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A/C EQUIP. OF CABIN SAFETY& INTERIOR
1 11-03-003
B/E Aerospace protective breathing
equipment (PBE) units having part number
(P/N) 119003-11 for Airbus, ATR, Boeing,
Bombardier, Embraer, Fokker, and Hawker
Bechcraft
PAGE - 1
17-Sep-2011
Reference
Subject
FAA AD 2011-01-09
Air Transport Association (ATA) of America Code 35:
Oxygen.
To prevent PBE units from igniting, which could result in a
fire and possible injury to the flightcrew or other persons.
2
11-03-015
Transport category airplanes, in passengercarrying, that are equipped with any
chemical oxygen generator installed in any
lavatory and are operating under CASR 121
or Indonesian registered and operating
under CASR 129 with maximum passenger
capacity of 20 or greater.
FAA AD 2011-04-09
ATA 35: Oxygen
To eliminate hazard of chemical oxygen generators in the
lavatories that could jeopardize flight safety.
3
11-04-013
A330-200 and -300 series aeroplanes
models, if equipped with Sicma aero Seats
9140, 9166, 9173, 9174, 9184, 9188, 9196,
91B7, 91B8, 91C0, 91C2, 91C4, 91C5, and
9301 series passenger seat assemblies; and
Sicma Aero Seats 9501311-05, 9501301-06,
9501311-15, 9501301-16, 9501441-30,
9501441-33, 9501311-55, 9501301-56,
9501441-83, 9501441-95, 9501311-97, and
9501301-98 passenger seat assemblies;
identified in Annex 1, Issue 2, dated March
19, 2004, of Sicma aero Seat Service
Bulletin 90-25-012, Issue 5, dated March
19, 2004; that have backrest links part
numbers (P/Ns) 90-000200-104-1 and 90000200-104-2; and that are installed on.
FAA AD 2011-07-05
This AD issued is to prevent failure of the backrest links
could result in injury to an occupant during emergency
landing condition. The required actions include a general
visual inspection for cracking of backrest links, replacement
with new links if cracking is found, and eventual replacement
of all links with new links.
4
11-07-022
All Intertechnique Aircraft Systems Flight
crew Oxygen Mask Regulator installed
Aeroplane.
EASA AD 2011-0090R1
ATA 35 Oxygen – Oxygen Mask Regulator Inflatable
Harness – Identification / Replacement.
A malfunction of a quick donning mask was reported to
Intertechnique, and discrete suspected silicon batches have
been identified which have shown an unusually high
premature rupture rate.
This condition, if not detected and corrected, could lead, in
case of a sudden depressurization event, to a harness rupture,
thereby providing inadequate protection against hypoxia of
the affected flight crew member, possibly resulting in
unconsciousness and consequent reduced control of the
aeroplane.
by ssi
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11-07-026
FAA AD 2011-14-08; B/E Aerospace SB 174080-35-04 Rev.
0 dated September 6, 2010
This AD was prompted by a report that several oxygen mask
assemblies with broken in-line flow indicators were found
following a mask deployment. We are issuing this AD to
prevent the in-line flow indicators of the oxygen mask
assembly from fracturing and separating, which could inhibit
oxygen flow to the masks. This condition could consequently
result in occupants developing hypoxia following a
depressurization event.
B/E Aerospace, Continuous Flow Passenger
Oxygen Mask Assembly; Part Numbers
174006-( ), 174080-( ), 174085-( ), 174095( ), 174097-( ), and 174098-( ) as listed in
B/E Aerospace Service Bulletin 174080-3504, Rev 0, dated September 6, 2010, that are
installed on any aircraft except for those
Boeing airplanes specified in the referenced
AD.
6
11-10-018
As listed in the reference AD.
FAA AD 2011-21-08
ATA 25 Equipment/Furnishings. SICMA AERO SEAT.
Cracks have been found on seats [with] backrest links P/N
(part number) 90-000200-104-1 and
90-000200-104-2. These cracks can significantly affect the
structural integrity of seat backrests.
Failure of the backrest links could result in injury to an
occupant during emergency landing
conditions. The required actions include a general visual
inspection for cracking of the backrest links; replacement
with new, improved links if cracking is found; and eventual
replacement of all links with new, improved links.
7
11-12-016
The helicopter models, certificated in any
category, with an Emergency Float Kit with
a part number (P/N) and serial number
(S/N), installed by a supplemental type
certificate (STC), as stated in ref AD.
FAA AD 2011-25-01
(JASC) Codes are 2564: Liferaft and 3212: Emergency
Flotation Section.
To install placards to aid in locating and deploying liferafts
to prevent further injury or loss of life in the event of a
helicopter landing in the water.
AEROSPATIALE ATR 42 & ATR 72
8 10-06-005R2
ARRIEL 1 series turboshaft
by ssi
EASA AD No.2010-0101R2
"Engine – Module M03 (Gas Generator) – Post-TU347
Second Stage Turbine Disc – Reduced Life Limit." The
revision 2 of this AD is issued to increase further the life
limit of the post-TU347 GG 2nd stage turbine discs
identified as “CFR” and the life limit of the post-TU347 GG
2nd stage turbine discs identified as “non-CFR”. This is
possible as, since issuance of AD 2010-0101R1 (DGCA AD
10-06-005R1), Turbomeca has carried out further analysis
and testing on those discs.
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9
11-04-021
-TDR-94 Transponder, Rockwell Collins
Inc.
P/N: 622-9352-004, 622-9352-005, 6229352-006, 622-9352-007, 622-9352-008,
622-9352-108, 622-9352-207, 622-9352308 and 622-9352-408
-TDR-94D transponder, Rockwell Collins
Inc.
P/N: 622-9210-004, 622-9210-005, 6229210-006, 622-9210-007, 622-9210-008,
622-9210-108, 622-9210-207, 622-9210308 and 622-9210-408
EASA AD No.2010-0067
Rockwell Collins TDR-94 and TDR-94D Mode S
Transponders have two Air/Ground Discrete inputs that may
be connected to the aircraft Weight-On-Wheel System. A
connection to the Air/Ground #2 discrete will implement an
inhibition of ATCRBS, ATCRBS/Mode-S All-Call and
Mode-S only All-Call replies when the aircraft is on the
ground. No on-ground reply inhibition occurs if the
connection is to the Air/Ground #1 discrete.
An Aircraft with this transponder interface problem , if not
corrected, does not meet the specifications of ICAO Annex
10 volume IV amendment 77 section 3.1.2.10.3.10 “inhibition
of replies” which would lead to degradation of the
functioning of the A-SMGCS, could affect the ATC
functions in tower, approach and en-route sectors, increase
the risk of undetected runway incursion and endangering the
aircraft, its occupants and persons on the ground.
10
11-11-006
ATR-GIE Avions de Transport Régional
Model ATR42-200, -300, -320, and -500
airplanes and Model ATR72-101, -201, 102, -202, -211, -212, and -212A airplanes
and other Sicma Aero Seat Model (as stated
in refrenced AD) installed airplanes.
FAA AD 2011-23-06
ATA 25: Equipment/Furnishings.
To correct Several occurrences of cracked central and lateral
spreaders on passenger seats that could lead to further
cracking of the seat spreaders, causing injury to passengers
or crew members during heavy turbulence in flight or in the
event of an emergency landing.
No.
AGUSTA
11 11-05-016-U
A119 and AW119MKII helicopters, all
serial numbers, if equipped with pilot
control box assembly part number (P/N)
109-0010-81-103 and co-pilot control box
assembly P/N 109-0010-81-107.
12
by ssi
11-08-012
Agusta S.p.A A109S and AW109SP
helicopters.
EASA AD 2011-0095-E
-A case of non-conformity has been discovered on an
AW119MKII helicopter, in the pilot control box assembly
P/N 109-0010-81-103 of the collective pitch control
installation, where the gear locking pin P/N MS16555-628
fell out of its seat. This caused the loss of the pilot and copilot engine throttles synchronicity.This non conformity, if
not detected and corrected, could lead to the loss of the
manual engine throttle and consequent loss of control of the
helicopter. To address this unsafe condition, pending the
development of a modification, EASA issued Emergency AD
2010-0142-E, to require repetitive inspections of the pilot
and co-pilot control box assemblies and the accomplishment
of the associated corrective actions, as necessary.
-Since that AD was issued, Agusta has developed a
modification to the pilot and co-pilot control box assemblies
that will remedy the problem and prevent recurrence. For the
reasons described above, this new AD, which supersedes
EASA AD 2010-0142-E, requires repetitive inspections of
the affected Pilot and Co-pilot Control Box Assemblies and
replacement with modified units.
EASA AD 2011-0150
ATA 27 Elevator – Elevator upper Skin – Inspection /
Replacement / Repair.
To prevent elevator failure due to fracture on the left elevator
assy which could reduce the manoeuvrability of the
helicopter during flight.
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13
11-12-008
Agusta S.p.A A109 helicopters
EASA AD 2011-0236
ATA 32 Landing Gear – Main Landing Gear (MLG)
Actuator Bracket Attachment Bolts – Replacement /
Inspection.
To detect and correct a fatigue fracture of the MLG actuator
bracket attachment bolts, caused by incorrect tightening of
the bolts. Which could lead to further events of MLG
collapse, which could result in damage to the helicopter and
injury to its occupants.
AIRBUS A300 AND A310 SERIES
14 11-03-005
A300 and A300-600 aeroplanes
EASA AD 2011-0029
Wings – Main Landing Gear (MLG) Rib 5 Attachment
Fitting Lower Flange – Inspection / Repair / Modification
New cases of cracks were discovered during scheduled
maintenance checks by operators of A300B4 and A300-600
type aeroplanes on which the terminating action SB’s were
embodied. This condition, if not corrected, could affect the
structural integrity of those aeroplanes.
To address and correct this condition, Airbus developed an
inspection programme for aeroplanes modified in accordance
with SB A300-57-0235 or A300-57-6088. This inspection
programme was required to be implemented by DGAC
France AD F-2005-113, original issue and later revision 1.
This new AD retains the inspection requirements of EASA
AD 2009-0081R1, which is superseded, and requires the
spot-facing of sensitive holes of the MLG Rib 5 (LH and
RH) bottom flanges as terminating action.
15
11-03-019
ATR 42 and ATR 72 aeroplanes;Bae 146,
AVRO 146-RJ and ATP aeroplanes, DC-9,
MD-90-30, Boeing 727, 737, 747
aeroplanes, F27 Mark 050 and 0502, and
F28 Mark 0070 and 0100, Lockhead 382
(Herculues) aeroplanes if equipped with
Gables Engineering type G7490, G7492
series ATC/TCAS Control Panels.
EASA AD No.2011-0043
"Navigation Systems-Mode S Transponder Control PanelsModification"
A Report has been received of loss of ATC transponder
transmission, due to a loose conection of an installed resistor.
The occurance was related to the Gables ATC/TCAS control
panel installed in the affected aeroplane. Gables Engineering
has contacted operators that are known to have the affected
type G7490, G7492, or G7493 series control panels, to
advise them to return the control panel for modification.
This condition, if not corrected, could lead to further cases of
loss of ATC transponder transmission, likely resulting in
disruptions in the Air Traffic Management process and
potentially compromising aircraft safety.
This AD requires the replacement of the affected control
panels with modified units.
16
11-04-016
AIRBUS A310 aeroplanes
EASA AD 2011-0071
ATA 29 Hydraulic Power – Electrical Motor Pump Feeder
Cables and Pressure Hoses – Inspection / Repair / Placard
Installation.
To detect and correct chafing between hydraulic high
pressure hose and electrical wiring of the Green Electrical
Motor Pump (EMP) that in combination with a system failure
leading to the use of the Green EMPs in flight, could lead to
an uncontrolled and undetected fire in the MLG bay.
by ssi
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17
11-05-009
AIRBUS A310 and A300-600 aeroplanes,
all certified models, all manufacturer serial
numbers (MSN).
EASA AD 2011-0085
"Doors - Forward Cargo Door High Pressure Pipe Replacement".
An A300-600 operator has reported a hydraulic leak at the
forward cargo door area. After further investigation, the
forward cargo door selector valve pipe Part Number (P/N)
A5231006100300, located in the avionics bay opposite to
Line Replaceable Unit (LRU) racking, was found cracked.
This condition, if not detected and corrected, can impact the
90 VU avionics LRU, which could result in multiple
computer failures, affecting flight safety.
For the reasons described above, this AD requires the
replacement of the aluminium pipe P/N A5231006100300
with a stainless steel pipe P/N A5231007000600.
18
11-05-009
A310 aeroplanes
EASA AD 2011-0085
This AD requires the replacement of the aluminium pipe P/N
A5231006100300 with a stainless steel pipe P/N
A5231007000600.
19
11-05-010
- A300 and A310 aeroplanes, all certified
models, all serial numbers;
- A300B4-601, A300B4-603, A300B4-620,
A300B4-622, A300C4-620, A300B4605R and A300B4-622R aeroplanes, all
serial numbers,
except aeroplanes on which AIRBUS
Service Bulletin (SB) A300-53-0389 or
A310-53-2133 or A300-53-6166 (AIRBUS
modification 13434), as applicable to
the aeroplane model, has been embodied in
service.
Note: Modification of an aeroplane from
passenger configuration to freighter
configuration (e.g. by STC) does not
exclude that aeroplane from the
applicability of this AD.
EASA AD 2011-0086
"Fuselage – Cross Beam at Junction with Lower Cargo Door
Actuator Beam – Inspection / Modification".
Some operators have reported cracked crossbeams at the
junction with the lower deck cargo door actuator beam. The
investigation results indicate that these cracks initiated in the
fastener hole, propagated in vertical direction and were due
to fatigue.
This condition, if not corrected, could lead, in case of cracks
propagation in a crossbeam (upper and lower web), to the
floor grid being unable to withstand ultimate load condition.
For the reasons described above, this AD requires repetitive
inspections of certain crossbeams including those previously
repaired by the Structure Repair Manual (SRM) or Repair
Approval Sheet (RAS).
20
11-06-015
A330 and A340-200/-300 aeroplanes
EASA AD 2011-0122E
ATA 32 Landing Gear – Main Landing Gear (MLG) Bogie
Beam – Life Limit.
To prevent Fracture of a MLG bogie beam under high speed
could ultimately result in the aeroplane departing the runway,
or in the bogie detaching from the aeroplane,or MLG
collapse, which could cause structural damage to the
aeroplane and injury to the occupants. This AD requires
reduction of the existing MLG bogie beam life limits and
replacement of each MLG bogie beam that has already
exceeded the new limit.
by ssi
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21
11-06-018
A310, A300-600 and A300-600ST
EASA AD 2011-0113
“ ATA 74 Ignition – Ignition starting and continuous relight –
auto – relight function implementation for CF6-80C2
engines”
Two single flame out events attributed to inclement weather
occurred on Wide Body (WB) aeroplanes powered with GE
CF6-80C2 engines.
On WB aeroplanes, no auto-relight function is embodied. To
avoid long engine restart sequence after a non selection of
continuous relight by the crew and a flame out event of both
engines, resulting in strongly reduced control of the
aeroplane especially at low altitude, the manufacturer Airbus
designed a modification by introducing auto-relight function
for aeroplanes powered by GE CF6-80C2 engines. This AD
requires the installation on the aeroplane of an auto-relight
function as a precaution and to increase restart capability
without crew action.
22
11-07-001
Airbus A300 aeroplanes
EASA AD 2011-0112
ATA 27 Flight Controls – Trimmable Horizontal Stabilizer
Actuator (THSA) Upper Attachment - Modification
In case of failure of the THSA upper primary attachment, the
THSA upper secondary attachment would engage. Because
the upper attachment secondary load path can only withstand
the loads for a limited period of time, the condition where it
would be engaged could lead, if not detected and corrected,
to the failure of the secondary load path, which would likely
result in loss of control of the aeroplane.
This AD requires installation of three secondary retention
plates for the gimbal bearings on the THSA upper primary
attachment.
23
11-07-009
A300, A310, A300-600 aeroplanes, all
certified models, all serial numbers, and
A300F4-608ST aeroplanes, all serial
numbers.
EASA AD 2011-0124
ATA 28 Fuel Pump System - Fuel Pump Canister Hood
Halves - Inspection / Replacement.
by ssi
This AD results from findings of cracked fuel pump canister
hoods located in fuel tanks. This condition, if not detected
and corrected, could lead to detached canister hood
fragments/debris to be ingested into the fuel feed system.
Also, the metallic debris inside the fuel tank could result in a
potential source of ignition and consequent fire or explosion.
For the reasons described above, this AD requires repetitive
inspections of all fuel pump canister hood halves and their
replacement if any damage is found. This AD also requires
the inspection results to be reported.
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24
11-07-010
A310 aeroplanes
EASA AD 2011-0125
ATA 57 Wings - Bottom Skin No. 2 Panel - Inspection.
DGAC France issued AD 2003-242(B) to require an
inspection programme for aeroplanes with pre- and postAirbus modification 05106 configurations (Airbus SB A31057-2004) in order to detect any crack located on the trailing
edge of the wing bottom skin No.2 panel of the all-speedaileron servo control bay. A crack at this location, if not
detected and corrected, would propagate towards the wing
rear spar and ultimately into the wing fuel tank area.
Undetected cracks would affect the structural integrity of the
LH and/or RH wing.
Since issuance of DGAC France AD 2003-242(B), a
reassessment of the previous fatigue threshold and inspection
interval has been completed. As a result of the reassessment,
the inspection thresholds and intervals for accomplishment of
the tasks as defined in Airbus SB A310-57-2082 have been
adjusted and reduced. Airbus SB A310-57-2082 Revision 03
has been published,in which the compliance time periods for
these inspection theresolds and intervals have been amended.
For the reasons stated above, this AD retains the
requirements of the DGAC France AD 2003-242(B), which
is superseded, and requires implementation of the amended
inspection programme.
25
11-09-006
AIRBUS A300 and A300-600 aeroplanes
EASA AD 2011-0163
ATA 53, 57 Fuselage / Wings – Frame 40 Forward Fitting
between Stringers 32 and 33 – Inspection.
During a routine inspection, a crack was found in the right
hand frame (FR) 40 forward fitting between stringer 32 and
stringer 33. This new AD requires repetitive DVI of the FR
40 forward fitting (without nut removal) and, depending on
findings, the accomplishment of associated corrective action.
Passing the EC or liquid penetrant inspection constitutes
terminating action for the repetitive DVI.
26
11-09-007
Airbus A300B4-603, A300B4-605R,
A300B4-620, A300B4-622, A300B4622R, A300C4-605R/F, A300C4-620,
A300F4-605R and A300F4-622R
aeroplanes, all serial numbers and
Airbus A300F4-608ST aeroplanes, all serial
numbers.
EASA AD 2011-0161
ATA 92 Electric and Electronic Common Installation – Right
Hand (RH) Wing Wiring in Zone 675 - Modification.
