure 65 1 1 September 1994 Altimeters in aircraft 67 8 November 1996 Printing of Malaysian Flag and the wording ‘Malaysia’ on aircraft registered in Malaysia 72 2 1 Oct 2002 Electrical Generation Systems GR 10 74 1 1 March 2000 Scales of Equipment Required for Aeroplanes — MCAR Fifth (5th Schedule Paragraph (4) Table. 74A 1 1 March 2000 Scales of Equipment Required for Helicopters and Gyroplanes — MCAR Fifth (5th) Schedule Paragraph (4) Table. 79 1 1 October 2002 Aeroplanes required to be equipped with Ground Proximity Warning Systems (GPWS) – Commercial Airport Transport CAD 6 Part 1 79A 1 1 October 2002 Aeroplanes required to be equipped with Ground Proximity Warning Systems (GPWS) – Non- Commercial Airport Transport. CAD 6 Part 2 80 1 1 October 2002 Aircraft Security 82 1 1 October 2002 Painting of Aircraft GR 11 83 1 1 October 2002 Flight Recorders CAD 6 Part 1 84 1 1 October 2002 Airborne ILS (Localiser), VOR and VHF Communications Receivers Improved FM Broadcast Interference Immunity Standards. Chapter 4 – Appendices Issue 01/Rev 00 CAD 8501 – MCAI 4-16 INTENTIONALLY LEFT BLANK Chapter 5 – Attachments Issue 01/Rev 00 CAD 8501 – MCAI 5-1 5 Attachments 5.1 Attachment A – GR No 01: Electrical Generation Systems — Aircraft Below 5700 kg. MTWA (Previously issued as Airworthiness Notice no. 19 issue 2 dated 1 Oct 2002) 1 Introduction 1.1 Investigations into accidents and incidents involving total loss of generated electrical power to aircraft below 5700 kg MTWA have shown certain inadequacies in the standard of failure warnings and indications provided. Experience has shown that the loss of generated electrical power can remain undetected for a significant period of time, resulting in the serious depletion of the available battery capacity and reduced duration of supplies to essential services under these conditions. 1.2 The purpose of this GR is to publish requirements for the retrospective modification of certain aircraft to ensure that a clear and unmistakable warning of loss of generated electrical power is given, and to preserve or provide sufficient electrical energy to operate essential services for an adequate period of time in the event of such a loss occurring. 2 Requirement 2.1 For all multi-engine aircraft below 5700 kg MTWA compliance with paragraphs 2.2, 2.3, 2.4 and 2.5 of this GR, or with a CAAM approved alternative (as appropriate) providing an equivalent level of airworthiness, is required. 2.1.1 Where it can be shown that an aircraft is fitted with such limited electrical and radio equipment, or is certificated to operate under such limited conditions (e.g. VMC day only) that the loss of generated electrical power would not significantly prejudice safe flight, the CAAM will, on application, waive this requirement where it is satisfied that compliance would not be justified in the circumstances of a particular case. 2.2 Clear visual warning shall be provided, within the pilot's normal line of sight, to give Indication of either— a) reduction of the generating system voltage to a level where the battery commences to support any part of the main electrical load of the aircraft; or b) loss of the output of each engine driven generator at the main distribution point or busbars. 2.3 The battery capacity shall be such that in the event of a complete loss of generated electrical power, adequate power will be available for a period of not less than 30 minutes following the failure, to support those services essential to the continued safe flight and landing of the aircraft, (see paragraph 3.1). This includes an assumed period of not less than 10 minutes from operation of the warning specified in paragraph 2.2 for completion of the appropriate drills. This delay period may be reduced to not less than five minutes if the warning system is provided with "attention getting" characteristics (e.g. a flashing light). For the purpose of calculations it shall be assumed that the electrical load conditions at the time of failure are those appropriate to normal cruising flight at night (see paragraph 3). Chapter 5 – Attachments Issue 01/Rev 00 CAD 8501 – MCAI 5-2 2.4 Where all gyroscopic attitude reference instruments, i.e. bank and pitch indicator(s) and turn and slip indicator(s), are dependent on electrical power for their operation, at least one of these Instruments shall continue to operate without crew action for the prescribed 30-minute period. Note. – 1) For certain aircraft types a turn and slip indicator may not be acceptable as the sole remaining attitude reference instrument. 2) Certain aircraft are equipped with both electrically operated and air driven attitude reference instruments. In such cases the air driven instrument(s) will be accepted as providing the emergency attitude information provided that the requirements of paragraph 2.4.1 are met. 2.4.1 The instrument(s) with which the requirement of 2.4 will be met shall be clearly designated and: a) shall be so located on the instrument panel that it will be visible to, and usable by the pilot from his normal position; and b) shall be provided with means of indicating that the power supply to the instrument is operating correctly. 