Select Organization Name Suggested Names –Council 331 an assembly of persons summoned or convened...

Select Organization Name• Suggested Names

– Council 331• an assembly of persons summoned or convened for consultation,

deliberation, or advice. • a body of persons specially designated or selected to act in an advisory,

administrative, or legislative capacity: the governor's council on housing.

– TPE331 Watchdog• a watchful guardian: a self-appointed watchdog of the public morals. • organized or functioning as a watchful guardian, esp. against illegal or

unethical conduct

– Others Suggestions

Select Mission Statement

• Suggested Statement– Provide an independent technical and

operational maintenance forum to ensure the continuing quality and safety of the Honeywell/Garrett TPE 331 series turboprop engines.

• Other Suggestions

Election of Board Members

• Members

• Titles

• Annual Meetings

• Due’s $$?

Special Action Committees

• Appoint “Volunteers”– Function: Follow through on specific topics and report

to membership.

• Action Items– Website setup and maintenance– Technical issues– Logistical problems (ie. part shortages)– FAA interaction (ie. SAIB’s, NPRM’s)– Others?

the AD. This means that all aircraft operators must keep a record of multiple takeoffs and landings without an engine shutdown on a going-forward basis beginning 100 cycles after the effective date of the AD. Turbine rotors “previously” used in special-use operations applies to turbine rotors in engines installed on aircraft as of August 9, 2006 (the effective date of AD 2006-14-03) operating under Part 137 (Agricultural Aircraft Operations), Part 105 (Parachute Operations), and Part 91, Subpart D (Special Flight Operations including aerobatic, towing, and parachuting operations). For these applications, that special-use operator must do a historical review of the turbine rotors for the period of time the engine was installed on the current aircraft. Recommendations for all owners and operators: To assist in complying with the AD, it is recommended that you send a signed statement (memo of understanding) to the authorized person signing the engine logbook and Life-Limit Log Card (LLLC) stating whether you used the aircraft/ engine in any special-use operations, as defined by the AD. As an alternative method of compliance, the owner or operator may make an entry in the aircraft engine records stating whether the aircraft was used in special-use operations, as defined by the AD. For infrequent special-use operations (less than 5 minor cycles, as defined in paragraph (o) of AD 2006-14-03, per month), an operator may approximate the number of cycles per unit time. Recommendation for repair facilities: It is recommended you request the owner or operator provide you with a signed memo of understanding stating whether the engine was used in special-use operations in the last aircraft installation.

Clarifying Minor Cycle Definition Background Paragraph (o) in the Definitions section of AD 2006-14-03 states “A minor cycle, which occurs within a major cycle, is an additional landing with an engine speed reduction to ground idle with no engine shutdown followed by a takeoff.” The original intent of the AD is that a minor cycle is counted after typical engine speed lever movement to ground idle “low” position followed by a takeoff. Operators have discussed a new mission cycle whereas the engine’s speed lever would be retained in ground idle “high” position while in ground idle (beta mode) with no engine shutdown followed by a takeoff. Recommendation for clarifying minor cycle definition: Current installation manuals for the TPE331-1 through -12 series engines recommend that ground idle low is used after turning off the runway. Retaining the engine’s speed lever in ground idle “high” position after turning off the runway (beta mode) with no engine shutdown followed by a takeoff is an unusual mode of aircraft and engine operation and has not been thoroughly evaluated by the FAA. The LAACO recommends that any novel operation of ground idle be considered as ground idle as referenced in paragraph (o) of AD 2006-14-03; therefore, this new mission cycle would be subject to the AD’s method of counting partial cycles regardless of the original intentions. For Further Information Contact Joseph Costa, Aerospace Engineer, FAA Los Angeles Aircraft Certification Office, ANM-140L, 3960 Paramount Blvd., Lakewood, CA 90712-4137; phone: 562-627-5246; fax: 562-627-5210; email: [email protected].