During a scheduled general visual inspection in a zone
adjacent to a fuel tank (zone 675) chafing was detected
between the autopilot electrical wiring conduit and the wing
bottom skin. For the reasons described above, this AD
requires modification of the wiring installation to improve
the routing and the protection of the harnesses in the zone
675/Rib 6 of the Right Hand wing.
27
11-09-024
A310-203, A310-204, A310-221 and A310222 aeroplanes all manufacturer serial
numbers, and A300B4-601, A300B4-603,
A300-B4-620, A300B4-622 and A300C4620 aeroplanes, all manufacturer serial
numbers.
EASA AD 2011-0186
ATA 28 Fuel - Fuel Quantity Indication Computer Modification.
To prevent an ignition source in the tank vapour space,
possibly resulting in a wing fuel tank explosion and
consequent loss of the aeroplane.
For the reasons explained above, this AD requires the
replacement of all Type 1 FQICs with Type 2 FQICs.
by ssi
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28
11-10-002
AIRBUS A310 aeroplanes
EASA AD 2011-0187
ATA 57 Wings – Slats # 2 and 3, Extension Bolts at Tracks
4, 5, 6, 7 and 8 – Replacement.
Slat extension eccentric bolts have been re-classified as
Principal Structural Elements (PSE). As a result, associated
fatigue lives will be published in the Airbus A310
Airworthiness Limitations Section (ALS) Part 1 and bolts
must be replaced at or before their calculated fatigue lives.
This AD requires the replacement of all slat extension
eccentric bolts as required by the reference AD.
29
11-10-019
Airbus A300, A310 and A300-600
aeroplanes
EASA 2011-0198
ATA 05 Time Limits and Maintenance Checks – Damage
Tolerant Airworthiness Limitation Items – ALS Part 2 –
Amendment.
EASA AD 2009-0155 required compliance with the
maintenance requirements and associated airworthiness
limitations defined in the AIRBUS A300 ALI Document
issue 04, AIRBUS A310 ALI Document issue 07, and
AIRBUS A300-600 ALI Document issue 12.
This AD retains the requirements of EASA AD 2009-0155,
which is superseded, and requires compliance with the
airworthiness limitations defined in the Airbus A300-600
ALI Document issue 13 and TR13.1, and the A310 ALI
document issue 08.
AIRBUS A318 A319 A320 AND A321
30 07-03-022R2
Airbus A318, A319, A320 and A321
aeroplanes, all models, all manufacturer
serial numbers (MSN) fitted with GE
Aviation landing gear (LG) selector valve
40GA or LG door selector valve 41GA with
the following Part Numbers (P/N) :
- LG selector valve P/N: 114079017,
114079015, 114079013, 114079009AB,
114079009A, 114079009, 114079005AB,
114079005A, 114079005, 114079001AB,
114079001A, or 114079001.
- LG door selector valve P/N: 114079016,
114079014, 114079012, 114079010AB,
114079010A, 114079010, 114079006AB,
114079006A, 114079006, 114079002AB,
114079002A, or 114079002.
The following aeroplanes are not affected
by this AD:
- Aeroplanes MSN’s 2389, 2392, 2393,
2396, 2398, 2403, 2405, 2407, 2409, 2410,
2411, from 2413 to 2439 inclusive, 2441,
and MSN above 2441, on which no
replacement of the LG selector valve 40GA
or of the LG door selector valve 41GA has
been performed since the aeroplane delivery.
- Aeroplanes on which LG selector valve
40GA and LG door selector valve 41GA
have the marking "DI" or “DI-BE” recorded
on their amendment plates.
by ssi
EASA AD 2011-0065R2
Landing Gear - Extension and Retraction Selector Valves Inspection/Replacement
This revision AD is issued to identify the affected P/N
selector valves in the Applicability and clarify the
requirements for aeroplanes on which an affected P/N
selector valve has been installed after the effective date of the
original issue of this AD, which does not have the duplicate
inspection "DI" or “DI-BE” recorded on its amendment plate.
This AD also adds an optional terminating action, to install
new P/N 114079018 and P/N 114079019 valves which have
new CX seals, introduced by Airbus Modification 38947 in
production.
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Subject
31
07-08-019R1
Airbus A319-111, A319-112, A319-113,
A319-114, A319-115, 319-131, A319-132,
A319-133, A320-111, A320-211, A320212, A320-214, A320-215, A320-216,
A320-231, A320-232, A320-233, A321111, A321-112, A321-131, A321-211,
A321-212, A321-213, A321-231 and A321232 aeroplanes, all manufacturer serial
numbers, if equipped with fuel pumps
manufactured by Eaton Aerospace Limited
(formerly FR-HITEMP Limited) with Part
Number (P/N) 568-1-27202-001, P/N 568-127202-002 or P/N 568-1-27202-005.
Note: Aeroplanes on which fuel pumps have
not been modified or replaced since
embodiment of Airbus modification 37508
in production are not affected by the
requirements of this AD.
EASA AD 2007-0218R1
-“Fuel – Main Fuel Pump System / Fuel Pumps –
Airworthiness Limitations / Inspection / Replacement “.
-An operator reported a failure of a type 8410 fuel pump P/N
568-1-27202-005 in service. Subsequent investigation
revealed that the cause of the pump failure was due to one of
the two screws and nuts holding the gas return connector to
the top of the motor housing had become unscrewed. The
screw dropped between the motor rotor and the stator where
it caused the short circuit resulting in the circuit breaker
tripping. Further investigation concluded that this was due to
the inadequate locking mechanism of the nut and the screw
being incorrectly torque tightened. Consequently, the
integrity of the pump’s explosion proof housing is not kept
and arcing may occur during the failure. In case the pump is
not submerged in fuel, an explosion could occur both inflight or on ground.
-Further investigations have revealed that all of the Eaton
type 8410 fuel pumps, P/N 568-1-27202-001, P/N 568-127202-002 and P/N 568-1-27202- 005, can be affected.
-For that reason, DGCA AD 07-08-019 (EASA AD 20070218) was issued, retaining the requirements of DGCA AD
06-08-003 (EASA AD 2006-0222), which was superseded,
and expanded the applicability to require the modification or
replacement of all affected pumps.This AD has been revised
to clarify the applicability.
32
11-01-023
A319 and A320 aeroplanes
EASA AD No. 2011-0001
“Indicating & Recording Systems – Flight Warning
Computers – Replacement”
The investigation results identified the need for
improvements in the identification of throttle mis-positioning
and so providing further opportunity for the flight crew to
identify an incorrect thrust lever configurations and to correct
this. In addition, the analysis of the thrust lever managements
issue shows two categories of scenarios that could lead to
thrust asymmetry during landing with controllability and
deceleration concdequences.
-One thrust lever kept in forward thrust when the other is put
in IDLE or REVERSE. This has been seen in cases of
dispatch with one thrust reverses inoperative; and
-One thrust lever moded in forward position after landing,
usually when bringing the thrust lever back from REVERSE
to IDLE
These thrust asymmetry conditions, if not corrected, could
results in loss of control of the aeroplane during landing.
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33
11-01-024
Airbus A319 and A320 aeroplanes all
manufacture serial number, except
aeroplanes on which Airbus modification
32025 has been embodied in prduction on
Left-hand (LH) and Right-Hand (RH) wings
EASA AD No. 2011-0011
“Wings – Outer Wing Main Landing Gear Support Rib 5
Fitting – Inspection / Modification”
This AD retains the requirements of DGCA AD 07-08-008
(EASA AD 2007-0213) for aeroplanes on which the MLG
Rib Bushes have not been modified/ repaired in accordance
with the instructions of Airbus SB A320-57-1118, or Airbus
SRM 57-26-13, or the identified Airbus Repair Instructions,
as applicable, and
Requires, for all aeroplanes on which Airbus SB A320-571118 has been embodied in service, or on which Airbus SRM
57-26-13 or the identified Airbus Repair Instructions have
been applied, a repetitive inspection program of the MLG
support Rib 5 fitting forward lugs and, depending on
findings, the accomplishment of the associated corrective
actions, and
Reduces the Applicability by deleting A318 aeroplanes.
34
11-01-027
Airbus 318, A319, A320, A321
EASA AD 2010-0165
ATA 35 Oxygen System - Passenger Oxygen Masks Indentification / Modification / Replacement.To detect and
correct the oxygen mask in flow indicator weakness that
could lead to further case of fracturing and separation of the
in-flow indicators of passanger oxygen mask, which could
inhibit oxygen flow to the mask and consequenly result in
exposure of the passanger and cabin attendents to hypoxia
following a depressurization event
35
11-01-027R1
Airbus 318, A319, A320, dan A321
EASA AD 2010-0165R1
ATA 35 Oxygen System - Passenger Oxygen Masks Indentification / Modification / Replacement.To detect and
correct the oxygen mask in flow indicator weakness that
could lead to further case of fracturing and separation of the
in-flow indicators of passanger oxygen mask, which could
inhibit oxygen flow to the mask and consequenly result in
exposure of the passanger and cabin attendents to hypoxia
following a depressurization event
36
11-02-004
Airbus A319 and A320
EASA AD 2011-0015
“Fuselage-Emergency Off-Wing Exit Escape Slide Release
Cables-Replacement”
Several operators reported unsuccessful slide deployments
during scheduled deployment tests and/or failed functional
tests of the release travel of the slide release mechanism.
Investigations revealed deformation of the PTFE (Teflon)
ball guide strip of the release cable, Part Number (P/N)
L32A319-160-001. In such a situation the travel of the cable
could be insufficient to open the valve when opening the
exit, thereby reducing the gas flow from the reservoir to the
off-wing slide in automatic or manual mode. As a result, the
aspirator will not ingest sufficient ambient air for slide
inflation.
This condition, if not corrected, could lead to the nonavailability of LH and/or RH off-wing exit slides for
evacuation that would impair emergency evacuation of the
aeroplane occupants, possibly resulting in personal injuries.
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37
11-02-013
AIRBUS A318, A319, A320 and A321
aeroplanes
EASA AD 2011-0201
ATA 32 Landing Gear – Nose Landing Gear / Braking and
Steering Control Unit – Inspection / Replacement.
To prevent landing incidents with NLG wheels rotated at 90
degrees, DGAC France issued AD F-2005-191 to require the
implementation of an operational procedure and the
accomplishment of certain maintenance actions. EASA AD
2006-0174, which superseded AD F-2005-191, was issued to
extend the applicability and to introduce repetitive boroscope
inspections of the NLG upper support lugs and cylinder lugs.
This AD retains some of the requirements of EASA AD
2006-0174, which is superseded, extends the applicability to
all A318, A319, A320 and A321 aeroplanes.
38
11-03-001
Airbus A319-111, A319-112, A319-113,
A319-114, A319-115, A319-131, A319132, A319-133, A320-111, A320-211,
A320-212, A320-214, A320-215,A320-216,
A320-231, A320-232, A320-233, A321111, A321-112, A321-131,A321-211, A321212, A321-213, A321-231 and A321-232
aeroplanes, all
manufacturer serial numbers, except
aeroplanes on which Airbus modification
30648 has been embodied in production or
Airbus Service Bulletin (SB) A320-32-1223
(any revision) has been embodied in service,
on left-hand (LH) and right-hand (RH)
MLG.
EASA AD 2011-0024
Landing Gear – Main Landing Gear (MLG) Side-Stay Cuff
Lug –Inspection / Repair
One complete rupture of a pair of MLG side stay cuff lugs
has been reported,resulting in the disconnection of the sidestay downlock springs from the lock stay links.This
condition, if not detected and corrected, could prevent the
MLG to lockdown during a freefall extension, possibly
resulting in MLG collapse with consequent damage to the
aeroplane and injury to passengers.This AD retains the
requirements of DGAC France AD F-2002-075R1, which is
superseded, and extends the inspection interval from 500
flight hours (FH) to 900 FH.
39
11-03-001R1
Airbus A319, A320 and A321 aeroplanes
EASA AD 2011-0024R1
ATA 32 Landing Gear - Main Landing Gear (MLG) SideStay Cuff Lug - Inspection/Repair
To address the unsafe condition that could prevent the MLG
to lock-down during a freefall extension, possibly resulting
in MLG collapse with consequent damage to the aeroplane
and injury to passenger due to disconnection of the side-stay
downlock spring from the lock stay locks cause by
undetected and uncorrected complete rupture of a pair of
MLG side stay cuff lugs.
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40
11-03-009
Airbus A321 aeroplanes
EASA AD 2011-0035
“Wings – Centre Wing Box Lower Panel - Inspection”
During removal of one centre wing box (CWB) lower aft
panel during production, the following defects were found:
-An excessive layer of sealant in between the lower panel
and the rib pads, and
-Small metal chips between the panel and rib pads.
Investigations revealed that the metal chips trapped between
parts (panels and stiffeners) have a possible impact on
fatigue life of CWB panels.
Consequently, cracks in the bore holes of the CWB lower
panel may occur in service, thereby reducing the structural
integrity of the aeroplane.
For the reasons describe above, this AD requires a special
detailed inspection of CWB lower panel bore holes to detect
any defect or crack and, depending on findings, associated
corrective actions.
41
11-03-010
Airbus A319, A320 and A321 aeroplanes
EASA AD 2011-0034
“Wings – Outer Wing Refuelling Aperture Electrical
Bonding – Inspection / Modification”
Cases of corrosion findings have been reported on the
overwing refuelling aperture (used to fill the fuel tank by
gravity) on the wing top skin. The reported corrosion was on
the mating surface of the aperture flange, underneath the
refuel adaptor. Corrosion findings have been repaired on a
case by case basis in accordance with approved data.
For certain aeroplanes (identified by MSN in the
applicability section of this AD), the provided repair
contained instructions to apply primer coating on the mating
surface. Since doing those repair, it has been found that this
primer coating may prevent proper electrical bonding
provision between the overwing refuelling cap adaptor and
the wing skin.
This condition, if not corrected, could, in combination with a
lightning strike in this area, create a source of ignition in a
fuel tank, possibly resulting in a fire or explosion and
consequent loss of the aeroplane.
For the reason describe above, this AD requires a one-time
electrical bonding check between the gravity fill re-fuel
adaptor and the top skin panels on the affected aeroplanes
and, in case of findings, the application of the associated
corrective actions.
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42
11-04-007
A319 and A320 aeroplanes
EASA AD No.2011-0054
"Electric and Electronic Common Installation – Terminal
Modules – Identification / Replacement". Electrical
discontinuity has been detected on terminal modules Part
Number (P/N) NSA 937901M1604, manufactured by
Deutsch, due to an insufficient crimping of the female
contacts on the shunt, caused by a wrong setting of the
crimping tool.
This condition, if not corrected, could potentially result in inflight failure of the Electrical Flight Control System (EFCS)
and consequent loss of control of the aeroplane. In addition,
this condition could lead to a non detected passenger oxygen
loss, which, in case of emergency, could result in a large
number of passenger oxygen masks not being supplied with
oxygen, possibly causing
personal injuries.
This AD requires the identification and replacement of the
affected terminal modules and also prohibits the
installation of the affected modules on any aeroplane as
replacement parts.
43
11-04-015
AIRBUS A318, A319, A320 and A321
aeroplanes.
EASA AD 2011-0069
ATA 32 Landing Gear – Main Landing Gear (MLG) Door
Actuator – Monitoring / Inspection. To correct the condition
could prevent the full extension and/or downlocking of the
MLG, possibly resulting in MLG collapse during landing or
rollout and consequent damage to the aeroplane and injury to
occupants.
44
11-05-002
A319,A320,and A321 aeroplanes
EASA AD 2011-0077
"Equipment / Furnishings – Cargo Loading System Fixed YZ
Latches Attachment Points – Modification".
Investigation has revealed that the installed Tie Down Points
of YZ latches on the Cargo Loading System (CLS) of Airbus
A319, A320 and A321 aeroplanes do not withstand the
maximum loads in accordance with the certification
requirements (CS 25.787 “Stowage compartments”).
45
11-06-004
Airbus A300, A310, A318, A319, A320,
A321, A330 and A340 aeroplanes.
Fokker Services F27 aeroplanes.
EASA AD 2011-0098
ATA 25 Equipment & Furnishings – Passenger Seat –
Replacement.
Results from a determination that the affected seats and
seating systems may not meet certain flammability, static
strength, and dynamic strength criteria. Failure to meet static
and dynamic strength criteria could result in injuries to the
flightcrew and passengers during emergency landing
conditions. In the event of an in-flight or post-emergency
landing fire, failure to meet flammability criteria could result
in an accelerated fire. This AD issued to prevent accelerated
fires and injuries to the flightcrew and passengers.
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46
11-06-016
A319, A320 and A321 aeroplanes
EASA AD 2011-0120
“Fuselage – Nuts – Inspection / Replacement”
During structural part assembly in Airbus production line,
some nuts Part Number (P/N) ASNA2531-4 were found
cracked. Investigations were performed to determine the
batches of the affected nuts and had revealed that these nuts
have been installed in production on the fuselage of
aeroplanes listed in the applicability section of reference AD.
Static, fatigue and corrosion tests were performed, which
demonstrated that no immediate maintenance action is
necessary. However, a large number of these nuts are fitted
on primary structural elements, which could have long-term
consequences.
This condition, if not corrected, could impair the structural
integrity of the affected aeroplanes.
For the reasons described above, this AD requires a detailed
inspection of the affected nuts, associated corrective actions,
depending on findings, and replacement of the affected P/N
ASNA2531-4 nuts with new ones, having the same P/N.
47
11-06-016R1
AFFECTED PRODUCT :
Airbus A318-112, A318-121, A319-111,
A319-112, A319-115, A319-132, A319133, A320-214, A320-216, A320-232,
A320-233, A321-211, A321-212, A321-213
and A321-231 aeroplane models,
manufacturer serial number (MSN): 3339,
3340, 3350, 3360, 3367, 3369, 3372, 3380,
3382, 3385, 3387, 3388, 3390, 3393, 3395,
3397 to 3508 inclusive, 3510 to 3519
inclusive, 3522, 3523, 3525, 3527, 3529,
3530, 3537, 3539, 3542, 3544, 3546, 3548,
3552, and 3555.
EASA AD 2011-0120R1
“Fuselage – Nuts – Inspection / Replacement”
This AD is revised DGCA AD 11-06-016 (EASA AD 20110120) to reduce the Applicability. Since no spare nuts have
been delivered to operators for installation on Airbus
aeroplanes, only the Models and MSN listed in the Airbus
SB are affected by this AD.
48
11-06-017
A319, A320 and A321 aeroplanes
EASA AD 2011-0121
“Wings – Nuts – Inspection / Replacement”
During structural part assembly in Airbus production line,
some nuts Part Number (P/N) ASNA2531-4 were found
cracked.
Static, fatigue and corrosion tests were performed, which
demonstrated that no immediate maintenance action is
necessary. However, a large number of these nuts are fitted
on primary structural elements, which could have long-term
consequences.
This condition, if not corrected, could impair the structural
integrity of the affected aeroplanes.