2.5 Precise drills covering crew action in the event of electrical generation system failures and malfunctions shall be included in the appropriate aircraft manual(s), together with a statement of the battery endurance under specified load condition 3 Additional Information 3.1 When ascertaining that the installed battery capacity is adequate for compliance with 2.3, the following loads should be taken into account: a) Attitude information (where applicable in accordance with paragraph 2.4). b) Essential radio communication. Note. – For the purpose of calculations it will normally be accepted that intermittent use of single VHF communication equipment satisfies this requirement. Utilisation on the basis of a total 15 minutes reception plus 3 minutes transmission in the 30 minutes period would be an acceptable interpretation. c) Essential cockpit lighting. d) Pitot head heater (applicable only to those aircraft certificated for flight in icing conditions). e) Any other services essential for the continued safe flight and landing of the particular aircraft. f) Those services which cannot readily be shed when carrying out the drills required under paragraph 2.5. 3.2 In order to ensure that the essential services, taken into account in accordance with 3.1, will function adequately for the prescribed period, the calculation of the duration of battery supply should normally be based on the following assumptions: Chapter 5 – Attachments Issue 01/Rev 00 CAD 8501 – MCAI 5-3 a) only 75% of the 'name plate' rating of the battery is available (this Is to take into consideration loss of capacity with age and a realistic state of charge). b) The voltage/ time discharge characteristic of the battery, appropriate to the load of the listed services, is not extended beyond a battery terminal voltage of 21.5 volts on a 24 volt system, pro rata for 12 volt systems; (this is to ensure that the voltage available throughout the prescribed period Is adequate for satisfactory operation of the services). Note. – Only where compliance with this requirement cannot be shown within the criteria of paragraphs 3.1 and 3.2 will consideration has to be given to the fitment of additional or larger capacity, batteries to particular aircraft. 3.3 Applications for the approval of modifications necessary to ensure compliance with this GR should be made to the CAAM with reference to CAD 8104 as appropriate. Chapter 5 – Attachments Issue 01/Rev 00 CAD 8501 – MCAI 5-4 INTENTIONALLY LEFT BLANK Chapter 5 – Attachments Issue 01/Rev 00 CAD 8501 – MCAI 5-5 5.2 Attachment B – GR No 02: Emergency Power Supplies for Electrically Operated Gyroscopic Bank and Pitch Indicators (Artificial Horizons) (Previously issued as Airworthiness Notice no. 20 issue 1 dated 1 Apr 1987) 1 Introduction 1.1 Studies of those aircraft accidents and incidents in recent years which have involved total loss, or interruption, of generated electrical supplies on public transport aircraft indicate that major factor in the ability of the crew to maintain safe flight in the continuation of presentation to the pilot of reliable aircraft attitude Information. Fatal accidents have been attributed to failure of power supplies resulting in the loss of horizon information for flight in 'blind' conditions. Incidents have also occurred which could have been catastrophic if the crew had been totally dependent on horizon instrument, rather than visual, information. 1.2 All public transport aircraft operated on the Malaysian Register, the safety of which depends on electrical services, are equipped with some form of standby or emergency electrical power supply. On many aircraft these emergency supplies are provided by batteries of sufficient capacity to maintain essential services for a flight time sufficient to reach an airfield and make a landing. However, on a number of aircraft types the adequacy and duration of these supplies Is critically dependent on crew response time in recognising the emergency and in completing particular drills to isolate the battery supply to prevent it being dis-charged into loads on the main electrical system. It is considered that the ability of the crew to cope with a major interruption of electrical supplies would be improved if they had knowledge that continuity of horizon information was not totally dependent on their prompt and correct execution of emergency drills. 1.3 The purpose of this GR is to require the retrospective modification of certain classes of aircraft to ensure that continuity of horizon information is maintained 1.4 Aircraft types fitted with air driven gyroscopic bank and pitch indicators are exempted from this GR. 2 Compliance 2.1 Compliance with paragraphs 2.2 and 2.3 of this GR, or with a CAAM approved alternative providing an equivalent level of safety is required as a condition for the issue of a Certificate of Airworthiness for aircraft within the following classifications:- a) aircraft operated for the purposes of public transport and certificated for the carriage of more than 19 persons over the age of three years. b) aircraft with an MTWA in excess of 15,900 kg. 2.2 Where it cannot be shown that in the event of a total failure of the main electrical generating system an adequate supply will be available automatically to a suitable bank and pitch indicator for a minimum period of 30 minutes, assuming that no special crew action is taken for 10 minutes, then a separate emergency supply, independent of the aircraft electrical generating system, which will automatically supply such an instrument and its associated lighting for a minimum period of 30 minutes, shall be provided. 2.2.1 Where the emergency supply is provided by a separate battery it is permissible for this battery to be (trickle) charged from the main electrical generating system, Chapter 5 – Attachments Issue 01/Rev 00 CAD 8501 – MCAI 5-6 provided that the installation is such that the battery cannot discharge back into the main system. 