SPECIAL AIRWORTHINESS INFORMATION BULLETIN Aircraft Certification Service Washington, DC

U.S. Department of Transportation

Federal Aviation Administration NE-06-xx September 19, 2006

http://www.faa.gov/aircraft/safety/alerts/SAIB This is information only. Recommendations aren’t mandatory. Introduction This Special Airworthiness Information Bulletin (SAIB) alerts owners and operators of, and repair facilities working on, Honeywell International Inc. TPE331 series turboprop, and TSE331-3U model turboshaft engines. This SAIB clarifies the new flight cycle counting method and definition of a “minor cycle” in AD 2006-14-03. AD 2006-14-03 mandates a new flight cycle counting method for rotors used in aircraft that make multiple takeoffs and landings without an engine shutdown. This new flight cycle counting method requires a records review to determine if turbine rotors were previously used in special-use operations. Using the new flight cycle counting methods and the definition of “minor cycle” in this SAIB constitutes an approved Alternate Method of Compliance (AMOC) with AD 2006-14-03. Owners and operators using this AMOC must document compliance with AD 2006-14-03 by noting this SAIB in the required record of compliance. This SAIB is an Alternative Method of Compliance, with paragraphs (f), (g), and (o) of AD 2006-14-03. The Manager of the Los Angeles Aircraft Certification Office approves this AMOC on September 15, 2006 as an acceptable level of safety. The FAA intends to incorporate the following recommendations into a revision of AD 2006-14-03.

Background AD 2006-14-03 was published in the Federal Register on July 5, 2006 with an effective date of August 9, 2006. Paragraphs (f) and (g) of that AD apply to "turbine rotors .... currently or previously used in special-use operations". This statement requires a review of prior turbine rotor history to determine whether the turbine rotor was ever used in special-use operations. An engine used in special-use operations is defined by the AD as an engine that accrues major and minor cycles and is installed in an aircraft that makes multiple takeoffs and landings without engine shutdown. Prior to this AD, there was no FAA requirement to record turbine rotor cycles based on whether the engine or turbine rotor was used in special-use operations. Additionally there was no FAA requirement to record hours and cycles for a single rotor. The AD incorporates Honeywell service bulletins (SBs), which apply to special-use operators only. The SBs recommend calculating equivalent cycles based on all (past and present) major and minor cycles on turbine rotors currently used in special-use operations. Clarifying the New Flight Cycle Counting Method Background Turbine rotors “currently” used in special-use operations as defined in the AD applies to all operators 100 cycles after the effective date of

Typical 2nd Stage Rotor Burst

PN 868272-1




This Special Airworthiness Information Bulletin (SAIB) alerts owners and operators of, and repair facilities working on, Honeywell International Inc. TPE331 series turboprop, and TSE331-3U model turboshaft engines. This SAIB clarifies the new flight cycle counting method and definition of a “minor cycle” in AD 2006-14-03. AD 2006-14-03 mandates a new flight cycle counting method for rotors used in aircraft that make multiple takeoffs and landings without an engine shutdown. This new flight cycle counting method requires a records review to determine if turbine rotors were previously used in special-use operations. Using the new flight cycle counting methods and the definition of “minor cycle” in this SAIB constitutes an approved Alternate Method of Compliance (AMOC) with AD 2006-14-03. Owners and operators using this AMOC must document compliance with AD 2006-14-03 by noting this SAIB in the required record of compliance.




Clarifying the New Flight Cycle Counting Method Background Turbine rotors “currently” used in special-use operations as defined in the AD applies to all operators 100 cycles after the effective date of the AD. This means that all aircraft operators must keep a record of multiple takeoffs and landings without an engine shutdown on a going-forward basis beginning 100 cycles after the effective date of the AD.




Clarifying the New Flight Cycle Counting Method Turbine rotors “previously” used in special-use operations applies to turbine rotors in engines installed on aircraft as of August 9, 2006 (the effective date of AD 2006-14-03) operating under Part 137 (Agricultural Aircraft Operations), Part 105 (Parachute Operations), and Part 91, Subpart D (Special Flight Operations including aerobatic, towing, and parachuting operations). For these applications, that special-use operator must do a historical review of the turbine rotors for the period of time the engine was installed on the current aircraft.




Clarifying Minor Cycle Definition Recommendation for clarifying minor cycle definition: Current installation manuals for the TPE331-1 through -12 series engines recommend that ground idle low is used after turning off the runway. Retaining the engine’s speed lever in ground idle “high” position after turning off the runway (beta mode) with no engine shutdown followed by a takeoff is an unusual mode of aircraft and engine operation and has not been thoroughly evaluated by the FAA. The LAACO recommends that any novel operation of ground idle be considered as ground idle as referenced in paragraph (o) of AD 2006-14-03; therefore, this new mission cycle would be subject to the AD’s method of counting partial cycles regardless of the original intentions.