For the reasons described above, this AD requires a detailed
inspection of the affected nuts, associated corrective actions,
depending on findings, and replacement of the affected P/N
ASNA2531-4 nuts with new ones, having the same P/N.
by ssi
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49
11-06-017R1
Airbus A318-112, A318-121, A319-111,
A319-112, A319-115, A319-132, A319133, A320-214, A320-216, A320-232,
A320-233, A321-211, A321-212, A321-213
and A321-231 aeroplane models,
manufacturer serial number: 3359, 3361,
3365, 3366, 3368, 3370, to 3508 inclusive,
3510 to 3519 inclusive, 3522, 3523, 3525,
3527, 3529, 3530, 3533, 3534, 3537, 3539,
3542, 3544, 3546, 3548, 3552, and 3555.
EASA AD 2011-0121R1
“Wings – Nuts – Inspection / Replacement”
This AD is revised DGCA AD 11-06-017 (EASA AD 20110121) to reduce the Applicability. Since no spare nuts have
been delivered to operators for installation on Airbus
aeroplanes, only the Models and MSN listed in the Airbus
SB are affected by this AD.
50
11-07-021
AIRBUS A319 and A320 aeroplanes
EASA AD 2011-0134
"Fuselage – Keel Beam Side Panels – Inspection"
During certification structural fatigue tests, several cases of
structural damage (cracks) have been found on keel beam
side panels. Cracks were observed on both sides of the keel
beam around the rivets below the center wing box between
frame (FR) 40 and FR 42, and in part of the area of the upper
elliptical cut out forward of FR 41.
This type of damage, if not detected and repaired, would
adversely affect the structural integrity of the aeroplane.
For the reasons described above, this AD, which supersedes
DGAC France AD 2003-146, requires repetitive Eddycurrent NDT inspections for cracks in the affected areas of
the keel beam side panel below the center wing box and
corrective actions, depending on indings.
51
11-07-031
AIRBUS A318, A319, A320 and A321
aeroplanes
EASA AD 2011-0137
ATA 25 Equipment / Furnishings – Passenger Compartment
Class Divider / Gas Spring Damper – Inspection /
Replacement.
To prevent in-flight detachment of the class divider, possibly
resulting in injury to the occupants. This AD requires
repetitive inspections of the gas spring damper to check
whether the gas spring damper load is under specified limit,
and gas spring damper replacement in case of finding.
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52
11-08-003
Airbus A319,A320,A321.
EASA AD 2011-0142
"Aircraft Flight Manual – Display Unit Failure – Operational
Procedure."
The fretting corrosion phenomenon was identified to be the
root cause of the pin to socket arcing at the Integrated Drive
Generator (IDG) feeder cable pylon/nacelle interface
connector. Investigation has identified a non-optimised
electrical harness installation as a contributing factor to this
phenomenon that could lead to electrical arcs with possible
electrical flickering. That may cause the following symptoms
during flight :1) Intermittent flickering of display units, e.g.
primary flight display, navigation display, electronic
centralized aircraft monitoring (ECAM) and / or
multipurpose control display unit (MCDU),2)Transient
disconnection of several systems (auto pilot, yaw damper,
auto throttle), triggering of aircraft system warnings and/or
flags,3)Loss of IDG power supply on the affected engine,
and/or 4)Flickering of cabin lights. To address this issue,
Airbus has issued a new AFM procedure, applicable to all
aeroplanes. This “DISPLAY UNIT FAILURE“ procedure,
which replaces the one contained in AFM TR 4.02.00/20,
allows the flight crew to determine the affected generator,
select it OFF and reset the rudder trim. This AD requires
amendment of the applicable AFM to ensure that the flight
crew
applies the appropriate operational procedure.
53
11-09-003
AIRBUS A318, A319, A320 and A321
aeroplanes
EASA AD 2011-0155
ATA 05 Time Limits and Maintenance Checks – Fuel
Airworthiness Limitations – ALS Part 5 – Amendment.
This AD retains the requirement of DGCA AD 06-07-040
(EASA AD 2006-0203), which is superseded, and requires
the implementation of the new or more restrictive
maintenance requirements and/or airworthiness limitations as
specified in Airbus A318/A319/A320/A321 FAL Document
issue 4.
54
11-09-003R1
AIRBUS A318, A319, A320 and A321
aeroplanes.
EASA AD 2011-0155R1
ATA 05 Time Limits and Maintenance Checks – Fuel
Airworthiness Limitations – ALS Part 5 – Amendment.
This AD retains the requirement of DGCA AD 06-07-040
(EASA AD 2006-0203), which is superseded, and requires
the implementation of the new or more restrictive
maintenance requirements and/or airworthiness limitations as
specified in Airbus A318/A319/A320/A321 FAL Document
issue 4.
This AD has been revised to delete a requirement from
paragraph (1), which was not explicitly part of the original
requirements of DGCA AD 06-07-040 (EASA AD 20060203), as the text inadvertently implied. This revision does
not change the technical content, required actions, or
compliance times of this AD.
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55
11-09-004
AIRBUS A318, A319, A320 and A321
aeroplanes
EASA AD 2011-0160
ATA 25 Equipment / Furnishings – Escape Slide Raft –
Modification / Replacement.
To correct escape slide raft inflation system instalation that
could delay the evacuation from the aeroplane in case of
emergency, possibly resulting in injury to the occupants.
56
11-09-013
AIRBUS A318, A319, A320 and A321
aeroplanes.
EASA AD 2011-0167
ATA 35 Oxygen – Chemical Emergency Oxygen Containers
– Identification / Modification.
To detect and correct chafed particles from the mask hoses
during installation onto the generator outlets that could
reduces or block the oxygen supply, possibly resulting in
injury to passengers when oxygen supply is needed.
57
11-09-018
Airbus A320-214 and A320-232 aeroplanes
with the serial numbers listed in the refrence
AD
EASA AD 2011-0176
ATA 53 Fuselage – Forward Fuselage Frame (FR) 35
Circumferential Junction – Inspection / Repair.
A problem was reported during the installation of upper
panels on Frame 35 in Airbus A320 final assembly line.
Investigations revealed that medium head fasteners, Part
Number (P/N) EN6114V3, were installed in lieu of shear
head fasteners, P/N ASNA2657V3 and ASNA2043V3,
which were previously used. Installation of these medium
head fasteners leads to a deeper countersink in the panel.
Fatigue and damage tolerance analyses were performed, the
results of which demonstrated that this installation could
have a fatigue impact on two rows of fasteners between
stringers (STGR) 5 and 6, and indicated the need for a
specific inspection in this area.
This condition, if not detected and corrected, could impair
the structural integrity of the affected aeroplanes.
For the reasons described above, this AD requires repetitive
special detailed inspections of the affected fasteners and,
depending on findings, the accomplishment of associated
corrective actions.
58
11-10-005
AIRBUS A319 and A320 aeroplanes.
EASA AD 2011-0188-CN
ATA 32 GOODRICH carbon brake - Reduction of
performances.
To terminate action for the requirements of DGAC France
AD F-2001-499 R4 (EASA Approval 2005-6191) that has
been declared embodied on all affected aeroplanes by
operators. The affected P/N carbon brakes are no longer
available as replacement parts. Consequently, the unsafe
condition that was addressed by DGAC France AD F-2001499 R4 (EASA Approval 2005-6191).
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59
11-10-013
AIRBUS A318, A319, A320 and A321
aeroplanes.
EASA AD 2011-0201
ATA 32 Landing Gear – Nose Landing Gear / Braking and
Steering Control Unit – Inspection / Replacement.
To prevent landing incidents with NLG wheels rotated at 90
degrees, DGAC France issued AD F-2005-191 to require the
implementation of an operational procedure and the
accomplishment of certain maintenance actions. EASA AD
2006-0174, which superseded AD F-2005-191, was issued to
extend the applicability and to introduce repetitive boroscope
inspections of the NLG upper support lugs and cylinder lugs.
This AD retains some of the requirements of EASA AD
2006-0174, which is superseded, extends the applicability to
all A318, A319, A320 and A321 aeroplanes
60
11-10-014
AIRBUS A318, A319, A320 and A321
aeroplanes.
EASA AD 2011-0202
ATA 32 Landing Gear – Landing Gear Control and Interface
Unit (LGCIU) Wiring – Modification.
To correct a condition of an uncommanded nose landing gear
(NLG) retraction on the ground as a result of a power
interruption to LGCIUs and an internal hydraulic leak
through the landing gear (LG) selector valve. If not
corrected, could lead to further incidents of untimely
unlocking and/or retraction of the NLG which, while on the
ground, could result in injury to ground personnel and
damage to the aeroplane. This AD requires installation of a
power interruption protection circuit to the LGCIU and the
accomplishment of associated modifications.
61
11-10-015
AIRBUS A318, A319, A320 and A321
aeroplanes.
EASA AD 2011-0203
ATA 34 Navigation – Angle of Attack (AoA) Probes –
Replacement.
This AD requires the identification of the serial number (s/n)
of each installed Thales Avionics Part Number (P/N)
C16291AA AoA probe and the replacement of all suspect
units with serviceable ones. This AD also prohibits the
(re)installation of these same s/n probes on any aeroplane,
unless corrective measures have been accomplished.
62
11-12-004
AIRBUS A320 and A321 aeroplanes (see
ref.AD for Appicability)
EASA AD 2011-0229
ATA 53 Fuselage – Forward Fuselage Frame (FR) 24 –
Inspection / Repair.
To correct a missing fastener at FR 24 between stringer
(STRG) 25 and STRG 26 on the right-hand (RH) side that
could impair the structural integrity of the affected
aeroplanes.
63
11-12-006
AIRBUS A319, A320, and A321 aeroplanes
(see ref. AD for applicability)
EASA AD 2011-0231
ATA 53 Fuselage – Windshield Central Lower Node
Continuity Fittings – Inspection / Repair.
To detect and correct a crack on continuity fittings at the
front windshield lower framing that could reduce the
structural integrity of the affected aeroplanes.
AIRBUS A330 SERIES
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64
10-07-027R1
Airbus A330 aeroplanes
EASA AD No. 2010-0103R1
“Electric and Electronic Common Installation – Cable Loom
Installation – Modification”.
The distance between the wire harnesses 5376VB/2M and
5377VB/1M which are above left-hand (LH) and righthand
(RH) door 4, and the air conditioning duct could be too
small. This could result in collision between the flexible air
conditioning hose and wire
harnesses.This condition, if not corrected, could lead to the
short circuit of wires dedicated to oxygen, which, in case of
emergency, could result in a large number of passenger
oxygen masks not being supplied with oxygen,possibly
causing personal injuries.
The original issue of this AD required the installation of a
protective sleeve and an additional bracket to maintain the
appropriate distance between wires.
65
11-01-002
Airbus A330 aeroplanes, models -201, 202, -203, -243, -341, -and -342
EASA AD 2010-0271
Auto Flight – Auto Pilot & Auto-Thrust Disconnect –
Operational Procedure
When there
are significant differences between all airspeed sources, the
flight controls of an Airbus A330 or A340 aeroplane will
revert to alternate law, the autopilot (AP) and the auto-thrust
(A/THR) automatically disconnect, and the Flight Directors
(FD) bars are automatically removed.
It has been identified that, after such an event, if two airspeed
sources become similar while still erroneous, the flight
guidance computers will:
- Display FD bars again, and
- Enable autopilot and auto-thrust re-engagement
However, in some cases, the autopilot orders may be
inappropriate, such as possible abrupt pitch command. This
AD requires an amendment of the Flight Manual to ensure
that flight crews apply the appropriate operational
procedure
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Subject
66
11-01-017R1
Rolls Royce PLC, Models RB211 Trent 76860, 772-60, 772B-60 and 772C-60 engines
all serial numbers. These engine are known
to be installed on, but not limited to Airbus
A330 series aeroplanes.
EASA AD 2010-0266R1
-“Engine – Intermediate Pressure Compressor Rotor Shaft
and Balance Weights - Inspection”.
-Cracks have found on the Intermediate Pressure (IP)
Compressor rotor shaft of two in service Trent 800 engines
and on one in service Trent 700 engine. The cracking had
initiated from frettage mark caused by balance weights, but
the key factors behind the crack propagation are not fully
understood. Stress analysis of the damage condition has
shown that it presents a possible threat to the rotor integrity.
This condition, if not detected and corrected could lead to IP
Compressor rotor shaft failure and consequent non contained
high energy debris, possibly resulting in damage to teh
aeroplane. EASA issued AD 2007-0052 to address this
unsafe condition. Recent evaluation and anlysis have
indicated the need for improved inspection method for the
Trent 700 and 800 engines, which have now been developed.
In addition, since EASA Proposed AD (PAD) 10-065 was
issud, Rolls-Royce have also developed a modification for
those engines, accomplishment of which will terminate the
need for repetitive inspections. For the reason described
above, this AD supersedes EASA AD 2007-0052 and
requires, for the Trent 700 and 800 engines, repetitive on
wing boroscope and in shop Eddy Current inspections of the
IP Compressor rotor shaft for discrepancies and depending
on findings, corrective actions. This AD has been
republished to correct the references to Rolls-Royce NMSB
RB211-72-G448, where th “72” ATA code was missing.
This AD revised to confirm that accomplishment of the
actions of the on wing inspection during a non qualifying
shop visit is acceptable to comply with the requirement this
AD.
67
11-01-025
A330 aeroplanes, all manufacturer serial
number
EASA AD 2011-0007
Doors – Forward and Aft Cargo Compartment Doors –
Inspection
Operators havee reported cases of some sheared fasteners on
the outside skin of the forward cargo door, detected during
walk around checks. Further inspections revealed crack
findings on the frame (FR) fork ends.
In addition, during a scheduled maintenance check, the aft
cargo door frame 64A of an aeroplane has been found
cracked for a length of more than 3 inches. Outer skin rivets
were also found sheared. In case of cracked or ruptured
(forward or aft) cargo door frame, the loads will be
transferred to the remaining structural elements. Such second
load path is able to sustain the loads for a limited number of
flight cycles only. Rupture of two vertical frames could result
in the loss of the structural integrity of the forward or aft
cargo door.
For the above described reasons, this AD requires repetitive
detailed visual inspections of the aft and forward cargo doors
outer skin for sheared, loose or missing rivets at all frame
fork ends and the accomplishment of the applicable
corrective actions.
by ssi
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68
11-01-025R1
Airbus A330 aeroplanes, models -200, -300
all manufacturer serial numbers
EASA AD 2011-0007R1
69
11-02-009
Airbus A330 aeroplanes, -243, -341, -342
and -343 models, all manufacturer serial
numbers
EASA AD No. 2011-0018
-“Exhaust – Thrust Reverser – C-Ducts – Life Limits “.
-The life limits of the thrust reversers C-Ducts are not
addressed by the definition of the structural life limits of Safe
Life items as defined in the A330 Airworthiness Limitations
Section - ALS Part 1. As a result, these life limits are covered
by an Airworthiness Directive (AD). These life limits are due
to unexpected high fatigue loads (measured during
certification tests) on the hinges integrated into the 12
o’clock beam, which forms the upper extreme edge of the
thrust reverser C-Duct of Rolls Royce Trent 700 engines.
-This AD retains the requirements of DGCA AD 04-01-003
(DGAC France AD F-2001-528 R2), which is superseded,
and adds the following life limits:
1.Part Numbers (P/N) of the thrust reversers C-Ducts:
HDTR3416L, HDTR3417L, HDTR3419R, HDTR3420R life
limit is 25 000 FC.
2.P/N HDTR3415L and HDTR3418R life limit is 40 000 FC.
70
11-03-004
Airbus A330 aeroplanes, models -243, -341,
and -342, all manufacturer serial numbers,
except aeroplanes on which Airbus
modification 200616 has been embodied in
production.
EASA AD 2011-0032
Landing Gear – Nose Landing Gear (NLG) – NLG Main
Fitting – Modification
To prevent the NLG main fitting rupture,possibly resulting in
a NLG collapse, which would constitute an unsafe condition.
This AD requires the accomplishment of a modification
which consists in adding primer paint to the cadmium around
the dowel bush holes on the main fitting, in order to provide
further protection against cadmium degradation.
71
11-03-011
Airbus A330 aeroplanes
EASA AD 2011-0040
ATA 32 Landing Gear - Main and Central landing Gear
Bogie Pivot Pins and Bushes Inspection/Repair/Replacement
To prevent possibly collapse of the main or central landing
gear due to stress corrosion cracking of the Bogie Pivot Pin.
72
11-04-010
Airbus A330 aeroplanes, models -243, 243F, -341, -342 and -343, all
manufacturer serial numbers.
EASA AD No. 2011-0062
- ATA 71 “Engine – Engine Air Intake Cowl Assembly –
Piccolo Tube – Inspection”.
This AD revises the requirement of DGCA AD 11-01-025
(EASA AD 2011-0007) which is require repetitive detailed
visual inspections of the aft and forward cargo doors outer
skin for sheared, loose or missing rivets at all frame fork
ends and the accomplishment if the applicable corrective
action.
- This AD requires to perform inspections of RR Trent 700
nose cowls and, depending on findings,to do the applicable
corrective action(s). These inspections include internal
inspection of Piccolo tube, detailed inspection of Piccolo
tube mount links,inspection of aft side of forward bulkhead
and outer boundary angle.
by ssi
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Subject
73
11-04-018
AIRBUS A330 and A340 aeroplanes.
EASA AD 2011-0073
ATA 26 Fire protection – Fire Detection Unit (FDU) –
Inspection / Replacement. To correct the faulty FDU have
identified a soldering quality issue on one of the internal
cards that may adversely affect the fire detection system
performance in case of a fire in the area that is monitored by
the faulty FDU, potentially resulting in an unsafe condition.
74
11-07-032
AIRBUS A330 and A340-200/-300
aeroplanes.
EASA AD 2011-0139
ATA 29 Hydraulic Power – High Pressure Manifold Check
Valves – Inspection.
To prevent hydraulic leaks,possibly leading to the loss of all
three hydraulic systems and consequent loss of control of the
aeroplane.
75
11-08-001
AIRBUS A330 aeroplanes, all manufacturer
serial numbers. If fitted with Goodrich Pitot
Probes Part Number (P/N) 0851HL, having
serial numbers (s/n) 267328 through 270714
inclusive.
EASA AD 2011-0138
"Navigation – Pitot Probe Quick-Disconnect Union – Torque
Check."
Several reports of loose pneumatic quick-disconnect unions
on Goodrich pitot probes P/N 0851HL. These may be the
result of mis-torque of the affected unions at equipment
manufacturing level. This condition, if not corrected, could
lead to an air leak, resulting in incorrect total pressure
measurement and consequent erroneous Calibrated Airspeed
(CAS)/MACH parameters delivered by the Air Data
Computer (ADC).