2.3 The instrument supplied in accordance with 2.2 shall be:- a) the third instrument (standby horizon) where this is provided, or failing such provision. b) the bank and pitch indicator fitted to the Captain's flight instrument panel. 2.3.1 Where the third instrument is fitted it shall:- a) operate independently of any other attitude indicating system. b) be so located on the instrument panel that it will be visible to, and usable by, both pilots from their normal positions. c) be compatible in presentation with the main attitude indicating system. d) be fitted with a failure warning device. Alternatively, a means of indicating that the power supply to the instrument is operating correctly shall be provided. 2.3.2 Where the instrument on the Captain's flight instrument panel is utilized:- a) The circuitry to the instrument shall be modified, as necessary, so that transfer to the emergency source of supply is automatically effected in the event of failure of the main supply. b) The requirements of paragraph 2.3.1 (d) shall be met. 3 Additional Information 3.1 Commentators have suggested in the past that under conditions of widespread adverse weather, or heavy traffic density at airports, a period of 30 minutes may be a less than desirable time for flight to a suitable airfield and landing, and clearly this period by itself is inadequate for long range aircraft. 3.1.1 The basis of certification of all long range, and of certain short/medium range, aircraft types is that after a period of interruption of electrical supplies it will be possible for the crew to re-establish sufficient normal, or emergency, generated power to support all necessary essential services, including the instrument covered by this GR, for the remainder of the flight. The prescribed period of 30 minutes is considered to be adequate to allow for appropriate crew action for this class of aircraft. 3.1.2 For those shorter range aircraft that are totally dependent on battery power to support all essential services to the completion of the flight, a period of 30 minutes assuming a crew delay time of 10minutes, is the mandatory minimum endurance of the emergency supply for the horizon instrument prescribed in this Notice. It is, however, strongly recommended that in circumstances where the crew do take prompt and correct actions in response to warning indications of the interruption of an generated electrical power, the aircraft installation should include adequate battery capacity to provide a 60 minute supply for both the subject instrument and the other services essential to complete the flight and make a landing. Chapter 5 – Attachments Issue 01/Rev 00 CAD 8501 – MCAI 5-7 3.2 A number of aircraft types already comply with the requirements of this GR, or incorporate other special features which have been considered and accepted by the CAAM as providing an equivalent level of safety. Chapter 5 – Attachments Issue 01/Rev 00 CAD 8501 – MCAI 5-8 INTENTIONALLY LEFT BLANK Chapter 5 – Attachments Issue 01/Rev 00 CAD 8501 – MCAI 5-9 5.3 Attachment C – GR No 03: Electrical Power Supplies for Aircraft Radio Systems (Previously issued as Airworthiness Notice no. 25 issue 1 dated 1 Apr 1987) 1 Introduction 1.1 Previous Issues of Airworthiness Notice No. 25 drew attention to the dangers of operation of aircraft in which the entire radio installation was supplied via a single electrical feeder circuit, and stated that Certificates of Airworthiness would not be issued or renewed in respect of aircraft certificated in the Transport Category with such systems. 1.2 It is not intended that aircraft, for which compliance with the requirements of paragraph 2 of previous Issues of Airworthiness Notice No. 25 has been established, should be re-examined. 2 Requirement 2.1 The electrical feeder arrangements shall be such that— a) Where more than one radio system is installed, no likely single failure (e.g. a fuse or a relay) will result in the loss of all radio systems. Notes. – 1) It is strongly recommended that such a failure should only result in the loss of one radio systems. 2) The reference to radio system includes any associated audio system. b) Where duplicate radio systems, or radio systems which can duplicate a function, are installed, no likely single failure (e.g. a fuse or a relay) will result in the loss of both systems. 3 Interpretation 3.1 In examining electrical feeder arrangements to establish compliance with paragraph 2, the examination for likely single failures should include— a) The mechanical and electrical aspects of the supply circuit, including the return path of the electrical supply b) The location within the electrical circuit of fuses, circuit breakers and power switching relays, their physical location in the aircraft and the manner in which they are interconnected; and c) Panels for integrated control of radio systems, audio integration systems, and dimmer control equipment for electronic displays. 4 Implementation 4.1 Aircraft used for the purposes of public transport of passengers or cargo must comply with the requirements of paragraph 2. 4.2 Multi-engine aircraft used for any purpose must comply with the requirements of paragraph 2. 4.3 The CAAM will consider applications for a waiver to this requirement in respect of multi-engine aircraft that is not used for the purposes of public transport, when it can be satisfied that the aircraft is fitted with such limited radio equipment, or is restricted Chapter 5 – Attachments Issue 01/Rev 00 CAD 8501 – MCAI 5-10 to operations under such limited conditions, that the loss of the electrical supply to all radio equipment would not significantly affect the safety of the aircraft during its permitted normal operation. 