FVTP = Feathering valve trip point GR = Gear ratio for engine D = Distance from hub where weights are placed called Point “D” (3) Verifying this calculated trip point with a special hand trip tool and hand trip procedure The FAA does not recommend sticking your hand in the engine to complete the hand trip in case of inadvertent starting of engine. The recommends a plug made of molded rubber in the intake of the engine to prohibit the movement of the impeller during the testing of the feather valve. Hand Trip Procedure The procedure simulates negative torque sensing and activates the feathering mechanism by holding the engine’s rotor assembly and pulling the propeller. The procedure is similar to ground checking the NTS Lockout and Propeller Governor Reset Check as described in the engine maintenance manual 72-00-00 Section 2. D. as follows:

(1) Engine- not running (2) Speed Lever- Low (3) Power Lever- Flight Idle (4) Insert molded rubber plug in the

engine’s intake; this plug must be made

(5) If equipped, place NTS test switch “ON”; some aircraft have no button to energize (open) the negative torque check-out valve/ actuator. Therefore, the valve must be activated manually with a voltage source from under the cowl.

(6) Unfeather pump- activate (7) NTS check light –“ON” ; some aircraft

have no NTS light, the NTS switch is tied to the Beta Light

(8) Apply weights and move prop in the normal direction of rotation

The mechanic listens to the tone of the unfeather pump being unloaded, when the oil pressure dumps to case

(9) NTS light will extinguish (10) Lifting the weights off the prop will move the torque sensor in the positive torque direction and reload the unfeather pump pressure.

Recommended additional procedures during the in-flight NTS test: (1) Record the amount of time for the engine to decelerate to approximately 35% RPM . Recommended additional procedures after the in-flight NTS test: (1) Retest the verified trip in Step 3 after the test flight to ensure that the hand trip point is unchanged Aircraft Sensitivity to in-flight NTS testing The FAA believes that certain aircraft with the TPE331 engine installed may react and be substantially more sensitive to an NTS malfunction. Therefore, some pilots will be more aware of excessive yaw in those aircraft For Further Information Contact Joseph Costa, Aerospace Engineer, FAA Los Angeles Aircraft Certification Office, ANM-140L, 3960 Paramount Blvd., Lakewood, CA 90712-4137; phone: 562-627-5246; fax: 562-627-5210; email: [email protected].

Draft SPECIAL AIRWORTHINESS INFORMATION BULLETIN Aircraft Certification Service Washington, DC


Federal Aviation Administration NE-06-xx October 2, 2006

http://www.faa.gov/aircraft/safety/alerts/SAIB This is information only. Recommendations aren’t mandatory. Introduction This Special Airworthiness Information Bulletin (SAIB) alerts owners and operators of, and maintenance facilities working on Honeywell International Inc. TPE331 series turboprop, and TSE331-3U model turboshaft engines. This SAIB informs the public of recent NTS malfunctions experienced during in-flight maintenance tests. This SAIB requests that maintenance facilities contact the LAACO if these incidents occur. This SAIB recommends that a calibrated trip check be accomplished before and after the in-flight NTS maintenance check. This recommends that the engine spool down time be recorded after the in-flight NTS maintenance test. Background Two recent NTS malfunctions occurred in August, 2006 at two different Honeywell authorized maintenance facilities. Both incidents occurred on MU-2 aircraft and produced excessive yaws within two seconds after shutting down the tested engine. Both engines involved in the incidents were calibrated to the required negative torque trip points of 28 to 35 in-lbs. After the incidents both engines trip points were unusually much higher after the in-flight NTS maintenance check than their original set trip point. These unusually higher trip points were experienced during hand tripping and torque sensor calibration on the mini-test stand.