EASA issued Emergency AD 2009-0202 to require a torque
check of the pneumatic quick-disconnect union on certain
Goodrich P/N 0851HL pitot probes and corrective action,
depending on findings. This AD was leter to exclude pilot
probes marked with a red torque check-mark from the torquecheck required by paragraph (2.1) of reference AD. This AD
retains the requirements of EASA AD 2009-0202R1, which
is superseded.
76
11-08-002
AIRBUS A330 and A340-200/-300
aeroplanes.
EASA AD 2011-0141
ATA 32 Landing Gear – Main Landing Gear (MLG) Bogie
Beam – Inspection / Repair / Modification.
To prevent a runaway excursion event, or to detachment of to
the bogie from the aeroplane, or to landing gear collapse,
possibly resulting in damage to the aeroplane and injury to
the occupants.
77
11-09-011
AIRBUS A330 and A340-200/-300
aeroplanes
EASA AD 2011-0171
ATA 53 Fuselage – Frame (FR) 40 / Fuselage Skin Panel
Junction – Inspection.
To detect and correct the crack that are found on both lefthand (LH) and right-hand (RH) sides on internal strap, or
butt strap, or keel beam fitting, or forward fitting FR40
flange. This condition could lead to crack propagation,
possibly resulting in reduced structural integrity of the
fuselage.
by ssi
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78
11-09-012
AIRBUS A330 and A340-200/-300
aeroplanes
EASA AD 2011-0170
ATA 32 Landing Gear – Main Landing Gear (MLG) Wheel
Axle - Reduced Life Limit Following Repair.
To correct the specific repair accomplished on certain MLG
wheel axles that have a detrimental effect on the fatigue lives
of these parts, possibly affecting the structural integrity of the
aeroplane. Fatigue analyses were performed, the results of
which indicated that the life limit of the affected MLG wheel
axles must be reduced to below the one stated in the A330
and A340 Airbus Airworthiness Limitation Section (ALS)
Part 1.
79
11-09-017
Airbus A330-243, A330-243F, A330-341,
A330-342 and A330-343 aeroplanes,
all manufacturer serial numbers.
EASA AD 2011-0173
ATA 71 Power Plant – Engine Air Inlet Cowl Acoustic
Panels – Inspection.
Two operators of A330 aeroplanes fitted with Rolls-Royce
Trent 700 engines reported finding extensive damage to
engine air intake cowls as a result of acoustic panel collapse,
most probably caused by panel disbonding.
This condition, if not detected and corrected, could lead to
the detachment of the engine air intake cowl from the engine,
possibly resulting in ingestion of parts by, and consequence
damage to, the engine, or injury to persons on the ground.
For the reasons described above, this AD requires repetitive
special detailed inspections (tap tests) of the 3 inner acoustic
panels of both engine air intake cowls to detect any
disbonding and, depending on findings, applicable corrective
actions.
80
11-09-020
Airbus A330-202, A330-203, A330-243,
A330-342 with the serial numbers listed in
the refrence AD.
EASA AD 2011-0177
ATA 52 Doors – Forward and Aft Cargo Doors – Inspection
/ Replacement.
Investigations have shown that a specific batch of cargo
doors might have deviations in quality, such as irregular bore
holes, improper application of sealant and paint or
cleanliness. These production deviations are related to the
quality of the door structure.
This condition, if not corrected, may degrade the structural
integrity of the affected Forward (Fwd) and Aft cargo doors.
For the reasons described above, this AD requires a one-time
inspection to identify the Fwd and Aft cargo doors, and
replacement of the affected cargo doors.
81
11-09-022
AIRBUS A330 aeroplanes.
EASA AD 2011-0179
ATA 32 Landing Gear – Main Landing Gear Retraction
Actuator Piston Rod - Inspection / Modification.
To detect and correct the rupture of the LH MLG retraction
actuator piston rod and crack propagation along the length of
the piston rod that could lead to MLG failure during landing
or roll-out and consequent damage to the aeroplane and
injury to occupants.
by ssi
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82
11-10-011
Airbus A330-201, A330-202, A330-203,
A330-223, A330-243 aeroplanes, all
manufacture serial numbers (MSN), except
those on which Airbus modification 200242
has been embodied in production.
Airbus A330-223F and A330-243F
aeroplanes, all MSN, except:
- aeroplanes on which Airbus modification
58623 has been embodied in production and
on which Airbus modification 200281 has
not been embodied in production, and
- aeroplanes on which Airbus modification
200242 has been embodied in production.
EASA AD 2011-0196
ATA 28 “ Fuel / Main Transfer System – Rear and/or Center
Tank Fuel Pump Control Circuit - Modification
Further to the accident which occurred to a Boeing 747-131
in 1996 (flight TWA800), the FAA issued a set new rules
related to Fuel Tank Safety including Special Federal
Aviation Regulation (SFAR) 88. In line with SFAR88, the
JAA issued policy JAA INT/POL 25/12 and recommended
to the National Aviation Authorities (NAA) the application
of a similar regulation.
To ensure compliance with the requirements set by SFAR88
and JAA INT/POL 25/12, this AD requires that Ground Fault
Interrupters (GFI) are installed into the electrical power
supply circuits of fuel pumps for which the canisters become
uncovered during normal operation, taking into account
normal fuel reserve or the fuel level, triggering the low fuel
level warning.
The function of this additional system protection is to
electrically isolate the pump if a ground fault condition
occurs downstream of the GFI. The GFI gives additional
earth leakage protection to the downstream circuit.
83
11-10-012
AIRBUS A330 and A340-200/-300
aeroplanes.
EASA AD 2011-0197
ATA 29 Hydraulic Power – Ram Air Turbine (RAT) Pump –
Anti-Stall Device – Inspection / Replacement.
To detect and correct a RAT Pump malfunction that could
lead to the in-flight loss of the RAT-Pump pressurization
which, in case of a total engine flame out, could have
consequences for the hydraulic circuits, possibly resulting in
reduced control of the aeroplane.
84
11-10-016
Airbus A330-201, A330-202, A330-203,
A330-243, A330-341 and A330-342 and
aeroplanes, all manufacturer serial numbers
(MSN), except those on which Airbus
modification 201043 has been
embodied in production.
EASA AD 2011-0204
ATA 29 Hydraulic Power – Ram Air Turbine Actuator –
Identification / Replacement.
by ssi
During a production test flight, a Ram Air Turbine (RAT) did
not deploy when tested. An investigation, conducted by the
RAT manufacturer Hamilton Sundstrand (HS) and Arkwin
Industries, revealed that the RAT did not deploy due to
insufficient stroke inside one of the actuator deployment
solenoids.
This condition, if occurring following a total engine flame
out, or during a total loss of normal electrical power
generation, could possibly result in reduced control of the
aeroplane. For the reasons described above, this AD requires
the modification of the affected RAT actuator deployment
mechanism, or replacement of the RAT actuator with a
modified unit.
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85
EASA AD 2011-0199
11-11-001
Airbus A330 and A340-200/-300 aeroplanes. ATA 22, 27 Auto Flight / Flight Controls – Flight Control
Primary Computer (FCPC) – Modification / Replacement.
EASA AD 2010-0271 required an amendment of the Flight
Manual to ensure that flight crews apply the appropriate
operational procedure. Since that AD was issued, new FCPC
software standards have been developed that will inhibit
autopilot engagement under unreliable airspeed conditions
which in some cases, the AP orders may be inappropriate,
such as possible abrupt pitch command. This AD requires
software standard upgrade of the three FCPCs by either
modification or replacement as stated in the reference AD.
86
11-11-002
Airbus A330 and A340 aeroplanes
EASA AD 2011-0211
ATA 32 Landing Gear – Main Landing Gear (MLG) Bogie
Beam – Inspection / Repair.
To detect and correct bogie beam crack that could result in
the aeroplane departing the runway or to the bogie detaching
from the aeroplane or gear collapses, which would all
constitute unsafe conditions at speeds above 30 knots.
87
11-11-003
Airbus A330 aeroplanes.
EASA AD 2011-0212
ATA 32 Landing Gear – Main Landing Gear (MLG) Bogie
Beam – Life Limit.
Due to prematurely fractured of the MLG bogie beam, the
current life limit of certain MLG bogie beams with dry fit
axles installed on A330 aeroplanes only must be reduced
compared to the life limit stated in the A330 Airworthiness
Limitations Section (ALS) Part 1- Safe Life Airworthiness
Limitation Items revision 05 approved by EASA on 29 July
2010. Failure to comply with the reduced life limit of the
MLG bogie beam with dry fit axle might jeopardize the
MLG structural integrity, this AD requires the replacement of
the affected MLG bogie beams before reaching the new
reduced life limit.
88
11-12-015
AIRBUS A330 and A340 aeroplanes. (see
ref. AD for applicability)
EASA AD 2011-0242
ATA 56 Windows – Fixed Windows / Windshield Heating
Connectors – Inspection / Replacement.
To correct a cases of burning smell and/or smoke in the
cockpit during cruise phase leading in some cases to
diversion that could significantly increase the flight crew
workload which would, under some flight phases and/or
circumstances, constitute an unsafe condition.
BAe 146 and AVRO 146-RJ SERIES
by ssi
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89
10-01-009-U-R1
BAe 146 and AVRO 146-RJ aeroplanes, all
models, all serial numbers (s/n), if a Nose
Landing Gear (NLG) unit with Part Number
(P/N) 200876001, P/N 200876002, P/N
200876003, P/N 200876004,or P/N
201138002 is installed, on which MessierDowty SB 146-32-150 has not been
embodied, or if a Messier-Dowty NLG unit
with one of these P/Ns is installed, which
has had Messier-Dowty SB 146-32-150
declared as being embodied by MessierService, Sterling, Virginia, United States of
America.
EASA 2010-0001-E
"Landing Gear - Nose Landing Gear - Inspection /
Replacement". This AD is issued to amends to requirements
of DGCA AD 09-09-006-U (EASA) AD 2009-0197-E),
which is requires repetitive NDT inspections of each effected
NLG unit and, if cracks are found, replacement with a
serviceable unit and reduces the threshold and interval of the
repetitive NDT inspections.
90
11-03-014
BAe System BAe46 and AVRO 146-RJ
aeroplanes
EASA AD 2011-0048
ATA 50: Time Limits/Maintenance Check - Airworthiness
Limitations - Amendment / Implementation
To prevent unsafe condition due to failure to comply the new
or more restrictive maintenance requirements and/or
airworthiness limitations as specified in the defined parts of
Chapter 05 of the AMM at revision 101.
91
11-04-014
BAE system (Operations) Ltd BAe 146 and
AVRO 146-RJ aeroplanes.
EASA AD 2011-0065
ATA 26 Fire Protection - Baggage Bay Fire Bottles Wiring
Looms - Inspection/Modification
To prevent unsafe condition cause by misassembled such two
squib electrical connectors of the baggage bay fire bottles
that can be cross-connected in conjuction with a fire in one
of the baggage bay. This condition could result in the fire
extinguishant to be discharge into a wrong compartment and
consequent potential damage to the aircraft and injury to its
occupants.
92
11-05-017
BAe 146 and Avro 146-RJ aeroplanes, all
models, all serial numbers, if a nose landing
gear bay left hand sidewall with one of the
following part numbers is installed:
HC537L0002-000, -002 and -004,
HC537H8021-000,-002 and -004 and
HC537H8018-000.
EASA AD 2011-0097
ATA 53 "Fuselage – Nose Landing Gear Bay Left Hand
Sidewall Stiffeners – Inspection / Repair".
A corner crack was found on the left hand Nose Landing
Gear (NLG) sidewall well. The crack was located on one of
the sidewall stiffeners adjacent to the area being inspected.
In this instance, the cracking was severe enough to warrant
replacement of the sidewall. This AD requires repetitive
inspections of the stiffeners on the left hand NLG sidewall.
This AD also introduces an optional terminating action for
the repetitive inspections.
93
11-05-018
BAE SYSTEMS (OPERATIONS) ltd Bae
146 and AVRO 146-RJ SERIES
EASA AD 2011-099
To prevent failure of the fuselage skin leading to a possible
sudden loss of cabin pressure due to a crack propagation
towards the forward discharge valve outlet
94
11-11-007
BAE Systems (Operations) Ltd Bae 146 and
Avro 146-RJ aeroplanes.
EASA AD 2011-0216
ATA 25 Equipment / Furnishings – Galley / Stowage
Installation – Modification.
To correct a cracked galley support may not be able to
withstand flight loads and/or landing loads which could
result in failure of the galley supports, possibly resulting in
injury to the occupants and/or damage to the aeroplane.
by ssi
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95
11-11-011
BAE SYSTEMS (Operations) LTD BAe
146 and AVRO 146-RJ aeroplanes.
EASA AD 2011-0220
ATA 29 Hydraulics – Hydraulic Fluid Containment System –
Installation.
To correct hydraulic pipe ruptures in the centre of the cabin
of BAe 146 aeroplanes that could lead to harmful or
hazardous concentrations of hydraulic fluid or hydraulic
vapour entering the passenger compartment, possibly
resulting in injury to the occupants.
BAE ATP
96 11-03-020
BAE Systems (Operations) Ltd. ATP
aeroplanes
BEECHCRAFT - B 200 & 390
97 11-01-003
-B200 Serial number BB-1926, BB-1978,
and BB-1988 through BB-2000
-B200GT Serial Number BY-1 through BY26
-B300 Serial Number FL-427, FL-493 and
FL-500 through FL-573
-B300C (C-12W) Serial number FM-14
through FM-18
98
11-07-025
Hawker Beechcraft Corporation Models
B300 and B300C (C-12W) airplanes, all
serial numbers, certificated in any category;
and Are modified per Hawker Beechcraft
Drawing 130M000030 or Kit Drawing 1304014 that incorporate Pilot's Operating
Handbook and FAA Approved Flight
Manual, part number (P/N) 130-590031-245.
BELL HELICOP. TEXTRON-MODEL 206
99 11-07-008
Bell Helicopter Textron Canada (BHTC)
helicopters equipped with upper left
longeron assembly part number 206-031314-037, 206-031-314-177 or spare
assembly part number 206-031-314-219B:
Model 407, Serial Number 53000 through
53900, 53911 thorugh 54061 and 54300.
100 11-07-011R1
Bell Helicopter Textron Canada (BHTC)
helicopters:
Models 206L, 206L1, 206L3, all serial
numbers,
Model 206L4, serial numbers 52001
through 52430.
by ssi
EASA AD No.2011-0052
ATA 05 Time Limits / Maintenance Check-Airworthiness
Limitations-Amandment / Implementation. To prevent unsafe
condition due to failure to comlpy the new or more restrictive
maintenance requirements and/or airworthiness limitations as
specified in the defined parts of Chapter 05 of the AMM at
revision 86.
FAA 2010-26-03
To prevent collapsed pneumatic supply tube, which could
result in failure of the tail deice boots to operate. This failure
could lead to loss of control in icing conditions.
FAA AD 2011-15-05
This AD is issued to correct the published data in the
airplane flight manual and the pilot's operating handbook and
ensure it corresponds with the published data in the pilot's
checklist. This condition, if not corrected, could result in
taking off from shorter runways than required by the airplane
if the airplane loses an engine after takeoff decision speed
(V1). This could result in the airplane running out of runway
before take-off can be accomplished.
CF-2011-42
Longeron Cracking.
To correct cracking of upper left longeron on helicopters that
can lead to a serious structural defect and loss of the
helicopter.
CF-2011-19R1
ATA 27 Flight Controls Incorrect Assembly of Hydraulic
Servo Actuators.
To prevent disconnect of hydraulic servo actuators due to
improper lock washer installation. This situation if not
inspected and corrected may lead to loss of helicopter
control. This revision is issued to extend a one-time
inspection for the installed actuator off all serial numbers.
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101 11-07-011-U
Bell Helicopter Textron Canada (BHTC)
helicopters :
Models 206L, 206L1, 206L3, all serial
numbers.
Model 206L4, serial number 52001 through
52428.
CF-2011-19
ATA 27 Flight Controls - Incorrect Assembly of Hydraulic
Servo Actuators.
To prevent disconnect of hydraulic servo actuators due to
improper lock washer installation. This situation if not
inspected and corrected may lead to loss of helicopter control.
102 11-11-009
Bell Helicopter Textron Canada Models
206L, L-1, L-3 and L-4, all serial numbers.
CF-2011-43
Main Rotor Blade - New Life limit.
During manufacturing, some main rotor blades were
inadvertently fitted with the oversized spar spacers. This
configuration reduces the life of the blades from 3600 to
2300 hours air time.
103 11-12-003
Bell Helicopter Textron Canada Models
206L, L-1, L-3 and L-4 helicopters
equipped with a main rotor blade part
number 206-015-001-107, -109, -111, 115, -117, -119 or -121.
CF-2011-44
ATA 62 MAin Rotor Blade.
The presence of the crack in the spar could lead to the total
failure of the blade and the loss of the helicopter. This
directive mandates a radiographic inspection of the affected
blades and removal of the blades which are found not to meet
acceptable bonding criteria.
BELL HELICOP. TEXTRON-MODEL 212
104 11-04-008
Model 212 helicopters certificated in any
category, with a main rotor hub inboard
strap fitting (fitting), part number (P/N) 212010-103-007, installed, with the serial
numbers (S/Ns) listed in the reference AD
FAA AD 2011-08-01
This AD is prompted by a recent accident that resulted in
several fatalities. During the investigation of the accident, a
crack was found on a fitting and certain fittings were not
manufactured in accordance with approved manufacturing
processes and controls have determined. Due to the severity
of a fitting failure, replacing certain serial-numbered fittings,
and expanding the applicability to require performing a
magnetic particle inspection (MPI) for a crack on the
remaining serial numbers of the fittings with the same part
number are required. The actions specified by this AD are
intended to prevent failure of a fitting, loss of a main rotor
blade, and subsequent loss of control of the helicopter.
105 11-06-012
Bell Helicopter Textron Model 212, 412,
412CF, and 412EP helicopters with a tail
rotor (T/R) blade, part number 212-010-750
(all dash numbers), all serial numbers
(S/Ns) except those S/Ns with a prefix ''A''
and a number 17061 or larger, installed,
certificated in any category.
FAA AD 2011-12-08
This AD to detect corrosion or pitting in the forward spar
area of a T/R blade to prevent a crack in the T/R blade, loss
of the T/R blade, and subsequent loss of control of the
helicopter.
106 11-11-013
Bell Helicopter Textron, Inc Model 205A-1,
205B, 210 and 212 helicopters with a main
rotor blade (blade), part number (P/N) 204012-001-023 or -033; 210-015-001-101;
212-015-501-005, -111, -113, -115, -117, 119, or -121, installed, certificated in any
category.
FAA AD 2011-03-02
To detect an edge void, corrosion, or a crack on a blade, to
prevent the loss of a blade and subsequent loss of control of
the helicopter
BELL HELICOP. TEXTRON-MODEL 407
by ssi
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107 11-07-006
Bell Helicopter Textron Canada (BHTC)
helicopters:
Model 407, serial numbers 53000 through
53900, 53911 through 53999 and 54000
through 54070
Model 427, serial numbers 56001 through
56077, 58001 and 58002
CF-2011-17
ATA 27 Incorrect Assembly of Hydraulic Servo Actuators.