5 Recommendation 5.1 It is strongly recommended that all single-engine aircraft (in addition to those for which compliance is required) should comply with the requirements of this requirement. Chapter 5 – Attachments Issue 01/Rev 00 CAD 8501 – MCAI 5-11 5.4 Attachment D – GR No 04: Tyre Burst In flight — Inflation Media (Previously issued as Airworthiness Notice no. 30 issue 1 dated 1 Sept 1988) 1 Introduction 1.1 This requirement is applicable to all Malaysian registered aeroplanes with a Maximum Take-off Weight Authorised (MTWA) exceeding 5700 kg, with retractable landing gear. 1.2 The majority of in-flight tyre bursts have been attributed to the tyre carcass being weakened by foreign object damage, scuffing, etc., such that a rapid release of pressure takes place. Such failures are usually experienced when the gear has been retracted for some time and the effects of brake heat transfer, internal tyre temperature and differential pressure are combined. 1.3 A fatal accident involving cabin decompression and fire has highlighted another mode of tyre failure in flight where a tyre may fail explosively without any significant prior degradation. A tyre inflated with air and subjected to excessive heating, possibly caused by a dragging brake, can experience a chemical reaction resulting in release of volatile gases. Such a chemical reaction in the presence of the oxygen in the contained air may result in a tyre explosion in a landing gear bay and/or an in-flight fire since it appears that the protection normally afforded by conventional pressure relief devices in the wheel would be incapable of responding adequately to the rapid increases in temperature and gas pressure associated with auto-ignition. 1.4 Laboratory material and tyre burst testing indicates that the risk of auto-ignition can be reduced by using an inert gas for tyre inflation and servicing. 1.5 Other potential benefits may accrue from the use of Nitrogen as it will tend to reduce wheel corrosion, tyre fatigue and the risk of fire when fusible plugs melt due to brake overheating. 2 Compliance 2.1 With immediate effect, all braked wheels of retractable landing gear units on aeroplanes defined in paragraph 1.1 will be required to have tyres inflated with Nitrogen, or other suitable inert gas, and maintained such as to limit the Oxygen content of the compressed gases to not greater than 5% by volume. 2.2 To ensure compliance with this requirement suitable inflation and servicing procedures must be adopted in consultation with the airframe constructor. At airfields where suitable inert gases are not normally available it is acceptable to use air for inflation or servicing provided that a suitable entry is made in the technical log and that the tyre is re-inflated or serviced in accordance with the agreed procedure at the earliest opportunity or within 25 flight hours, whichever is the sooner. 3 Additional Information 3.1 In addition to compliance with the requirement of paragraph 2 above, tyre and wheel assemblies should be maintained such that greases, solvents, powders and rubber dust are excluded as far as practicable from within the inflation volume. Chapter 5 – Attachments Issue 01/Rev 00 CAD 8501 – MCAI 5-12 INTENTIONALLY LEFT BLANK Chapter 5 – Attachments Issue 01/Rev 00 CAD 8501 – MCAI 5-13 5.5 Attachment E - GR No 05: Light Aircraft piston Engine Overhaul Periods (Previously issued as Airworthiness Notice no. 35 issue 4 dated 1 Mar 2000) 1 Introduction 1.1 For the purposes of this requirement, a light aircraft piston engine means either: a) an engine installed in an aircraft below 2730 kg MWTA or b) a piston engine of 400 hp (298kW) or less Note. – For the purpose of this GR, engine is defined to include those components and equipment necessary for satisfactory functioning and control. The propeller and its associated equipment are excluded except where agreed by CAAM in writing. 1.2 Normally, for a light aircraft piston engine, CAAM will accept the engine constructor’s overhaul period recommendations, which have been promulgated under a system approved by the responsible airworthiness authority. 1.3 Some constructor’s publications permit operation beyond the overhaul periods recommended, at the discretion of the owner/operator, if the condition of the engine shows it to be justified. In certain instances the recommended overhaul periods are associated with particular rates of engine utilization, service bulletin/modification configuration or types of operations. CAAM policy in respects of engines used in light aircraft is set out in paragraph 2.1 to 2.5 and in the attachments to this GR. 2 Requirement 2.1 Continuation in service shall be in accordance with paragraph 2.1.1 as qualified by subparagraph 2.1.1(a) to 2.1.1(c) as appropriate. 