One of the two produced a sharp roll of approximately 60 degrees and regained level flight after the feather valve was activated. The other incident NTS’d on its own after a delayed response and after producing its yaw. Both incidents had either a thoroughly briefed maintenance technician or a co-pilot in the right seat. Recommendations for maintenance facilities to notify the LAACO: Both maintenances facilities did not report the incidents to the FAA because the incidents occurred during maintenance. Normal troubleshooting and replacement of parts occurred during which the root cause was not determined. The FAA is very interested in these incidents. Please contact the LAACO if hand tripping does not verify the calibrated negative torque trip point after in-flight NTS maintenance check. The LAACO requests that discrepant components be retained for additional examination. Recommended additional procedures prior to the in-flight NTS test: The FAA recommends (1) recording the feathering valve trip point for the uninstalled engine, (2) calculating the feathering valve trip point for an installed engine as follows: FVTP in-lbs (GR) = Trip weight for prop at 12 ( D) at Point “D”

Draft SPECIAL AIRWORTHINESS INFORMATION BULLETIN Aircraft Certification Service Washington, DC


Federal Aviation Administration NE-06-xx October 2, 2006

Introduction This Special Airworthiness Information Bulletin (SAIB) alerts owners and operators of, and maintenance facilities working on Honeywell International Inc. TPE331 series turboprop, and TSE331-3U model turboshaft engines. This SAIB informs the public of recent NTS malfunctions experienced during in-flight maintenance tests. This SAIB requests that maintenance facilities contact the LAACO if these incidents occur. This SAIB recommends that a calibrated trip check be accomplished before and after the in-flight NTS maintenance check. This recommends that the engine spool down time be recorded after the in-flight NTS maintenance test.

AD 2006-15-08

Woodward Fuel Control modification and Spline Inspection

Committee follow up with FAA on AD re-write or SAIB

Topics for Discussion

Continuing Failure of Idler BearingsPN 3103035-1, 3103585-1


S.O.A.P. Sample Report Times

On August 28th an oil sample was taken during routine maintenance and expedited to a Honeywell authorized independent laboratory in

Mississauga, Ontario. Wearcheck Canada carried out the analysis on August 30th. I was notified by fax on September 6th at 10:12 that

engine S/N: P-38328 had been flagged to “INSPECT THIS ENGINE IMMEDIATELY” due to a filter weight of 101.0 and major copper.


Clarification and discussion of 7000 hour maintenance program

9 year Service Bulletin requirements72-0180, 72-0476


An alternative method of compliance with the requirement of having an annual per aircraft utilization of at least 800 operating hours is the following: In addition to satisfying all requirements of the 7000 hour TBO or CAM program, engines not sustaining utilization of at least 800 operating hours per year must also satisfy the then latest minimum configuration requirements for these programs at intervals of not more than 9 years. Incorporating the then latest minimum configuration requirements applicable to different sections of the engine at different times is acceptable, in which case the 9 year time limitations will be staggered for the different components. This is in addition to incorporating all then current minimum configuration requirements at turbine (hot) section inspection, CAM, or engine overhaul as specified in the requirements for the 7000 hour TBO or CAM program, since engines with low utilization may possibly exceed 9 years between turbine (hot) section inspection, CAM, or engine overhaul.

7,000 hour service bulletin requirements

SB 72-0180, R31

7,000 hour service bulletin requirements

SB 72-0476, R27

Operating to a TBO or CAM interval of 7000 hours requires compliance with service bulletins listed in Table 5 or 6 and maintenance actions listed in Table 7. Operation in excess of the maintenance action hourly limits listed in Table 7 is not approved by the engine manufacturer. The service bulletins in Table 5 or 6 must be complied with at the next engine overhaul or CAM inspection based on the currently elected TBO or CAM interval, or within 9 years since last access to affected parts, whichever occurs first.

Standardization of Traceability Sheet at H.S.I. , OH or CAM from maintenance

facilities


IRM Temporary Revisions72-IR-10, 72-IR-15

Removal of Turbine Wheel Rivet Hole Repairs


Service Bulletins 72-0619

Maintenance Tips

1. To provide an engine with improved Negative Torque Sensing (NTS) operation by changing to a feathering valve that has a lower operating pressure.

2. To insure NTS lockout during reverse operation by changing the NTS orifice assembly dump rate to interface with feathering valve with lower operating pressure.


Maintenance Tips

PROBLEM!

Interchanging of matched feather valve and NTS orifice with other engines for troubleshooting purposes


Maintenance Tips

Reason

The engine manufacturer has determined that washers under bolt heads securing propeller shaft bearing outer race to gearbox housing are not required.


Maintenance Tips

PROBLEM!Aft propshaft bearing retaining bolts loosening

Recommend reinstallation of locktab,

PN MS9581-09

Other suggestions?

Maintenance Tips

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