To prevent disconnect of hydraulic servo actuators due to
improper lock washer installation. This situation if not
inspected and corrected may lead to loss of helicopter control.
108 11-07-006R1
Bell Helicopter Textron Canada helicopters:
Model 407, serial numbers 53000 through
53900, 53911 through 53999 and 54000
through 54081 equipped with servo
actuators part number 206-076-062-105 or
206-076-062-107.
Model 427, serial numbers 56001 through
56077, 58001 and 58002 equipped with
servo actuators part number 206-076-062109 or 206-076-062-111.
CF-2011-17R1
ATA 27 Flight COntrols - Incorrect Assembly of Hydraulic
Servo Actuators.
To prevent disconnect of hydraulic servo actuators due to
improper lock washer installation. This situation if not
inspected and corrected may lead to loss of helicopter
control. Revision 1 (R1) of this directive is issued to extend
the coverage of the one-time inspection to all installed
actuators.
109 11-11-008
Bell Helicopter Textron Canada (BHTC)
helicopters equipped with upper left
longeron assembly part number 206-031314-037, 206-031-314-177 or spare
assembly part number 206-031-314-219B:
Model 407, Serial Number 53000 through
53900, 53911 thorugh 54061 and 54300.
CF-2011-42
Longeron Cracking.
To correct cracking of upper left longeron on helicopters that
can lead to a serious structural defect and loss of the
helicopter.
BOEING 727 SERIES
110 11-01-022
The Boeing Company Model 727-200 and
727-200F series airplane, certified in any
category
FAA AD 2011-01-05
-This AD results from reports of cracks in the aft pressure
bulkhead web. DGCA Indonesia is issuing this AD to detect
and correct cracking in the aft pressure bulkhead web, which
could adversely affect the structural integrity of the airplane,
resulting in difficulty maintaining cabin pressurization or
rapid decompression of the airplane.
111 11-02-001
Boeing 727-200 series airplane
FAA AD No.2011-02-05
"Air Transport Association (ATA) of America Code 53 :
Fuselage " This AD result from reports of scribe lines found
at skin lap joints, around external repairs and external
features such as antennas , and at locations where external
decals had been cut. This AD issued to detect and correct
scribe lines , which can develop into fatique cracks in the
skin and cause rapid decompression of the airplane.
112 11-06-009
Boeing Model 727-100, 727-100C, 727200, and 727-200F.
FAA AD 2011-12-05
This AD was prompted by fuel system reviews conducted by
the manufacturer. We are issuing this AD to increase the
level of protection from lightning strikes and prevent the
potential of ignition sources inside fuel tanks, which, in
combination with flammable fuel vapors, could result in fuel
tank explosions and consequent loss of the airplane.
BOEING 737-SERIES
by ssi
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113 11-01-010
The Boeing Company Model 737-800 and 900 series airplane, certificated in any
category, as identified in Boeing Service
Bulletin 737-53A1289, Revision 1, dated
November 18, 2009.
FAA AD 2010-26-06
-This AD results from reports of scribe line damage found
adjacent to the skin lap joints, decals, and wing-to-bodyfairings. DGCA Indonesia is issuing this AD to detect and
correct scribe line, which can develop into fatigue cracks in
the skin. Undetected fatigue cracks can grow and cause
sudden decompression of the airplane.
114 11-01-011
The Boeing Company Model 737 -200, 300, -400 and -500 series airplane,
certificated in any category; as identified in
Boeing Alert Service Bulletin 73753A1254, Revision 1, dated July 9, 2009
FAA AD 2010-25-06
-This AD results from the detection of fatigue cracks at
certain frame sections, in addition to stub beam cracking,
caused by high flight cycle stresses from both pressurization
and maneuver loads. DGCA Indonesia is issuing this AD to
detect and correct fatigue cracking of certain fuselage frames
and stub beams and possible severed frames, which could
result in reduced structural integrity of the frames. This
reduced structural integrity can increase loading in the
fuselage skin, which will accelerate skin crack growth and
could result in rapid decompression of the fuselage.
115 11-01-016
Boeing Model 737-300, -400, and -500
series airplanes, certificated in any category.
FAA AD 2011-01-12
“Air Transport Association (ATA) of America Code 54:
Nacelles/Pylons”
This AD is issued to prevent damage of the fuse pins of the
inboard and outboard midspar fittings of the nacelle strut,
which could result in reduced structural integrity of the fuse
pins, and consequent loss of the strut and separation of the
engine from the airplane.
116 11-02-010
(1)The Boeing Company Model 737-200,200C,-300, -400, and -500 series airplanes,
as identified in Boeing Alert SB 73731A1325, dated January 11, 2010
(2)The Boeing Company Model 737-400
series airplanes identified in Boeing Alert
Service Bulletin 737-31A1398, dated
January 7, 2010
FAA AD No. 2011-03-14
-This AD results from a design change in the cabin altitude
warning system that would address the indetified unsafe
condition. This AD is issued to prevent failure of the
flightcrew to recognize and react properly to a valid cabin
altitude warning horn, which could result in incapacitation of
the flightcrew due to hypoxia (lack of oxygen in body) and
consequent loss of control of the airplane
117 11-03-002
All The Boeing Company Model 737-300, 400, and -500 series airplanes, certificated
in any category.
FAA AD No. 2011-04-10
This AD issue to detect and correct corrosion of the carriage
spindle, which could result in fracture. Fracture of both the
inboard and outboard carriage spindles, in the forward ends
through the large diameters, on a flap, could adversely affect
the airplane’s continued safe flight and landing.
118 11-03-017
The Boeing Company Model 737-800 and 900ER series airplanes, certficated in any
category
FAA AD No. 2011-06-05
"Air Transport Association (ATA) of America Code 57:
Wings" This AD results of parts coming off the main slat
track downstop assemblies. DGCA is issuing this AD to
prevent loose or missing parts from the main slat track
downstop assemblies from falling into the slat can and
causing a puncture, which could result in a fuel leak and
consequent fire.
by ssi
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119 11-04-004U
Boeing Company Model 737-300, -400,
and -500 series airplanes
FAA AD No. 2011-08-51
This AD was prompted by a report indicating that a Model
737-300 series airplane experienced a rapid decompression
when the lap joint at stringer S-4L between body station (BS)
664 and BS 727 cracked and opened up due to cracking in
the lower skin at the lower row of fasteners. We are issuing
this AD to detect and correct such cracking, which could
result in an uncontrolled decompression of the airplane.
120 11-05-007
This AD applies to The Boeing Company
Model 737-300, -400, and -500 series
airplanes, certificated in any category.
FAA AD 2011-08-51
"Air Transport Association (ATA) of America Code 53:
Fuselage".
This AD was prompted by a report indicating that a Model
737-300 series airplane experienced a rapid decompression
when the lap joint at stringer S-4L between body station (BS)
664 and BS 727 cracked and opened up due to cracking in
the lower skin at the lower row of fasteners. This AD to
detect and correct such cracking, which could result in an
uncontrolled decompression of the airplane.
121 11-06-003
The Boeing Company
717,737,747,757,767,777,MD-11, DC-9,
MD-88 and MD-90 aeroplanes. Mitsubishi
Heavy Industry aeroplanes.
FAA AD 2011-12-01
(ATA) of America Code 25: Equipment/Furnishings.
Results from a determination that the affected seats and
seating systems may not meet certain flammability, static
strength, and dynamic strength criteria. Failure to meet static
and dynamic strength criteria could result in injuries to the
flightcrew and passengers during emergency landing
conditions. In the event of an in-flight or post-emergency
landing fire, failure to meet flammability criteria could result
in an accelerated fire. This AD issued to prevent accelerated
fires and injuries to the flightcrew and passengers.
122 11-07-002
This AD applies to The Boeing Company
Model 737-200, -200C, -300, -400, and 500 series airplanes, certificated in any
category; as identified in Boeing Alert
Service Bulletin 737-28A1212, Revision 1,
dated August 27, 2010.
FAA AD 2011-12-09
This AD results from fuel system reviews conducted by the
manufacturer. The Federal Aviation Administration is issuing
this AD to prevent damage to the fuel pumps caused by
electrical arcing that could introduce an ignition source in the
fuel tank, which, in combination with flammable fuel vapors,
could result in a fuel tank explosion and consequent loss of
the airplane.
123 11-07-003
This AD applies to The Boeing Company
Model 737-600, -700, -700C, -800, -900,
and -900ER series airplanes
FAA AD 2011-12-13
Air Transport Association (ATA) of America Code 27:
Flight Controls.
This AD was prompted by reports that the warning horn did
not sound during the takeoff warning system test of the S132
''nose up stab takeoff warning switch.'' This AD is issued to
detect and correct a takeoff warning system switch failure,
which could reduce the ability of the flightcrew to maintain
the safe flight and landing of the airplane.
124 11-09-014
The Boeing Company Model 737-600, 700, -700C, -800, and -900 series airplanes
as described in paragraph "Applicability" of
the reference AD
FAA AD 2011-18-03
This AD was prompted by fuel system reviews conducted by
the manufacturer. This AD to prevent center tank fuel pump
operation with continuous low pressure, which could lead to
friction sparks or overheating in the fuel pump inlet that
could create a potential ignition source inside the center fuel
tank. These conditions, in combination with flammable fuel
vapors, could result in a center fuel tank explosion and
consequent loss of the airplane.
by ssi
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125 11-10-008
Boeing Company Model 737-600, -700, 700C, -800, -900, and -900ER series
airplanes, certificated in any category, as
identified in Boeing Special Attention
Service Bulletin 737-27-1282, Revision 1,
dated June 14, 2010.
FAA AD 2011-20-10
ATA 27 Flight controls.
To detect and correct contact between the wire bundle and
the left forward rudder quadrant. Damage to the wire bundle
from contact between the wire bundle and the left forward
rudder quadrant could result in uncommanded stabilizer trim
and autopilot disconnects due to shorted wires, potentially
affecting the capability of the flightcrew during high work
load and consequently reducing control of the airplane.
126 11-10-009
This AD applies to The Boeing Company
Model 737-800 series airplanes, certificated
in any category; as identified in Boeing
Alert Service Bulletin 737-28A1201,
Revision 1, dated May 28, 2009.
FAA AD 2011-20-07
Joint Aircraft System Component (JASC)/Air Transport
Association (ATA) of America Code 28: Fuel.
This AD was prompted by fuel system reviews conducted by
the manufacturer. We are issuing this AD to prevent pump
housing burn-through due to electrical arcing, which could
create a potential ignition source inside a fuel tank. This
condition, in combination with flammable fuel vapors, could
result in a fuel tank explosion and consequent loss of the
airplane.
127 11-10-010
This AD applies to all The Boeing
Company Model 737-800, and -900ER
series airplanes, certificated in any category.
FAA AD 2011-18-10
Air Transport Association (ATA) of America Code 71:
Powerplant.
This AD was prompted by reports indicating that operators
found that the center link assembly for the aft engine mount
was reversed on several airplanes that had not had an engine
removed since delivery. We are issuing this AD to prevent
increased structural loads on the aft engine mount, which
could result in failure of the aft engine mount and consequent
separation of the engine from the airplane.
128 11-11-004
Boeing Company Model 737-300, -400, 500 series airplanes, certificated in any
category; as identified in Boeing Alert
Service Bulletin 737-53A1279, Revision 1,
dated September 2, 2011.
FAA AD 2011-23-05
ATA 53 Fuselage.
To detect and correct cracking in the fuselage frames and
frame reinforcements, which could reduce the structural
capability of the frames to sustain limit loads, and result in
cracking in the fuselage skin and subsequent rapid
depressurization of the airplane.
129 11-12-009
The Boeing Company Model 737-200, 200C, -300, -400, and -500 series airplanes,
certificated in any category.
FAA AD 2011-24-12
ATA 53 Fuselage.
To detect and correct fatigue cracking of the fuselage skin
panels at the chem-milled steps, which could result in sudden
fracture and failure of the fuselage skin panels, and
consequent rapid decompression of the airplane.
BOEING 747 SERIES
130 11-01-012
The Boeing Company Model 747 -400, 400D and -400F series airplane, certificated
in any category.
by ssi
FAA AD 2010-26-07
This AD results from reports of cracking of the fuselage skin
and adjacent internal skin splice plate at the left and right
nose wheel well aft corners, and the outer chord of the body
station (BS) 400 bulkhead. DGCA Indonesia is issuing this
AD to detect and correct cracking of the fuselage skin or
splice plate, which, together with cracking of the bulkhead
outer chord, could result in large skin cracks and subsequent
in-flight rapid decompression of the airplane.
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131 11-01-014
Boeing Model 747-200C, -200F, -400, 400D, and -400F series airplanes, certified
in any category as identified in Boeing
Service Buletin 747-53A2499 Revision 2,
dated August 12, 2010
FAA AD 2010-26-10
“Air Transport Association (ATA) of America Code 53:
Fuselage”
132 11-04-001
This AD applies to the Boeing Company
Model 747 series airplanes, as identified in
Boeing Service Bulletin 747-28A2292,
Revision 3, dated December 9, 2010.
FAA AD No.2011-06-03
- Air Transport Association (ATA) of America Code 28:
Fuel.
- This AD results from fuel system reviews conducted by the
manufacturer. This AD is issuing to prevent electrical current
from flowing through a motor operated valve (MOV)
actuator into a fuel tank, which could create a potential
ignition source inside the fuel tank. This condition, in
combination with flammable fuel vapors, could result in a
fuel tank explosion and consequent loss of the airplane.
133 11-05-001
The Boeing Company Model 747-200B, 300, -400, -400D, and -400F series
airplanes; certificated in any category;
equipped with Pratt and Whitney 4000 or
General Electric CF6-80C2 series engines,
as identified in Boeing Alert Service
Bulletin 747-54A2232, dated April 15, 2010.
FAA AD No. 2011-09-14
This AD to detect and correct incorrectly installed mid-pivot
bolt assemblies on the spring beam on the outboard struts.
Incorrectly installed bolt assemblies could lead to fatigue
cracking and consequent fracturing of the mid-pivot bolt
assembly, which could lead to loss of the spring beam load
path and the possible separation of a strut and engine from
the airplane during flight.
134 11-05-013
Boeing Model 747-400, 747-400D, and 747400F series airplanes; certificated in any
category; equipped with General Electric
CF6-80C2 series engines or Pratt &
Whitney PW4000 series engines, as
applicable.
FAA AD 2011-10-02
This AD was prompted by a report of automatic retraction of
the leading edge flaps due to indications transmitted to the
flap control unit (FCU) from the thrust reverser control
system during takeoff. The Federal Aviation Administration
is issuing this AD to prevent automatic retraction of the
leading edge flaps during takeoff, which could result in
reduced climb performance and consequent collision with
terrain and obstacles or forced landing of the airplane.
135 11-07-019
This AD applies to all The Boeing
Company Model 747 series airplanes,
certificated in any category.
FAA AD 2011-05-03
- Air Transport Association (ATA) of America Code 28:
Fuel.
- This AD was prompted by fleet information indicating that
the repetitive inspection interval in the existing AD is too
long because excessive chafing of the sleeving continues to
occur much earlier than expected between scheduled
inspections. This AD is issuing to detect and correct abrasion
of the Teflon sleeving and wires in the bundles of the fuel
boost pumps for the numbers 1 and 4 main fuel tanks and of
the auxiliary tank jettison pumps (if installed), which could
result in electrical arcing between the wires and aluminum
conduit and consequent fire or explosion of the fuel tank.
136 11-07-028
FAA AD 2011-14-11; Boeing SB 747-29A2114, Rev. 1 dated
July 15, 2010
This AD was prompted by a report of a fuel leak from the
main fuel feed tube at the number two engine pylon. this AD
to detect and correct chafing of the main fuel feed tube and
the alternating current motor-driven hydraulic pump wire
bundle, which could lead to arcing from the exposed wire to
the fuel feed tube, and could result in a fire or explosion.
The Boeing Company Model 747-400 and 400D series airplanes, certificated in any
category; as specified in Boeing Service
Bulletin 747-29A2114, Revision 1, dated
July 15, 2010.
by ssi
This AD is issued to prevent fatigue cracking in certain lap
joints, which could result in rapid depressurization of the
airplane.
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137 11-08-005
This AD applies to The Boeing Company
Model 747 airplanes and Model 767
airplanes, certified in any category,
equipped with General Electric Model CF680C2 or CF6-80A series engines.
FAA AD 2011-16-02
This AD to ensure that the flightcrew has the proper
procedures to follow in certain icing conditions. These
certain icing conditions could cause a multiple engine
flameout during flight with the potential inability to restart
the engines, and consequent forced landing of the airplane.
138 11-08-009
Boeing Company Model 747-400 and -400F
series airplanes, certificated in any category,
as identified in Boeing Alert Service
Bulletin 747-25A3588, Revision 1, dated
April 7, 2011.
FAA AD 2011-16-06
ATA 25 Equipment / Furnishings.
To prevent water penetration into the MEC, which could
result in the loss of flight critical systems.
BOEING MODEL MD-82 and MD-83
139 11-07-014
Boeing Company Model MD-82 and MD83, certificated in any category.
140 11-08-023
Boeing Company Model DC-9-81 (MD-81),
DC-9-82 (MD-82), DC-9-83 (MD-83), DC9-87 (MD-87), and MD-88 airplanes,
certificated in any category; as identified in
Boeing Alert Service Bulletin MD8057A242, Revision 1, dated January 7, 2011.
BOLKOW BO-105 SERIES
141 11-01-019
BO105 A, BO105 C, BO105 D, BO105 S
helicopters, all variants, all serial numbers
by ssi
FAA AD 2011-14-03
This AD was prompted by a report of a crack found in the
upper center skin panel at the aft inboard corner of a right
horizontal stabilizer. We are issuing this AD to detect and
correct cracks in the horizontal stabilizer upper center skin
panel. Uncorrected cracks might ultimately lead to the loss of
overall structural integrity of the horizontal stabilizer.
FAA AD 2011-17-11
This AD is issued to detect and correct fatigue cracking due
to material fatigue from normal flap operating loads, which
could result in fuel leaks, damage to the wing skin or other
structure, and consequent reduced structural integrity of the
wing.
EASA AD No. 2010-0223
-“Main Rotor Drive – Main Gearbox - Inspection“.
-An accident recently occured with a BO105 helicopter and
the initial findings indicate that the event appears to be linked
with a deterioration of the Main Gearbox (MGB), due to a
contaminated oil supply. This condition, if not detected and
corrected, could lead to MGB failure and consequent loss of
control of the helicopter. Pending further investigation, ECD
has developed measures to address and correct this unsafe
condition.