2.1.1 Engines may be operated to the hours between complete overhauls which have been recommended by the constructor and promulgated under a system approved by CAAM, provided they conform to the appropriate service bulletin/modification configurations and types of operation. All such overhaul period recommendations by the constructor constitute a recommended overhaul period for the purpose of this requirement, including recommendations by the constructor to reduced overhaul periods with particular types of operation or particular service bulletin/modification configurations. a) Where any overhaul period recommendation is stated in terms of both operating time and calendar time limitations, an engine which becomes restricted initially by calendar limitation may continue in service until the operating time limitation is reached, subject to inspection in accordance with paragraph 2.1 at the calendar time limitation, and subsequently at 100 hours or yearly intervals, whichever occurs first, in order to assess its condition. Calendar time periods run from the date on which the appropriate release document was signed, by the manufacturer in the case of a new engine, or by the overhauler in the case of an overhauled engine, unless it can be established that the engine was adequately inhibited/stored up to the time of installation. b) Engines which have completed the recommended overhaul period may continue in service for a further period of operation not exceeding 20% of the hours recommended, subject to the following: Chapter 5 – Attachments Issue 01/Rev 00 CAD 8501 – MCAI 5-14 1) Compliance being shown with the appropriate limitations specified in Attachment 1 to this requirement. 2) Compliance being shown with any Airworthiness Directive which requires compliance at engine overhaul, unless otherwise agreed by CAAM. 3) The engine must have been operated in an aircraft registered in Malaysia for a period of at least 200 hours immediately prior to completion of the engine constructor's overhaul period recommendation. 4) The engine being inspected in accordance with Attachment 1 to this requirement in order to assess its condition immediately prior to the increase, and subsequently at 100 hour or early intervals, whichever occurs first. For engines operated in crop spraying aircraft the inspection must be repeated at 50 hours intervals. c) Engines installed on aircraft not exceeding 2730 kg issued not used for Commercial Air Transport or Aerial Work role and which have completed the 20% extension of paragraph 2.1.1(b) may continue in service indefinitely, subject to the following: 1) Compliance being shown with the appropriate limitations specified in Attachment 1 to this requirement. 2) The engine being inspected in accordance with Attachment 1 to this requirement in order to assess its condition before exceeding 120% of the recommended overhaul period and subsequently being inspected and reassessed at 100 hours or yearly intervals whichever occurs first. 2.1.2 In the event that the inspection referred to in paragraph 2.1.1(a), 2.1.1(b) and 2.1.1(c) results in rejection, the affected assembly, e.g. cylinder must be completely overhauled. 2.2 In no case shall any mandatory restrictions be exceeded, and the compliance with mandatory bulletins/modifications shall be completed at the specified times. 2.3 In the case of engines not incorporating all the service bulletins/modifications which would enable it to qualify currently for any recommended overhaul period as defined in paragraph 2.1 of this GR, or of engine types not included in the constructor's bulletins, a specific recommendation in writing must be sought from the constructor, and If this is not obtainable, application made to the CAAM. 2.4 For clarity, the requirements of paragraphs 2.1 are presented in tabular form in Attachment 2 of this GR. 3 Procedure 3.1 The following procedural requirements must be complied with: a) a written request must be submitted to the CAAM for approval of any proposed time between overhauls (TBO) extension, irrespective of the certification category of the aircraft that the engine Is installed in. Chapter 5 – Attachments Issue 01/Rev 00 CAD 8501 – MCAI 5-15 b) engines must not be operated beyond the current approved TBO until CAAM has given written approval of the request, which will be notified to both operator and nominated maintenance organizations. c) engines installed in aircraft certificated in the Commercial Air Transport or Aerial Work Categories will be limited to an extension of 20% only on the TBO approved by the CAAM. When the 20% increase in TBO has been fully utilised, continued operation of the aircraft in which the engine is installed will only be permitted for non-commercial air operators only. d) All inspections associated with initial, and continuing, approval of the TBO extension must be certified by certifying staff with appropriate rating under an approved maintenance organisation. Note. – Operators are reminded that the CAAM is only concerned with the airworthiness implications of TBO extensions. The assessment of cost-benefits in terms of extended life versus possibly high overhaul costs rest with the operator. Chapter 5 – Attachments Issue 01/Rev 00 CAD 8501 – MCAI 5-16 INTENTIONALLY LEFT BLANK Chapter 5 – Attachments Issue 01/Rev 00 CAD 8501 – MCAI 5-17 Attachment 1 to GR No 05: Light Aircraft piston Engine Overhaul Periods 1. The concept of allowing engines to run beyond the constructer's recommended overhaul period depends upon the presumption that it is possible to check the condition of the engine by prescribed inspections carried out at defined intervals. It is not intended to provide a freedom to run until the engine fails. The validity of the concept depends on the ability of the inspections to give warning of impending failure and in many areas of the engine this ability exists. There are, however, some types of failure (e.g. crank shaft cracking, counterweight wear) for which predictive checks are not possible other than by strip inspection. 2. Information has been supplied by CAAM to assist in the identification of those engine components which service experience has shown to have running time limits beyond which it would not be reasonable to operate, i.e. components the failure of which are not susceptible to prior detection but which would result in either an unacceptably high failure rate or a hazardous failure. These components and the associated life limits are detailed in paragraph 5 of this Attachment 1 and further information will be added as it becomes available. 