{"id":"F2006B11263","name":"AD/MAKILA/2 - Governor Master and Auxiliary Cams","slug":"ad-makila-2-governor-master-and-auxiliary-cams","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":57050,"registerId":"commonwealth-F2006B11263-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/MAKILA/2 - Governor Master and Auxiliary Cams","content":"---\nmeta-content-style-type: text/css\nmeta-content-type: application/xhtml+xml; charset=utf-8\nmeta-generator: Aspose.Words for .NET 22.10.0\n---\n\n?xml version=\"1.0\" encoding=\"utf-8\" standalone=\"no\"?>\n\nCOMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 106 CIVIL AVIATION SAFETY AUTHORITY\n\nSCHEDULE OF AIRWORTHINESS DIRECTIVES\n\n \n\n![](image.001.png)  Turbomeca Turbine Engines - Makila Series\n\n \n\nAD/MAKILA/2 Governor Master and Auxiliary Cams 1/92\n\nApplicability: All Makila 1A and 1A1 engines.\n\n \n\nRequirement: Unless previously carried out action in accordance with Turbomeca Service Makila No 72.298.00.59.\n\n \n\nNote: DGAC AD 91-226-(B) refers.\n\n \n\nCompliance: Within 600 hours time in service from 30 November 1991 or by 31 August 1992, whichever occurs first.\n\n \n\nBackground: Engine flame out can occur when the control lever is rapidly retarded from the flight to quick reduction position.\n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n","sortOrder":0}],"analysis":{"flash_summary":{"complexity_score":3,"scope_assessment":{"changed":false,"description":"The directive applies to all Makila 1A and 1A1 engines and requires the action set out in Turbomeca Service Makila No 72.298.00.59 within the stated time window. There is no indication in the text that the scope differs from that stated purpose: it targets the same engine models and prescribes the same manufacturer action intended to address the stated flame-out risk (Applicability; Requirement; Compliance; Background)."},"complexity_factors":["Narrow applicability limited to Makila 1A and 1A1 engines (Applicability)","Single required action that references an external manufacturer service document rather than containing technical steps itself (Requirement)","Fixed, short compliance window tied to hours-in-service or calendar date (Compliance)","Dependence on clarity and availability of Turbomeca Service Makila No 72.298.00.59 to implement the AD (Requirement)","External cross-reference to a foreign authority directive (DGAC) which may require checking additional material (Note)"],"plain_english_summary":"What this instrument does (mechanical change)\n\n- Requires a specific maintenance action on all Turbomeca Makila 1A and 1A1 turbine engines in Australia. The action is to be carried out in accordance with Turbomeca Service Makila No 72.298.00.59 (Requirement).\n\nWho it affects\n\n- Aircraft owners/operators and maintenance organisations that operate or service helicopters fitted with Makila 1A or 1A1 engines (Applicability).\n\nWhy it matters (official rationale and practical implications)\n\n- The stated safety reason is that an engine flame-out can occur when the control lever is rapidly moved from the flight position to the quick-reduction position (Background). The service action required by the directive is intended to eliminate or reduce that risk (Requirement).\n\nPractical mechanics, timing and decision authority\n\n- The Civil Aviation Safety Authority (CASA) issued the airworthiness directive under the Civil Aviation Regulations framework (header). Compliance must occur within 600 hours time in service measured from 30 November 1991, or by 31 August 1992, whichever occurs first (Compliance). The AD also cross-references a French DGAC directive (Note).\n\nWho pays, who decides, and what changes in behaviour\n\n- Who pays: The immediate direct costs fall on the aircraft/engine owners or operators and their maintenance providers for parts, labour and aircraft downtime required to perform the service action (Requirement; Compliance). The document itself does not specify funding or subsidy.\n\n- Who decides: CASA has issued the directive; the operator or an approved maintenance organisation decides when and how to schedule the service action to meet the compliance deadline, and must follow Turbomeca Service Makila No 72.298.00.59 for technical details (Requirement; Compliance).\n\n- Behaviour changes: Operators must schedule and perform the specified maintenance action within the stated time window. Maintenance organisations must apply the Turbomeca service instructions when performing the work (Requirement).\n\nCosts, incentives and trade-offs\n\n- Direct costs are the time, labour and any replacement parts required to implement the service action; these are concentrated on the subset of operators who fly Makila 1A/1A1 engines (Applicability; Requirement).\n\n- Incentives: Operators are incentivised to perform the work within the compliance window to avoid the safety risk described and to remain airworthy under the AD. Failure to comply would leave the engine at the risk described in the Background and could result in regulatory non-compliance.\n\n- Trade-offs and opportunity costs: Operators must divert maintenance slots, staff time and funds to perform this mandate rather than other tasks; the AD sets a firm deadline (Compliance).\n\nImplementation risk and compliance burden\n\n- Implementation risk arises from the need to correctly follow the Turbomeca service instruction; the AD does not itself contain technical steps and therefore relies on the external service document for precise actions (Requirement). This creates dependence on the availability and correct interpretation of the manufacturer service instruction.\n\n- Compliance burden is limited in scope to operators of the specified engine models but requires planning to meet the 600-hour or date-based deadline (Applicability; Compliance).\n\nCross-references and provenance\n\n- The directive refers to Turbomeca’s service instruction and to a DGAC (French aviation authority) AD (Note), indicating the technical origin of the remedy and an international counterpart.\n\nSources cited from the text: Applicability; Requirement; Compliance; Note; Background."},"kimi_summary":{"content_quality":"ok","complexity_score":2,"scope_assessment":{"changed":false,"description":"This is a standard, narrow airworthiness directive addressing a specific mechanical defect in specific engine models. It has not expanded beyond its original safety purpose."},"complexity_factors":["Very short document (under 200 words)","Only 1 substantive requirement with clear reference to external technical document","Single applicability criterion (two specific engine models)","Simple compliance deadline structure (whichever occurs first)","No defined terms section, no cross-referencing to other legislation, no conditional exceptions","Technical content is delegated to manufacturer service bulletin rather than spelled out in the directive itself"],"plain_english_summary":"This is an **Airworthiness Directive** (a mandatory safety order) issued by Australia's Civil Aviation Safety Authority for specific helicopter engines made by Turbomeca.\n\n**What it does:**\nOrders owners and operators of **Makila 1A and 1A1 turbine engines** to carry out a specific repair or inspection procedure outlined in a Turbomeca service bulletin (reference 72.298.00.59).\n\n**Why it matters:**\nThere's a dangerous fault where the engine can **flame out** (suddenly stop running) if the pilot quickly moves the control lever from flight mode to a quick reduction position. This could cause a helicopter to lose power unexpectedly — obviously catastrophic.\n\n**Who must comply:**\nAnyone operating aircraft with these specific engine models.\n\n**When:**\nThe work had to be done within **600 hours of flight time** after 30 November 1991, or by 31 August 1992 — whichever came first.\n\n**Key point:** This is a **retrospective safety fix** — it applies to engines already in service, not just new ones."}},"importantCases":[],"_links":{"self":"/api/acts/ad-makila-2-governor-master-and-auxiliary-cams","history":"/api/acts/ad-makila-2-governor-master-and-auxiliary-cams/history","analysis":"/api/acts/ad-makila-2-governor-master-and-auxiliary-cams/analysis","conflicts":"/api/acts/ad-makila-2-governor-master-and-auxiliary-cams/conflicts","importantCases":"/api/acts/ad-makila-2-governor-master-and-auxiliary-cams/important-cases","documents":"/api/acts/ad-makila-2-governor-master-and-auxiliary-cams/documents"}}