-For the reason above, this AD requires a one time inspection
of the magnetic plug/chip detector and of the MGB oil filter
and depending on findings, corrective actions (s). This AD
also requires the implemantation of new corrective action
criteria for later (scheduled and unscheduled) MGB
inspections, to be applied each time there is a particle
identification.
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142 11-02-012 U
BO105 A, BO105 C, BO105 D, BO105 LS
A-1, BO105 LS A-3 and BO105 S
helicopters, all variants (except variants CB5 and DBS-5), all serial numbers.
EASA AD No. 2010-0216-E
-“Main Rotor – Main Rotor Blade Erosion Protective Shell –
Inspection / Replacement “.
-During an inspection on a BO105 helicopter, debonding was
found on the erosion protective shell of one of the main rotor
blades. Investigation showed that the reason for this
debonding was incorrect installation of the erosion protective
shell. This condition, if not corrected, could result in loss of
the erosion protective
shell during flight, leading to unbalance of the main rotor and
high vibrations which could cause damage to the helicopter.
A detached erosion protective shell could damage the tail
boom or tail rotor, possibly resulting in loss of tail rotor
control, or fall away from the helicopter, possibly causing
serious injuries to the persons on the ground.
-To address this unsafe condition, ECD has published Alert
Service Bulletin (ASB) ASB BO105-10-124 and ASBBO105LS-10-12 that specify a one-time inspection of the
main rotor blades for correct installation of the erosion
protective shell.
-For the reasons described above, this AD requires the
accomplishment of the inspection as outlined in the latest
revision of the ECD ASB, and corrective actions, depending
on findings.
143 11-05-012
BO105 A, BO105 C, BO105 D and BO105
S helicopters, all variants, all serial numbers.
EASA AD 2011-0091
"Main Rotor Drive – Main Gearbox – Inspection".
An accident occurred with a BO105 helicopter and the initial
findings indicated that the event was linked with a
deterioration of the Main Gearbox (MGB), due to a
contaminated oil supply. This condition, if not detected and
corrected, could lead to MGB failure and
consequent loss of control of the helicopter.Pending further
investigation, ECD has developed measures to address and
correct this unsafe condition.
For the reasons described above, this AD requires a one-time
inspection of the MGB
magnetic plug / chip detector and of the MGB oil filter and,
depending on findings, corrective action(s). That AD also
required the implementation of new corrective action criteria
for later (scheduled and unscheduled) MGB inspections, to
be applied each time there is a particle identification.
Since that AD was issued, it has been determined that
repetitive inspections of the magnetic plug and oil filter at
reduced intervals are necessary to ensure that any
discrepancy is detected and corrected, and ASB BO105-10125 has been revised accordingly. This AD retains the initial
requirements of AD 2010-0223, which is superseded, and
requires the implementation of repetitive inspections of the
magnetic plug and oil filter and corrective actions,depending
on findings.
BOLKOW KAWASAKI-HELICOPTER
144 11-01-004
Kawasaki BK117 C-2 Helicopters
by ssi
TCD-7746-2010
"ATA 52: Doors"
This AD is issued to prevent unintentional opening of the
sliding door
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145 11-01-006
Kawasaki BK117 C-2 helicopter
JCAB TCD-7723-2010
ATA 27 Flight Control - Bellcrank bearings - Inspection /
Installation / Replacement. To Prevent impairment of free
movement of the flight controls that result from the bellcrank
shifting in the axial direction due to in correct installation of
bellcrank bearings.
146 11-01-008
Kawasaki BK117 C-2 helicopters
TCD-7745-2010
To prevent flight into terrain during flight under Instrument
Flight Rules (IFR) result from an unintenational turning of
the BARO rotary knobs, because the force required to turn
these rotary knobs is too low.
147 11-02-002
Kawasaki BK117 C-2 Helicopters
TCD-7805-2010
To prevent loss of electrical power and inducing loss of
system that are necessary for safe flight, which result from
failure of the generator, because the over current pass
through one generator when another generator is deactivated.
148 11-02-003
Kawasaki BK117 C-2 helicopters equipped
with Automatic Flight Control System
JCAB AD No. TCD-7804-2010
This AD issued is to prevent abnormal proximity to the
ground, which result from unexpected descent to much lower
altitude, because the automatic level-off function is
erroneously triggered.
149 11-02-008
Kawasaki BK117 C-2 helicopters
JCAB TCD-7794-2011
ATA 27 Flight Control – Longitudinal Main Rotor Actuator –
Inspection / Rigging.
To prevent reduced control of the helicopter which results
from impaired freedom of movement of the upper control
because of the longitudinal main rotor piston actuator
movement during rigging.
BOMBARDIER CL-600-2B16
150 11-05-006
Bombardier Inc. Model CL-600-2B16
aeroplanes, Serial Numbers 5301, 5302,
5305 through 5318, 5320 through 5328,
5331 through 5349, 5351 through 5367,
5369 through 5408, 5410, 5412 through
5426, 5428 through 5438, 5440 through
5489, 5491 through 5498, 5500 through
5517, 5519 through 5522, 5524 through
5665.
151 11-06-005
Bombardier Inc. Models CL-600-2B16
Serial Numbers 5701 through 5802, 5804
through 5808, 5810 through 5816, 5819,
5822 through 5823.
by ssi
CF-2011-08
An investigation revealed that in all cases, the silver-plated
copper wires within the ADG power feeder cables were
damaged due to galvanic corrosion. It was subsequently
determined that the silver-plating is inadequate for this
application.
In the event of damage to the power feeder cable wires, the
ADG may not be able to provide emergency electrical power
to the aeroplane. This AD is issued to correct this potentially
unsafe condition by mandating the replacement of all ADG
power feeder cables that contain silver-plated copper wires,
with an ADG power feeder cable that contains tin-plated
copper wires.
CF-2011-11
Oxygen Supply System – Deformation of the Pressure
Regulator on the Oxygen Cylinder and Regulator Assembly
and installation of protection on the Electrical Wiring Harness
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152 11-07-023
Bombardier Inc Aeroplanes:
Model CL-600-2B16, Serial Numbers 5001
through 5194.
CF-2011-16
There have been numerous reports that activation of the wing
anti-ice system during taxi and take-off triggered nuisance
wing anti-ice failed messages. These messages will activate
the master caution and may result in a rejected take-off,
which may be hazardous in certain conditions.
This AD mandates a wiring modification to the aeroplane
wing anti-ice system to eliminate the nuisance indication.
153 11-08-006
Bombardier Inc. Aeroplane Model CL-6002B16 Serial Number 5408 through 5665,
and 5701 through 5856.
CF-2011-25
"Air Driven Generator Failure to Power Essential Buses".
There have been several occurrences of the air driven
generator (ADG) failure to power essential buses during
functional tests of the ADG. It was found that the low
threshold setting of the circuit protection on the ADG
generator control unit (GCU) can prevent the supply of
power from the ADG to the essential buses. In the event of
an emergency, loss of power to the essential buses can
prevent continued safe flight. This AD mandates the
replacement of the ADG GCU.
154 11-08-019
Bombardier Inc. Aeroplanes:
Model CL-600-1A11 (600), Serial Numbers
1004 through 1085
Model CL-600-2A12 (601 Variant), Serial
Numbers 3001 through 3066
Model CL-600-2B16 (601-3A/3R Variant),
Serial Numbers 5001 through 5194
Model CL-600-2B16 (604 Variant), Serial
Numbers 5301 through 5665 and 5701 and
subsequent.
CF-2011-33
Engine Support Beam – Cracking on the Upper and Lower
Web.
155 11-10-006
Bombardier Inc. Model CL-600-2A12
(Challenger 601 Variant), serial numbers
3001 through 3066 and CL-600-2B16
(Challenger 601-3A/-3R Variants), serial
numbers 5001 through 5194
CF-2003-21R2
Landing Gear - Life Limited Landing Gear Parts Not
Serialised.
This directive mandates that such parts that are listed in the
aeroplane model Airworthiness Limitations Section, as safe
life items with structural life limits, be serialized. This
directive also provides the procedure to determine the
number of landings for those parts where the service history
cannot be established. Revision 1 of this directive is therefore
issued to extend the compliance time of certain landing gear
parts.
156 11-10-007
Bombardier Inc. Model CL-600-2B16
(Challenger 604 Variant), serial numbers
5301 through 5595
CF-2003-20R1
Landing Gear - Life Limited Landing Gear Parts Not
Serialized.
This directive mandates that such parts that are listed in the
aeroplane model Airworthiness Limitations Section, as safe
life items with structural life limits, be serialized. This
directive also provides the procedure to determine the
number of landings for those parts where the service history
cannot be established.
by ssi
To revise the Time Limits/Maintenance Checks (TLMC)
manual to introduce a new Airworthiness Limitations (AWL)
task to ensure that fatigue cracking of the ESB is detected
and corrected.
DGAC-INDONESIA
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No.
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Applicability
157 11-10-017
Bombardier Inc. Aeroplanes:
Model CL-600-2B16, Serial Numbers 5001
through 5194, 5301 through 5665and 5701
through 5884.
Model CL-600-2A12, Serial Numbers 3001
through 3066.
CESSNA 150
158 09-05-012R2
Airplanes Model and serial number as
described in paragraph applicability of the
reference AD
CESSNA 172, 182, 206 SERIES
159 11-010-100
This AD applies to all serial numbers of the
following airplanes, certified in any
category, that are modified by Supplemental
Type Certificate (STC) SA01303WI, as
identified in Table 1 of the reference AD in
"Applicability" section.
160 11-04-022
This AD applies to all serial numbers of
the following airplanes, certified in any
category, that are modified by
Supplemental Type Certificate (STC)
SA01303WI, as identified in Table 1 of
the reference AD in "Applicability"
section.
DC-9 ( MD..) SERIES
by ssi
PAGE - 38
17-Sep-2011
Reference
Subject
CF-2011-37
Left Hand Engine Fuel Control Input lever Jamming.
In order to help alleviate the possibility of an in-flight engine
shut down due to the subject fouling of the FCU lever by the
core-cowl-door Hold Open Rod, Bombardier has issued three
Service Bulletins to install a new bracket at the L/H engine
uppercore-cowl-door location. This directive is issued to
mandate the incorporation of the Service Bulletins 604-71005, 601-0609 or 605-71-002, as applicable on the affected
aeroplanes.
FAA AD 2011-10-09R2
ATA 27 Flight Control System
To prevent the rudder from traveling past the normal travel
limit. Operation in this non-certificated control position is
unacceptable and could cause undesirable consequences,
such as contact between the rudder and the elevator.
FAA AD No.2011-06-02
- Air Transport Association (ATA) of America code 72 :
Engine
- This AD was prompted by an incident where an airplane
experienced an in-flight engine shutdown caused by a
momentary loss of electrical power to the FADEC. We are
issuing this AD to prevent interruption of electrical power to
the FADEC, which could result in an uncommanded engine
shutdown. This failure could lead to a loss of engine power.
FAA AD No.2011-06-02
- Air Transport Association (ATA) of America
code 72 : Engine
- This AD was prompted by an incident where an
airplane experienced an in-flight engine shutdown
caused by a momentary loss of electrical power to
the FADEC. We are issuing this AD to prevent
interruption of electrical power to the FADEC,
which could result in an uncommanded engine
shutdown. This failure could lead to a loss of
engine power.
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17-Sep-2011
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161 11-01-020
This AD applies to the Boeing Company
Model DC-9-82 (MD-82), DC-9-83 (MD83) airplanes certificated in any category as
identified in Boeins Service Bulletin MD8028-226, dated April 14, 2010.
The applicability of this AD is limited to
airplanes on which switches are installed in
accordance with McDonnel Douglas MD-80
Service Bulletin 28-054, dated April 8,
1991, or revision 1, dated April 15, 1992; or
McDonnell Douglas MD-80 Service
Bulletin 28-058, dated April 8, 1991,
revision 1, dated August 2, 1991, or revision
2, dated July 6, 1992; or production
equivalent.
FAA AD No. 2011-01-16
-ATA code 28 : Fuel
-This AD is result from fuel system reviews conducted by the
manufacturer. The DGCA Indonesia is issuing this AD to
prevent the potential of ignition sources inside fuel tanks,
which, in combination with flammable fuel vapors, could
result in fuel tank explosions and consequent loss of the
airplane
162 11-07-027
Boeing Company Model MD-82 and MD83, certificated in any category.
FAA AD 2011-15-01
This AD was prompted by reports of cracked vertical
stabilizer skin, a severed front spar cap, elongated fastener
holes at the leading edge of the vertical stabilizer, and a
cracked front spar web and front spar cap bolt holes in the
vertical stabilizer. We are issuing this AD to detect and
correct such cracking damage, which could result in the
structure being unable to support limit load, and could lead to
the loss of the vertical stabilizer.
DE HAVILLAND DHC-8 SERIES
163
Bombardier Inc. DHC-8 Aeroplanes:
Models 102, 103, 106, 201, 202, 301, 311,
314 and 315, serial numbers 413, 443, 450
through 452, 456, 458, 462 through 465,
467 through 470 and 473 through 588.
Models 400, 401 and 402, serial numbers
4001, 4003 through 4006 and 4008 through
4197.
CF-2011-31
ATA 27 - Flight Control - Rudder Control - Incorrect Heat
Treatment of Pushrod Assembly.
To prevent failure of the pushrod that could result in a loss of
rudder control, reduced directional control of the aeroplane
on the ground or a jammed nose landing gear (NLG) door
that could prevent the NLG from retracting or extending.
164 11-06-006
Bombardier Inc. DHC-8 Aeroplanes:
Models 102, 103, 106, 201, 202, 301, 311,
314 and 315, Serial Numbers 003 through
672 Models 400, 401 and 402, Serial
Numbers 4001 through 4343
CF-2011-12
Cracked Rudder Actuator Mounting Bracket. To prevent the
loss of both rudder PCU actuators could result in free play of
the rudder control surface and potentially induce a flutter
condition.
165 11-07-018
Bombardier Inc. DHC-8 Aeroplane Models
102, 103, 106, 201, 202, 301, 311, 314 and
315 Serial Numbers 021 through 661 that
have a United Kingdom Civil Aviation
Authority (U.K. CAA) Flight Idle Gate
option Bombardier (de Havilland) Customer
Request CR873SO8112, CR873CH00003
or CR873CH00005 installed.
CF-2011-20
ATA 76 Power Lever Assembly – Fouling of the United
Kingdom Civil Aviation Authority Flight Idle Gate.
To prevent a jammed of Power Lever Assembly at the flight
idle position when the aeroplane was ready for takeoff. This
condition can result in the inability to advance the PLA to
achieve take-off power that can prevent the aeroplane to
perform a go around manoeuvre post touchdown, which may
result in an unsafe condition.
by ssi
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17-Sep-2011
Reference
Subject
166 11-08-010
Bombardier Inc. DHC-8 Aeroplane, Series
100, 200 and 300, Serial Numbers,003 and
subsequent
CF-2011-29
ATA 29 Hydraulic Accumulators – Screw Cap/End Cap
Failure.
To prevent a hydraulic system loss due to hydraulic
accumulators screw cup/end cap failure.
167 11-08-018
Bombardier Inc. DHC-8 Aeroplanes:
Models 102, 103, 106, 201, 202, 301, 311,
314 and 315, Serial Numbers 003 through
672 Models 400, 401 and 402, Serial
Numbers 4003 through 4372
CF-2011-32
ATA 27 Flight Control - Rudder Control - Excessive Wear
on the Brake Pedal Bellcrank
DIAMOND
168 10-11-023R1
Diamond Aircraft Industries GmbH, DA 40
and DA 42 all serial numbers
EASA AD 2010-0235R1
"Doors – Rear Passenger Door Retaining Bracket –
Replacement".
This AD revises and replaces DGCA AD 10-11-023 (EASA
AD 2011-0235) to specify that the use of the latest revision
of the applicable AFM, if properly revised, is acceptable to
comply with the AFM update requirements of this AD.
169 11-02-007
Diamond Aircraft Industries GmbH, DA 42
and DA 42 M aeroplanes.
EASA AD No. 2011-0020
ATA 32 Landing Gear – Main Landing Gear Damper-toTrailing Arm Joints – Inspection / Replacement.
To address the unsafe condition due to damage or
malfunction of the Main Landing Gear cause by undetected
cracks on Main Landing Gear Damper-to-Trailing Arm
Joints.
170 11-05-008-U
Diamond DA 40 and DA 42
EASA AD 2011-0087-E
"ATA 72 Engine – Friction Disk – Replacement".
Preliminary investigations showed that it was mainly the
result of the sensitivity of friction disk Part Number (P/N) 057211-K010201 against possible misalignment of gearbox and
core engine during assembly. This condition, if not corrected,
could result in further cases of engine in-flight shutdown and
consequent loss of control of the aeroplane.this AD requires
replacement of affected friction disk(s) by new friction disk
P/N 05-7211-K012301.
171 11-05-019
Diamond Aircraft Industries GmbH DA 42
aeroplanes.
EASA AD 2011-0100
ATA 57 "Wings – Upper Centre Wing Skin-to-Spar
Adhesive Joint – Inspection / Repair".
voids were detected in the adhesive joint between the centre
wing spars and the upper centre wing skins, between the
fuselage wall and the engine nacelle. Aeroplanes that have
voids exceeding the inspection criteria must be repaired.This
AD requires the inspection of the affected aeroplanes to
measure the voids in the adhesive joint between the centre
wing spars and the upper centre wing skins.
DORNIER AIRCRAFT
by ssi
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17-Sep-2011
Reference
Subject
172 09-09-007R1
Dornier 328-100 Aeroplanes
EASA AD 2011-0194R1
"Wings - Lower Inner Panel - Inspection / Repair /
Modification". During a routine inspection, cracks have been
found on an aeroplane at the lower wing panel rear trailing
edge inboard of flap lever arm 1 (rib 5). A subsequent
inspection of the other aeroplanes in that operator's fleet
revealed several more aeroplanes with cracks at the sama
location. This condition, if not corrected, could lead to
structural failure of the affected wing panel, possibly
resulting in the wing separating from the airlane with
consequent loss of control. This AD retains the inspection
and repair requirements of EASA AD 2008-0087-E, which is
superseded, adds repetitive inspection and requirement to
modify both the LH and RH wing panel rear trailing edges
from rib 3 to rib 9. Modification does not constitute
terminating action for the new repetitive inspection
requirements of this AD. Revision 1 of this AD has been
issued to extend the compliance time for the NDI inspection
interval from 800 to 1500 flight cycles (FC).
173 09-09-007R1
Dornier 328-100 Aeroplanes
EASA AD 2009-0194R1
“Wings - Lower Inner Panel – Inspection / Repair /
Modification”
During a routine inspection, cracks have been found on an
aeroplane at the lower wing panel rear trailing edge inboard
of flap lever arm 1 (rib 5). A subsequent inspection of the
other aeroplanes in that operator’s fleet revealed several
more aeroplanes with cracks at the same location. This
condition, if not corrected, could lead to structural failure of
the affected wing panel, possibly resulting in the wing
separating from the airplane with consequent loss of control.