3. In assessing the suitability of any engine to continue in operation beyond the constructor's recommended overhaul period, the CAMO shall ensure the engine must not go beyond any life limits and conditions specified in this Attachment 1. 4. The CAAM is taking the unusual step, in allowing this system to be applied to piston engines in ‘private’ light aircraft, of proceeding without the agreement of all the constructors concerned. This does not imply that the CAAM considers it is better informed than the constructers. The CAAM has made its decision on the grounds of the effect on airworthiness only, whilst the constructors have probably taken into account economics and serviceability. The CAAM feels that the operator must make his own decisions on these other aspects. 5. Limitations 5.1 Rolls-Royce Gipsy Major Engines. Prior to running beyond 120% of the constructor's recommended overhaul period, engines other than Major 10 and earlier marks incorporating modification 2385 (splined propeller attachment) must have the taper portion of the crankshaft sulfinuz treated by Modification 2690. In accordance with Rolls-Royce Technical News Sheet G 15, engines must not exceed an overhaul period of 1000 hours unless Modification 2495 is embodied. 5.2 Avco Lycoming Engines. Nil. 5.3 Rolls-Royce Majors 0-240 Engines. Nil. Chapter 5 – Attachments Issue 01/Rev 00 CAD 8501 – MCAI 5-18 5.4 Teledyne Continental Motors. Nil. 6. Examination and checking of Engine A number of items included in the normal scheduled maintenance of an engine may be repeated to determine the condition of an engine at the end of its normal overhaul period, and additional inspections may also be specified. 6.1 External Condition. The engine should be examined externally for obvious faults such as a cracked crankcase, excessive play in the propeller shaft, overheating and corrosion, which would make it unacceptable for further use. 6.2 Internal Conditions. Significant information concerning the internal condition of an engine may be obtained from an examination of the oil filters and magnetic plugs, for metal particle contamination. These checks may be sufficient to show that serious wear or breakdown has taken place and that the engine is unacceptable for further service. 6.3 Oil Consumption. Since the oil consumption of an engine may have increased towards the end of its normal overhaul period, an accurate check of the consumption over the last 10 flying hours would show whether it is likely to exceed the maximum recommended by the constructor, should the overhaul period be extended. 6.4 Compression Check. Piston ring and cylinder wear, and poor valve sealing could, in addition to increasing oil consumption, result in a significant loss of power. A cylinder compression check is a method of determining, without major disassembly, the standard of sealing provided by the valves and piston rings. 6.4.1 On engines with a small number of cylinders a simple compression check may be carried out by rotating the engine by hand and noting the resistance to rotation as each cylinder passes through its compression stroke. The check should normally be made shortly after running the engine while a film of oil remains on the rubbing surfaces, to assist sealing and prevent scoring the working parts. If this is not possible, the constructor may recommend that oil is introduced into each cylinder and the engine turned through a number of revolutions before making the test. (a) This method may be used to determine serious loss of compression on a single cylinder or the difference between the compressions of individual cylinders, but may not accurately show a similar partial loss of compression on all the cylinders of an engine. Chapter 5 – Attachments Issue 01/Rev 00 CAD 8501 – MCAI 5-19 (b) An alternative method which will give a more accurate result is to fit a pressure gauge (reading up to 1400 kPa (200 Ib./sq. in)) in place of one sparking plug in each cylinder in turn and note the reading as the piston passes through top dead centre (TDC) on the compression stroke. 6.4.2 Another method of carrying out a direct compression test is by use of a proprietary type compression tester equipped with a means of recording cylinder pressures on a graph card. One set of plugs should be removed immediately after an engine run, and the compression tester fitted to each cylinder in turn while rotating the engine by means of the starter motor. The effectiveness of combustion chamber sealing can be judged by assessment of the graph records obtained. 6.4.3 A further method of checking engine compression is the differential pressure test. In this test a regulated air supply (normally 560 kPa (80 Ib./sq. in)) is applied to each cylinder in turn and a pressure gauge used to record the actual air pressure in the cylinder. Since some leakage will normally occur, cylinder pressure will usually be less than supply pressure and the difference will be an indication of the conditions of the piston rings and valves. By listening for escaping air at the carburettor intake, exhaust and crankcase breather, a defective component may be located. As while the previous tests, it is usually recommended that the differential pressure test is carried out as soon as possible after running the engine. Note. - The crankshaft should be restrained during this test as, if the piston is not exactly at the end of its stroke, the test air pressure may be sufficient to cause rotation. 