Revision 1 of this AD has been issued to extend the
compliance time for the NDI inspection interval from 800 to
1500 flight cycles (FC).
EMB-500
174 11-02-011
Embraer model EMB-500 airplanes, all
serial number
NRP/AD No. 2011 – 500 – 01
It has been found the possibility of heating deactivation of
Air Data System (ADS) sensors due to its inadequate
automatic logic, when ADS/AOA knob is on AUTO
posisition associated with following messages:
-DC BUS 1 OFF displayed on Crew Alerting System-CAS in
conjunction with STBY HTR FAIL; or
-EMER BUS OFF displayed on CAS; or
-ELEC EMERGENCY displayed on CAS
The loss of airplane air data sensors heating may permit ice
to build up on their surfaces, which in turn may cause wrong
pressure acquisition resulting in erroneous flight parameters
indication to the flight crew.
Required action: Modification of the approved Airplane
Flight Manual (AFM).
by ssi
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175 11-04-012
EMB 500 Airplanes,all serial numbers.
PAGE - 42
17-Sep-2011
Reference
Subject
ANAC AD No. 2009-10-01R3
It has been found the possibility of heating deactivation of
Air Data System (ADS) sensors due to its inadequate
automatic logic, when ADS/AOA knob is on AUTO position
associated with the followong messages :
•DC BUS 1 OFF displayed on Crew Alerting System – CAS
in conjuction with STBY HTR FAIL (which means loss of
power on DC BUS 1); or
•EMER BUS OFF displayed on CAS (which means loss of
power on EMERGENCY BUS)
•ELEC EMERGENCY displayed on CAS (which means
Electrical Emergency)
The loss of airplane air data sensors heating may permit ice
to build up on their surfaces, which in turn may cause wrong
pressure acquisitions resulting in erroneous flight parameters
indication to the flight crew. Since this condition may occur
in other airplanes of the same type and affect flight safety, a
correction action is required. Thus, sufficient reason exists to
request compliance with this AD in the indicated time limit.
176 11-05-005
EMB-500 airplanes of serial numbers
50000005 thru 50000217, 50000219 thru
50000221 and, 50000226, that are equipped
with Angle of Attack (AOA) sensors part
number (P/N) C-100117-2 and cover plates
P/N 500-01702-401 and/or P/N 500-01702402.
EMB-505
177 11-05-021
Embraer EMB-505 airplanes
EMBRAER EMB 135 BJ
178 11-12-022
Embraer EMB-145, EMB-145EP, EMB145ER, EMB-145EU, EMB-145LR, EMB145LU, EMB-145MK, EMB-145MP, EMB145MR, EMB-135BJ, EMB-135ER, EMB135KE, EMB-135KL, and EMB-135LR
airplanes, all serial numbers.
EMBRAER ERJ 190-100 ERJ 190-200
by ssi
Brazilian AD 2011-05-03
Angle of Attack Sensors - Cover Plates - Inspection, Rework
and Reidentification
To correct the sealant application on the interface between
AOA cover plates and AOA sensors, that could cause frozen
moisture that result inadvertent aerodynamic stall and loss of
controllability of the airplane due to ineffective stall warning
protection system.
ANAC AD 2011-05-05
It has been found the possibility of free-play between the
mass balance weight and the elevator structure. This
condition if not corrected could lead to elevator flutter and
possible loss of airplane control. Since this condition may
occur in other airplanes of the same type and affects flight
safety, a corrective action is required. Thus, sufficient reason
exists to request compliance with this AD in the indicated
time limit.
ANAC 2011-11-01
Tailboom - Rear Movable Fairing.
To correct the effect of lightning strike hitting the airplane
tail boom turning loosed its rear bulkhead parts against its
elevator control rods. The lack of the appropriated protection
against lightning strike effects may release some parts which
in contact with the airplane pitch control system may reduce
its controllability.
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179 11-12-023
EMBRAER ERJ 190 model ERJ 190-100
LR, ERJ 190-100 STD, ERJ 190-100 IGW,
ERJ 190-100 ECJ, ERJ 190-100 SR, ERJ
190-200 LR, ERJ 190-200 STD and ERJ
190-200 IGW airplanes; equipped with
Goodrich escape slide Part Number (P/N)
104003-2.
EUROCOPTER - EC 135
180 09-05-006R1
EC135 helicopters, model P1(CDS),
P1(CPDS), P2(CPDS), P2+, T1(CDS),
T1(CPDS), T2(CPDS) and T2+, all serial
numbers, and EC635 helicopters, model
T1(CPDS), P2+ and T2+, all serial numbers,
if a MGB Part Number (P/N) 4649 010 003,
P/N 4649 010 005, P/N 4649 010 006, P/N
4649 010 006X, P/N 4649 010 008, P/N
4649 010 008X, P/N 4649 001 007, P/N
4649 010 010, or P/N 4649 010 013 is
installed.
PAGE - 43
17-Sep-2011
Reference
Subject
ANAC 2011-12-02
Goodrich Escape Slide.
To prevent failure in the escape slide preventing the forward
passenger door opening, which could impede an emergency
evacuation and increase the chance of injury to passengers
and flight crew.
EASA AD 2009-0106R1
ATA 63 Main Rotor Drive – Main Gearbox (MGB) Oil
Sampling & Analysis Program – Amendment.
For that reason, EASA issued Emergency AD 2009-0106-E,
superseding EASA AD 2008-0116-E and retaining its
requirements, to require an oil change in case of water
contamination, in accordance with the instructions of ECD
Alert Service Bulletin (ASB) EC135-63A-012 Revision 04.
The MGB modification can be introduced during repair
and/or overhaul of the MGB. Prompted by this development,
this AD is revised to exclude helicopters from the
Applicability that have a modified MGB installed, and to
confirm that installation on a helicopter, of a MGB with a
P/N not listed in the Applicability of this AD, constitutes
terminating action for the repetitive actions required by this
AD for that helicopter.
181 10-10-006R1
EC 135 P1(CDS), EC 135 P1(CPDS), EC
135 P2(CPDS), EC 135 P2+, EC 135
T1(CDS), EC 135 T1(CPDS), EC 135
T2(CPDS), EC 135 T2+,EC 635
T1(CPDS), EC 635 P2+, EC 635 T2+ and
MBB-BK117 C-2 helicopters, all serial
numbers, if equipped with instrument
control panel Part Number (P/N)
C19269AA.
EASA AD 2010-0207R1
Recent flight tests have revealed that, on certain instrument
control panels (ICP), the force required to turn some of the
BARO rotary knobs so low that an unintentional turning of
these rotary knobs cannot be ruled out.
This condition, if not detected and corrected, would likely
produce erroneous altitude information, thereby increasing
the pilot’s workload during crosscheck with the stand-by
instrument and could, during flight under Instrument Flight
Rules (IFR), possibly result in loss of altitude, increasing the
risk of flight into terrain.
For the reasons described above, this AD is revised to
specify that installation of an affected ICP with an ICP
having the modification standard ‘Amdt. C’ is an acceptable
method to comply with the modification requirement of this
AD.
182 11-01-005
Eurocopter Deutschland GmBH EC 135 and
EC 635 Helicopters
EASA AD2010-0227
ATA 67 Rotor Flight Control - Tail Rotor Control Rod and
Ball Pivot - Inspection / Replacement. To correct the
"Required Action" section , which did not contain,as was the
intent, clear inspection instructions of ball pivots on
helicopters with the control rod P/N L672M2006101
installed since new.
by ssi
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183 11-06-010
Eurocopter EC 135 helicopters
EASA AD 2011-0111
ATA 21 Air Conditioning – Mechanical Air Conditioning
System – Inspection / Deactivation
To detect and correct the situation of loose parts of the
bearing cage of one of the air conditioning compressor
bearing block, that damaged to the engine compressor stage
possibly resulting in loss of engine power and reduced
control of the helicopter.
184 11-06-010R1
Eurocopter EC 135 Helicopters
EASA AD 2011-0111R1
ATA 21 Air Conditioning – Mechanical Air Conditioning
System – Inspection / Deactivation.
To detect and correct looses parts the bearing cage damaged
the compressor stage of one of the two engines that could
lead to further cases of bearing case failure, possibly
resulting in loss of engine power and reduced control of the
helicopter.
185 11-09-008
Eurocopter EC 135 and EC 635 helicopters,
serial numbers (s/n) 0642 through 0999
inclusive, if equipped with optional NVG
system.
Eurocopter MBB-BK117 C-2 helicopters,
s/n 9004 through 9450 inclusive, if
equipped with the optional NVG system
with the secured toggle switch Part Number
(P/N) 845UN01F4AD0A (and associated
wiring changes).
EASA AD 2011-0168
ATA 33 Lights – Instrument Lighting Display Brightness for
Flight in Night Vision Goggle (NVG) Mode – Modification.
Routine safety reviews of the EC 135/635 and MBB BK-117
type designs revealed that, when the “INSTR LIGHTS”
potentiometer is at certain positions, the diodes in the NVG
system may overheat. The review results indicated that this
could lead to failure of the entire instrument and overhead
panel lighting and, depending on the position of the
potentiometer, the background lighting of Caution and
Advisory Display (CAD), Vehicle and Engine Monitoring
Display (VEMD), Primary Flight Display (PFD) and the
Navigation Display (ND) could suddenly increase to
maximum brightness.
This condition, if not corrected, would likely impair the
visibility of the flight crew, possibly resulting in loss of
control of the helicopter. To address this unsafe condition,
EASA issued Emergency AD 2010-0247-E (DGCA AD 1012-018-E to require amendment of the Rotorcraft Flight
Manual Supplement (RFMS) to implement a procedure for
flights in NVG mode. Since that AD was issued, ECD has
developed a terminating action that would end the need for
RFM change, allowing the procedure to be removed.
For the reasons described above, this AD retains the
requirements of EASA Emergency AD 2010-0247-E, which
is superseded, and requires an electrical wiring modification
in the overhead panel. After modification of a helicopter, the
RFM changes are to be removed.
186 11-09-015
Eurocopter Deutschland GmbH EC 135 and
EC 635 helicopters.
EASA AD 2011-0172
ATA 26 Fire Protection – Fire Extinguishing System
Injection Tubes – Replacement.
To correct the injection tubes of the fire extinguishing system
those are not compliant with the relevant airworthiness
requirements, because they are also forming part of the
firewall. This condition may, in case of an engine fire, affect
the function of the fire extinguishing system and degrade the
fire containment capability of the system to such an extent
that it could result in the inability to extinguish the engine
fire.
by ssi
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EUROCOPTER AS-332 SERIES
187 10-01-002R1
AS 332 Helicopters
PAGE - 45
17-Sep-2011
Reference
Subject
EASA AD 2009-00271R1
This AD issued is to prevent hydraulic hoist cable jamming
against the base of the supporting strut of a dual hoist tray
installation. This condition, if not corrected, could lead to
further incidents of hoist cable jamming and consequent
cable failure, possibly resulting in personal injuries and/or
damage to the helicopter. This AD requires embodiment
MOD 0726676 and MOD 0727216 as alternative method of
compliance and also removed from the applicability AS 332
helicopters equipped with RH sliding door P/N 332A221165-01 which embody MOD 0726676.
188 11-03-013-U
Eurocopter AS 332 helicopters, all serial
numbers, equipped with one or two cabin
lateral sliding and plugging doors.
EASA AD 2011-0044-E
"Doors - Cabin Sliding and Plugging Doors - Limitation"
189 11-07-015-U
Eurocopter AS 332 C, AS 332 C1, AS 332
L, AS 332 L1, AS 332 L2 and EC 225 LP
helicopters, all serial numbers, if equipped
with IGB fairing Part Number (P/N)
332A24-0303-05XX or P/N 332A24-030306XX, not modified with either
modification MOD 332A081391.00 or
MOD 332A081391.01 (gutter removal from
the IGB fairing).
EASA AD 2011-0129-E
ATA 53 Fuselage – Intermediate Gear Box (IGB) Fairing
Gutter – Inspection / Modification / Replacement.
This AD supersedes DGCA AD 10-01-003 (EASA AD 20090275-E), requires repetitive inspections of the IGB fairing
gutter area and installation or modification of IGB fairings
without gutter device, which constitutes terminating action
for the repetitive inspections required by this AD.
190 11-09-019-U
EUROCOPTER AS 332 and EC 225
helicopters.
EASA AD 2011-0180-E
ATA 25 Equipment / Furnishings – Hoist Cable –
Identification / Removal / Installation Prohibition.
To correct the in-flight loss of the hook from a hoist due to
rupture of the cable in the area of the crimp that could result
in injury to persons on the ground.
191 11-09-026-U
Eurocopter AS 332 and EC 225 Helicopters.
EASA AD 2011-0189-E
ATA 53 Fuselage – Intermediate Gear Box (IGB) Fairing –
Inspection / Replacement.
This AD retains the repetitive inspection requirements of
DGCA AD 11-07-015-U (EASA AD 2011-0129-E), which is
superseded, requires additionally the inspection of the IGB
fairing and of its attachment supports and deletes the
requirement to remove the gutter.
EUROCOPTER AS-350 SERIES
by ssi
This AD requires, as an interim measure, a new flight
operating limitation that prohibits the cabin lateral (sliding
and plugging) doors from opening or closing in flight over
people on the ground and unless flying in a stabilized over.
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192 11-03-007
AS 350 B, BA, BB, D, B1, B2, and B3
helicopters, all serial numbers, with a single
hydraulic power system and the following
forward (pitch) servo-control hydraulic
hoses installed:
- P/N 704A34-412-033 (other reference
MP/N 675-102-05-01);
- P/N 704A34-412-035 (other reference
MP/N 675-102-06-01).
EASA AD 2011-0033
"Hydraulic Power - Forward Hydraulic Servo Control Hoses /Protection Installation"
An in-flight fire in the main gearbox compartment occurred
on an AS350B2 helicopter. The fire was caused by ignition
of hydraulic fluid leaking from a hydraulic hose, which had
been damaged following an electrical fault in a circuit
located in the compartment that is not fire protected.This
condition, if not prevented, could lead to loss of MR control,
potential power loss, structural damage and propagation of
fire into the cabin or other compartments, consequently with
loss of control of the helicopter and possible injury of the
occupants.this AD requires installation of protection sleeves
on hydraulic hoses as a final solution.
193 11-03-012-U
AS 350 BA, and B2 helicopters, all serial
numbers, all serial numbers, if equipped
with TGB control lever Part Number (P/N)
350A33-1058-00, P/N 350A33-1058-01,
P/N 350A33-1058-02, or P/N 350A33-105803.
EASA AD 2011-0038-E
- “Tail Rotor Drive – Tail Gearbox (TGB) Control Lever –
Inspection / Rework / Replacement “.
- An accident occurred involving an AS 350 B2 helicopter;
the cause of the accident was the failure of control lever P/N
350A33-1058-03. Initial investigations on site showed that
the area of failure of the control lever was similar to that in
cases encountered previously where it was demonstrated that
the crack was due to non-compliant installation. Concerning
the latest case, further investigations have not formally
concluded non-compliant installation of the TGB control
lever; only a few surface anomalies were revealed. To
address and correct this unsafe condition, DGCA AD 10-05003-U
(EASA AD 2010-0082-E) was
issued to require repetitive inspections of the affected control
levers to detect cracks and, depending on findings, rework or
replacement. During further investigation, Eurocopter found
cracks on the area opposite of the already monitored one of
the affected control levers. Consequently, Eurocopter have
issued Revision 2 of AS350 ASB 05.00.62, adding repetitive
visual check followed in case of doubt by non destructive
tests (e.g. dye penetrant inspection) of the opposite area with
adjusted intervals according to helicopter Model. For the
reasons described above, this new AD retains the
requirements of DGCA AD 10-05-003-U (EASA AD 20100082-E), which is superseded, and adds repetitive inspections
of the opposite area of the control levers and, depending on
findings, rework of the area inspected as per paragraph (1) or
replacement.
- This AD is issued to publish the correct version of the two
different versions of this AD that were inadvertently
published and distributed on 04 March 2011, one of which
was incorrect, and thereby avoiding the use of the incorrect
one.
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194 11-04-017
EUROCOPTER AS 350 and AS 355
helicopters
EASA AD 2011-0072
ATA 25 Equipment & Furnishings – Emergency Flotation
Gear Attachment Brackets – Inspection / Replacement. To
detect and correct cracks on the attachment brackets of the
emergency flotation gear, which appear to be due to stress
corrosion that could, in case of emergency landing on water,
lead to rupture of the emergency flotation gear attachment
brackets, no longer ensuring the float stability of the
helicopter, possibly resulting in damage to the helicopter and
injury to the occupants.
195 11-06-001
Eurocopter AS 350 helicopters all serial
number.
EASA AD 2011-0104
"Tail Rotor Drive – Tail Gearbox (TGB) Casing Assembly –
Inspection / Replacement".
Following repair of the manufacturing mould for the TGB
casing assemblies,the dye-penetrant inspection performed
after machining of the attachment yokes of the control lever
has revealed cracks on some TGB casing
assemblies.EUROCOPTER identified the TGB casing
assemblies which may show cracks.
This condition, if not detected and corrected, could lead to a
crack on the attachment yokes of the control lever, possibly
resulting in the loss of tail rotor pitch control and subsequent
loss of control of the helicopter. For the reasons described
above, this AD requires an inspection for cracks and,
depending on findings, replacement of the TGB.
196 11-09-010
Eurocopter AS 350 and AS 355 helicopters
EASA AD 2011-0164
During take-off with a sling load, the pilot of an AS350 B3
helicopter noticed that he reached one of the yaw stops
before its usual position. The subsequent inspection revealed
that a nut of the tail rotor control stop was loose and that the
corresponding tail rotor control stop screw was out of
adjustment. This condition, if not detected and corrected, can
lead to the loss of adjustment of the affected stop and
consequently limit yaw authority, possibly resulting in loss of
control of the helicopter.
For the reasons described above, this AD requires repetitive
inspections of the tail rotor control stop screws and,
depending on findings, adjustment. This AD is considered an
interim action, pending the development of a modification,
and further AD action may follow.
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197 11-12-010
AS 350 B3 helicopters, all serial numbers, if
equipped with the ARRIEL 2B
engine.
EASA AD 2011-0237
ATA 76 Engine Controls – Twist Grip Assembly –
Adjustment / Functional Check / Replacement.
In 2006, a case was reported concerning an AS 350 B3
helicopter where, during an autorotation training procedure,
the engine remained at idle rating although the twist grip had
been turned back to the “FLIGHT” position. Analysis
revealed that the cause of this occurrence was jamming of the
“forced idle” microswitch (called microswitch in the text
below) pin in the pushed-in position. This condition, if not
corrected, can occur when the pilot turns the twist grip back
to the “FLIGHT” position on completion of autorotation
training, or when the pilot turns the grip in the low flow rate
direction during training for governor failure.