7. Power Output of Aeroplane Engines The power developed by an aeroplane engine after initial installation is established in the form of a reference engine speed, which is recorded in the appropriate log book so that comparisons can be made during subsequent power checks. The reference engine speed is the observed engine speed obtained using specified power settings and operating conditions, corrected by means of graphs supplied by the engine constructer to the figure which would be obtained at standard sea-level atmospheric temperature and pressure; changes in humidity do not produce large changes in power and are ignored for the purpose of establishing a reference engine speed or subsequently checking engine power. Power checks should be carried out using the same power settings and operating conditions as when the reference engine speed was established, and should be corrected in the same way. 7.1 Power Checks. The majority of light aeroplane piston engines are air-cooled and rely on an adequate flow of air for proper cooling of the cylinders. This condition can only be obtained during flight, and ground runs should, therefore, be as brief as possible. Cooling can be assisted by facing the aircraft into wind, but high wind conditions must be avoided when making power checks, as they will seriously affect the results obtained. Before running Chapter 5 – Attachments Issue 01/Rev 00 CAD 8501 – MCAI 5-20 the engine at high power the normal operating temperatures should be obtained (not the minimum temperatures specified for operation) and during the test careful watch should be kept on oil and cylinder temperatures to prevent the appropriate limitations being exceeded. 7.1.1 Normally-aspirated engines are tested at full throttle and, where a controllable-pitch propeller is fitted, with maximum fine pitch selected. The changes in barometric pressure affecting engine power are considered to be balanced by changes in propeller load, so that only a temperature correction is necessary. This correction factor may be obtained from a graph supplied by the engine constructor. The observed full throttle speed multiplied by the correction factor will give the corrected speed. 7.1.2 Although normally-aspirated engines are often fitted with variable-pitch propellers, the engine speed obtained at full throttle is usually less than the governed speed and the propeller remains in fully fine pitch. With supercharged engines, however, the propeller is usually constant speeding at high power settings and small changes in power will not affect engine speed. The power of a supercharged engine is therefore, checked by establishing a reference speed at prescribed power settings. (a) Since a supercharged engine is run at a specified manifold pressure regardless of the atmospheric pressure, corrections must be made for both temperature and pressure variations from the standard atmosphere. (b) The procedure is to run the engine until normal operating temperatures are obtained, open up to maximum take-off manifold pressure, decrease power until a fall in engine speed occurs (denoting that the propeller blades are on their fine pitch stops), then throttle back to the manifold pressure prescribed by the constructor and observe the engine speed obtained. (c) The correction factor to be applied to the observed engine speed of a supercharged engine may be obtained from graphs supplied by the engine constructor. 7.1.3 Although the engine speed obtained during a check of engine power is corrected as necessary for atmospheric temperature and pressure, no correction is made for humidity, ambient wind conditions or instrument errors and, consequently, the corrected engine speed is seldom exactly equal to the reference speed even if engine condition is unchanged. However, engine power may usually be considered satisfactory if the corrected speed obtained during a power check is within 3% of the reference speed. 7.1.4 If it is not possible to assess power deterioration by means of power check (e.g. due to fitting a different propeller), a rate-of-climb flight test should be carried out. Chapter 5 – Attachments Issue 01/Rev 00 CAD 8501 – MCAI 5-21 8. Power output of Helicopter Engines. The power developed by the engine of a single-engine helicopter is considered to be adequately checked during normal operations; any loss of power should be readily apparent. It is thus not considered necessary separately to check the power output of a helicopter engine specifically for the purpose of complying with this appendix. 9. Power loss. If the power check (paragraph 7 of this Attachment) or normal engine operation reveal an unacceptable loss of power or rough running, it may be possible to rectify this by carrying out certain of the normal servicing operations or by replacement of components or equipment. The replacement of sparking plugs, resetting of tappets or magneto contact breaker points, or other adjustments to the ignition or carburetion systems, are all operations which may result in smoother running and improve engine power. 10. Servicing. If the engine proves to be suitable for further service, then a number of servicing operations will normally be due, in accordance with the approved Maintenance Programme. Unless carried out previously (paragraph 9 of this Attachment) these operations should be completed before the engine is returned to service. 11. Log Book Entries. A record of the checks made, and any rectification or servicing work, must be entered and certified in the engine log book before the engine is cleared to service for its recommended or extended life under the provisions of this Attachment. Chapter 5 – Attachments Issue 01/Rev 00 CAD 8501 – MCAI 5-22 INTENTIONALLY LEFT BLANK Chapter 5 – Attachments Issue 01/Rev 00 CAD 8501 – MCAI 5-23 Attachment 2 GR to No 05: Light Aircraft piston Engine Overhaul Periods Public transportation General aviation Normal Overhaul Period (operating hours) Constructor’s recommended period provided the engine conforms to appropriate service bulletin/modification configuration and type of operation. Note. – Engine which have both a constructor’s calendar time and operating time limitation, and become restricted initially by calendar limitation may continue in service until operating time limitation subject to inspection (see paragraph 2.1 of this GR) at the calendar time limitation, and subsequently at 100 hour or yearly intervals, whichever occurs first. Extension not exceeding 20% of normal overhaul period Compliance with Attachment 1 to this GR. Compliance with any Airworthiness Directives Inspections in accordance with paragraph 2.1 of this GR of completion of normal overhaul period and then at 100 hour or yearly intervals, whichever occurs first. (For engines operated in crop spraying aircraft the inspection must be repeated at 50 hours intervals). Extension in excess of 20% of normal overhaul period (applicable only to aircraft not exceeding 2730 kg.) No further extension unless the aircraft is not under the operation of Commercial Air Transport. Engines may continue in service indefinitely subject to: (a) Compliance with Attachment 1 to this requirement. (b) Further inspection in accordance with paragraph 2.1 of this GR at 120% of the normal overhaul period and then at 100 hour or yearly intervals, whichever occurs first. Chapter 5 – Attachments Issue 01/Rev 00 CAD 8501 – MCAI 5-24 INTENTIONALLY LEFT BLANK Chapter 5 – Attachments Issue 01/Rev 00 CAD 8501 – MCAI 5-25 5.6 Attachment F – GR No 06: Routine Maintenance of Propeller Blades (Previously issued as Airworthiness Notice no. 36 issue 1 dated 1 Apr 1987) 1 Introduction 1.1 There have been occurrences where propeller blade tips have been dislodged during flight due to fatigue cracks as a result of inadequate and/or improper maintenance. Further investigation revealed that these cracks occurred because damages to propeller blades such as nicks, dents, gouges and corrosion had not received the recommended attention. 1.2 The consequences of not reworking significant blade damages, or neglecting the presence of surface corrosion, are such that airworthiness is impaired. The presence of corrosion, nicks and dents will produce undesirable stress concentrations which under continuous operating conditions can and will lead to blade failure. It is fundamental that maintenance personnel realise the fact that all assessments of the airworthiness of propellers from the fatigue aspect have been made assuming that the blades will be properly maintained. 2 Requirement 2.1 Propeller manufacturers have clearly defined, in the appropriate manuals, the type and extent of blade damages which do not requires rework until the next overhaul. Any damages exceeding such limitations must be reworked, in accordance with the manufacturer’s recommendations, prior to the next flight. Any evidence of corrosion must be treated in accordance with the manufacturer's recommended procedures. 3 Certification 3.1 Certificates of Airworthiness will cease to be in force under regulation 27 of CAR 2016 if the propeller blades have not received appropriate maintenance. Licensed Aircraft Engineers should not issue a Maintenance Release where it is obvious that propeller blade maintenance has been inadequate. In addition, CAAM may invalidate the Certificate of Airworthiness or reduce the time between overhauls (TBO) of a propeller if, in their professional opinion, deemed that the condition of a propeller indicates inadequate maintenance. Chapter 5 – Attachments Issue 01/Rev 00 CAD 8501 – MCAI 5-26 INTENTIONALLY LEFT BLANK Chapter 5 – Attachments Issue 01/Rev 00 CAD 8501 – MCAI 5-27 5.7 Attachment G – GR No 07: Maintenance Requirements for Variable Pitch Propellers Installed on Aircraft Holding a Malaysian Certificate of Airworthiness (Previously issued as Airworthiness Notice no. 37 issue 2 dated 1 Jul 1997) 1 Introduction 1.1 For most propeller types the propeller manufacturer will publish overhaul periods and any necessary maintenance inspection instructions which will be applied by the operator at the period specified unless varied by the Approved Maintenance Programme. 1.2 It has been recognised though that there are a few propeller types where the manufacturer has not published overhaul life in term of hours or calendar period. In order to ensure that these propellers are maintained in a satisfactory condition, the inspections are required to be applied at the period stated. 1.3 A situation also exists where, for low utilisation operation, the calendar period can be reached when the propeller has run only a small percentage of its operating hours limit. Under these circumstances, wear would not be expected to be a problem while degradation of seals and corrosion are more likely to exist. This requirement introduces an alternative maintenance policy which, subject to intermediate inspections, as specified in the requirement, will monitor the condition of the propeller such that it can operate beyond its calendar period to achieve its operating hourly