To address this potential unsafe condition, EASA issued AD
2006-0094, to require repetitive functional tests of the
microswitch. The AD also established a life limit of 550
flight hours (FH) for the microswitch. Since that AD was
issued, two new cases have been reported, one related to a
microswitch jam (at 412 FH, i.e. below the life as defined in
EASA AD 2006-0094) and another related to an incorrectly
routed harness. For the reasons described above, this new
AD retains the requirements of EASA AD 2006-0094, which
is superseded, reduces the microswitch life limit to 330 FH
and requires an additional check of the collective lever for
free travel, each time the microswitch is replaced.
198 11-12-021-U
EUROCOPTER AS 350 and AS 355
helicopters. (Applicability as stated in ref
AD)
EASA AD 2011-0224-E
ATA 33 Lights – Position Strobe Light – Inspection /
Deactivation.
To detect and correct deteriorating insulation of the strobe
light power supply wiring and insufficient strength of the
attachments that can cause spark emission which, in
combination with the carriage of certain cargo, could lead to
an uncontrolled fire in the baggage compartment, possibly
resulting in loss of the helicopter.
EUROCOPTER AS-365 SERIES
199 11-06-002
SA 365 N1, AS 365 N2, AS 365 N3, EC
155 and EC 155 B1 helicopters, all serial
numbers.
EASA AD 2011-0105
ATA 05 “Time Limits and Maintenance Checks – Tail
Gearbox (TGB) Oil Level and Magnetic Chip Detector –
Inspection”
ATA 65 “Tail Rotor – Pitch Control Rod Bearing –
Inspection / Replacement”
This AD retains partially the requirements of DGCA AD 0911-018 (EASA AD 2009-0247), which is superseded, and
additionally requires the embodiment of MOD 0765B58
which consist in the replacement of both guide bushes by 2
TORLON guide bushes, the introduction of 50 FC inspection
intervals for helicopters fitted with the magnetic plug without
electrical indicating and the accomplishment of the
simplified procedure to control the play of the rod double
bearing after embodiment of MOD 0765B58
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200 11-07-004
AS 365 N2, AS 365 N3,EC 155 B and EC
155 B1 helicopters, all serial numbers.
EASA AD 2011-0117
ATA 05 "Time Limits and Maintenance Checks - Tail
Gearbox (TGB) Oil Level and Magnetic Chip Detector Inspection"
ATA 65 Tail Rotor - "Pitch Control Rod Bearing - Inspection
/ Replacement"
In early 2006,a report was received concerning the loss of the
tail rotor pitch control on a helicopter during a landing
phase.Investigation showed that this loss of pitch control was
due to significant damage to the bearing of the control rod in
the tail gearbox (TGB).The loss of tail rotor pitch control can
lead to the loss of yaw control of the helicopter.
That AD required the affected operators to maintain the TGB
oil level at the maximum and to check the axial play in the
tail rotor pitch control rod bearing, each time metallic
particles were detected at the TGB magnetic plug.
201 11-07-008
Eurocopter AS 365, EC 155, and SA 365
helicopters all serial numbers, if equipped
with Main Gearboxes (MGB), as defined in
“Table 1, Applicabilty Section in reference
AD”.
EASA AD 2011-0127
-“ATA 63 : Main Rotor Drive – Main Gearbox Casing –
Inspection / Repair”.
-In 2008, two reports were received of atmospheric corrosion
on the MGB casing lower area of two helicopters, between
the two servo-control anchoring fitting attachment ribs. The
investigation showed that initiation of corrosion in this area
is due to a confined area under the anchoring fittings,
associated with PR sealing compound on the lower part of
the fitting/casing attachment. This PR sealing compound may
have been applied on some helicopters due to a
misinterpretation of the EUROCOPTER documentation
during installation. This condition, if not detected and
corrected, could lead to crack initiation and crack growth in
the affected area of the casing whish could cause this area to
fail and consequent loss of control helicopter.
202 11-08-004
Eurocopter EC 155 B, EC 155 B1, SA 365
N1, AS 365 N2 and AS 365 N3 helicopters,
all serial numbers, if equipped with a rotor
hub with Part number (P/N)
365A33351100, P/N 365A33351101 or P/N
365A33351102 installed on the 10-blade
Tail Rotor Hub of the quiet fenestron tail
rotor.
EASA AD 2011-0144
This AD requires repetitive inspections of the 10-blade TRH,
and depending of findings, the replacement of the 10-blade
TRH. This AD is considered an interim measure and further
AD actions are likely to follow.
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203 11-08-007
Eurocopter, SA 365 N1, AS 365 N2, AS
365 N3, SA 366 G1, EC 155 B and EC 155
B1 helicopters, all serial numbers.
EASA AD 2011-0145
-“ATA 05: Time Limit and Maintenance Cheks – Tail
Gearbox (TGB) Oil Level and Magnetic Chip Detector Inspection”.
-“ATA 64 : Tail Rotor – Pitch Control Rod Bearing –
Inspection / Replacement”
-This AD supersedes DGCA AD 11-07-004 dated 04 July
2011 (EASA AD 2011-0117 dated 24 June 2011), retaining
most of its requirements, requires repetitive inspection of the
magnetic plug for TGBs equipped with electrical chip
detector and requires the play measurements of the TGB
control rod/shaft assembly double bearing to be
accomplished in accordance with the type of fenestron
installed, making referenceto the revised ASBs, ASB AS365
05.00.61, ASB SA 366 No. 05.41 and ASB EC155 No.
05A022.
204 11-08-021
AS 365, EC 155, and SA 365 helicopters
EASA AD 2011-0154
Rotor Flight Controls – Collective Pitch Lever Restraining
Tab – Inspection / Adjustment.
This AD is issued to prevent two occurrences that have been
reported to Eurocopter:
- An in-flight inopportune collective pitch lever locking
occurred when moving the collective pitch lever to the lowpitch position, and
- An inopportune collective pitch lever unlocking during
engine starting.
These inopportune pitch lever locking or unlocking
conditions, if not detected and corrected, could result
respectively in the loss of control of the helicopter during
flight or to an uncontrolled takeoff of the helicopter on
ground. For the reasons described above, this AD retaining
all its requirements and excludes from the applicability
helicopters which embody MOD 0767B65. MOD 0767B65
may be embodied in-service through accomplishment of
Eurocopter AS365 Service Bulletin (SB) No. 67.00.12. or
SA 366 SB No. 67.07 or EC 155 SB No. 67-009 Revision 1.
205 11-10-004
Eurocopter AS 365, EC 155, SA 365 and
SA 366 helicopters.
EASA AD 2011-0190
ATA 53 Fuselage – Fuel Draining System – Modification.
To correct a closed fuel drain creates the risk of fuel
accumulation and/or migration to an adjacent area. This area
can contain electrical equipment susceptible of constituting a
source of ignition that could result in ignition of fuel
vapours, resulting in a fire and consequent damage to the
helicopter, or injury to its occupants.
EUROCOPTER EC 130
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206 11-07-013
EC 130 B4 helicopters
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EASA AD 2011-0116
ATA 53 Fuselage – Tail Boom / Fenestron Junction Frame –
Inspection.
Several reports have been received of finding cracks in the
tail boom / Fenestron junction frame. Prompted by these
reports, Eurocopter published Information Notice No. 2167-I53. Since publication of this document, new cases of cracks
in the tail boom / Fenestron junction frame have been
reported.
This condition, if not detected and corrected, could lead to
structural failure,possibly resulting in Fenestron detachment
and consequent loss of control of the helicopter.
For the reasons described above, this AD requires repetitive
inspections of the affected area and, depending on findings,
accomplishment of corrective actions.
207 11-09-023
Eurocopter EC 120 and EC 130 Helicopters.
EUROCOPTER SA 315 B
208 11-07-033
SA 315 B, SE 3160, SA 316 B, SA 316 C,
SA 3180, SA 318 B, SA 318 C and SA 319
B helicopters, all serial numbers.
EUROCOPTER-EC 155
209 11-06-008
EC 155B and EC 155 B1 helicopters, all
serial numbers.
FOKKER F 27 SERIES
by ssi
EASA AD 2011-0185
ATA 25 Equipment / Furnishings – Emergency Flotation
Gear – Inspection / Modification.
To correct the damage floats due to contact with the
protruding sections of the supply bars and banjo unions that
could lead to insufficient effectiveness on ditching and may
lead to instability of the helicopter on the water in case of
emergency landing.
EASA AD 2011-0143
ATA 65 Tail Rotor Drive – Free-Wheel Cage – Inspection /
Replacement.
During autorotation in-flight training, a pilot experienced a
heavy jerk in the yaw control at the time of
resynchronization. The free-wheel assembly of the helicopter
had been replaced shortly before this flight. Internal
inspection of the free-wheel assembly revealed incorrect
positioning of the roller drive pocket recesses on the cage.
The subsequent off-setting limits the travel of the roller on its
ramp and can cause, under high torque condition, free-wheel
slippage.
This condition, if not detected and corrected, could lead to a
temporary loss of rotor driving liable to jeopardize flight
safety especially in phases of flight close to the ground. For
the reasons described above, this AD requires the inspection
of the free-wheel cage and corrective action, depending on
findings.
EASA AD 2011-0108
ATA 53 “Fuselage – Upper Fin / Fenestron Attachment
Fittings – Inspection / Replacement”
This AD retains parts of the requirements of DGCA AD
No.07-10-005U (EASA AD 2007-0259R1), which is
superseded, and requires the implementation of the MOD
0754B40.
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210 11-04-003
F27 Mark 200 through 700 aeroplanes,
serial numbers 10133 through 10692
EASA AD N0.2011-0045
"Standard Practices – Electrical Wiring Interconnection
System – Instructions for Continued Airworthiness"
Deterioration and/or contamination of EWIS, if not detected
and corrected, could lead to arcing and, in combination with
other factors, a fire and consequent damage to, or loss of, the
aeroplane.
For the reasons described above, this AD requires the
implementation of EWIS related maintenance tasks and
associated corrective actions and introduces the related
standard practices.
211 11-04-009
F27 Mark 050 aeroplanes, serial numbers
20103 thru 20252, 20254 thru 20267, 20270
thru 20279, 20281, 20283 thru 20286,
20288 thru 20317, 20328, 20331, 20333
and 20335, except those that have been
modified in accordance with Fokker
Services Service Bulletin (SB) SBF50-53062.
EASA AD 2011-0064
“Fuselage – Rear Fuselage Lap Joint – Inspection / Repair”
One operator reported a clearly visible crack in a fuselage lap
joint, just forward of the ice protection plate in the forward
fuselage. During a subsequent review of fatigue lives of lap
joints in general, a critical location was found at a skin cutout for a water service panel in the rear fuselage. Analysis by
Fokker Services shows that at this specific location, due to
the high local loads, cracks can occur from about 47 000
flight cycles (FC) in the inner skin. The outer skin will cover
a crack in the inner skin and a crack will therefore not be
visible.
This condition, if not detected and corrected, can result in an
exponential crack growth rate, possibly leading to failure of
the lap joint over a certain length and consequent in-flight
decompression of the aeroplane.
Repair of the lap joint constitutes terminating action for the
repetitive inspections. In addition, the terminating action can
also be applied before the initial inspection is required,
thereby preventing the need for inspection altogether.
212 11-05-015
F27 and F28 aeroplanes
by ssi
EASA AD 2011-0083
"Electrical Power – Electrical Power Center (EPC) and
Battery Relay Panel – Inspection / Adjustment".
Reporting about finding loose nuts on contactors in the EPC.
In some cases, the findings included damaged (burned)
contactors. This condition, if not detected and corrected,
could lead to arcing and, in combination with other factors,
to an onboard fire, possibly resulting in damage to the
aeroplane and injury to occupants or maintenance personnel.
This AD requires a one-time inspection and, depending on
findings, adjustment of the torque values of nuts on circuit
breakers, contactors and terminal blocks.
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213 11-12-012
F27 Mark 050, Mark 0502 and Mark 0604
aeroplanes, all serial numbers.
EASA AD 2011-0234
ATA 28 Fuel – Main Wing Tank – Inspection / Modification
[Fuel Tank Safety].
Prompted by an accident of a Boeing 747-131 (flight
TWA800), the FAA published Special Federal Aviation
Regulation (SFAR) 88, and the Joint Aviation Authorities
(JAA) published Interim Policy INT/POL/25/12. The design
review conducted by Fokker Services on the Fokker 50 and
Fokker 60, in response to these regulations, revealed that
insufficient clearance between a wing main tank Fuel
Quantity Indication System (FQIS) probe metal part and
adjacent tank structure or other metal parts could, under
certain conditions, result in an ignition source in the tank
vapour space.
This condition, if not detected and corrected, could result in a
fuel tank explosion and consequent loss of the aeroplane.
For the reasons described above, this AD requires inspection
for sufficient clearance between each FQIS probe’s metal
parts and the adjacent tank structure and other metal parts
and, depending on findings, adjustment of the clearance
and/or the application of sealant. In addition, this AD
requires inspection of the attachment of each FQIS probe's
clamps, corrective action depending on findings, and the
application of sealant.
214 11-12-019
F27 Mark 050, F27 Mark 0502 and F27
Mark 0604 aeroplanes, all serial numbers.
EASA AD 2011-0228
ATA 28 Fuel – Wing Main Tanks – Modification [Fuel Tank
Safety].
Prompted by an accident of a Boeing 747-131 (flight
TWA800), the FAA published Special Federal Aviation
Regulation (SFAR) 88, and the Joint Aviation Authorities
(JAA) published Interim Policy INT/POL/25/12. The design
review conducted by Fokker Services on the Fokker 50 and
Fokker 60 in response to these regulations revealed that the
absence of electrical insulation material between a wing main
tank Fuel Quantity Indication System (FQIS) probe and the
bottom of the tank structure could, under certain conditions,
result in an ignition source in the tank vapour space.
This condition, if not corrected, could result in a fuel tank
explosion and consequent loss of the aeroplane. For the
reasons described above, this AD requires the application of
sealant below the FQIS probes in the wing main tanks. After
modification, this AD requires repetitive inspections to verify
that the sealant remains undamaged and, if damage is
detected, repair or reapplication of sealant.
FOKKER F 28 SERIES
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215 10-06-008R1
Fokker Services B.V. F28 Mark 0070 and
Mark 0100 aeroplanes
EASA AD 2010-0112R1
ATA 35 Oxygen System – Passenger Oxygen Masks Identification / Modification / Replacement.
To detect and correct fracture of the in-line flow indicators,
installed on oxygen masks manufactured between 01 January
2002 and 01 March 2006, that could lead to further cases of
fracturing and separation of the in-line flow indicators of the
passenger oxygen masks, which could inhibit oxygen flow to
the masks and consequently result in exposure of the
passengers and cabin attendants to hypoxia following a
depressurization event.
216 11-01-026
Fokker Aircraft F28 mark 0070 and Mark
0100, all serial number
EASA AD 2009-0008
ATA 30 Ice & rain Protection - On Ground Wing Leadimg
Edge Heating System - Installation
To avoid fatal
accident due to leading edge ice contamination on ground
217 11-03-018
Fokker Services B.V. F28 Mark 0070 and
Mark 0100 Aeroplanes.
EASA AD No. 2011-0046
ATA 05 Time Limits / Maintenance Check-Maintenance
Requirements-Implementation.This AD retains the
requirements of CAA-NL-AD NL-2001-062 R1 and EASA
AD 2006-0206, which are superseded, and requires the
implementation of the inspections, corrective measures and
limitations as specified in Section 06, Appendix 1 of the
Fokker 70/100 MRB document, reports SE-473, SE-623 and
SE-672
218 11-04-002
F28 Mark 1000 through Mark 4000
aeroplanes, serial numbers 11003 through
11241 and 11991 through 11994.
EASA AD No. 2011-0047
"Standard Practices – Electrical Wiring Interconnection
System – Instructions for Continued Airworthines".
Deterioration and/or contamination of EWIS, if not detected
and corrected, could lead to arcing and, in combination with
other factors, a fire and consequent damage to, or loss of, the
aeroplane.
For the reasons described above, This AD requires the
implementation of EWIS related maintenance tasks and
associated corrective actions and introduces the related
standard practices.
219 11-04-011
Fokker Services B.V.F28 Mark 0070 and
Mark 0100 aeroplanes
EASA AD No.2011-0051
ATA 29 Hydraulic Power – Hydraulic Quantity Abnormal
Procedure – Airplane Flight Manual Change. To improve the
Hydraulic 1(2) Low Quantity Procedures in the Airplane
Flight Manual.
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220 11-06-014
F28 Mark 0070 and Mark 0100 aeroplanes.
EASA AD 2011-0115
ATA 53 Fuselage – "Forward Fuselage – Inspection /
Repair".
A report has been received of a crack, detected in a butt-joint
on the forward fuselage of an F28 Mark 0100 aeroplane,
underneath the passenger door.
Investigations revealed that, depending on the configuration
of the aeroplane,one or two butt-joints in the forward
fuselage can be affected.
This condition, if not detected and corrected, could lead to
explosive decompression and consequent loss of the
aeroplane.
For the reasons described above, this AD requires repetitive
inspections of the forward fuselage butt joints for cracks and,
when a crack is detected, accomplishment of a temporary
repair. This AD also requires reporting any cracks found to
Fokker Services to enable the development of a modification
and the determination of an interval for a repetitive
inspection task, to be incorporated in the ALI section of the
MRB document. This AD is considered to be an interim
measure and further AD action is likely.
221 11-09-002
Fokker Services B.V. F28 Mark 0070 and
Mark 0100 Aeroplanes.
EASA AD 2011-0157
ATA 05 Time Limits / Maintenance Checks – Maintenance
Requirements – Implementation.
This AD retains the requirements of DGCA AD 11-03-018
(EASA AD 2011-0046), which is superseded, and requires
the implementation of the inspections and limitations as
specified in the Airworthiness Limitation Section of the
Instructions for Continued Airworthiness, referred to in
Section 06, Appendix 1 of the Fokker 70/100 MRB
document, reports SE-473, SE-623 and SE-672.
222 11-09-005
Fokker Services B.V. F28 Mark 0070 and
Mark 0100 aeroplanes.
EASA AD 2011-0159
ATA 32 Landing Gear – Main Landing Gear (MLG) Piston –
Inspection / Modification.
To detect and correct crack in the lower portion of the right
(RH) MLG piston that could lead to MLG failure during
landing roll-out, possibly resulting in damage to the
aeroplane and injury to occcupants.
223 11-09-009
F28 Mark 0100 aeroplanes with serial
number as described in paragraph
Applicability of the reference AD
EASA AD 2011-0158
ATA 28 Fuel – Fuel-Balance Transfer System – Deactivation.
In 1993, a dormant failure mode was discovered, which
could lead to fuel starvation and consequently to a double
engine flame-out, possibly resulting in a forced landing,
damage to the aeroplane and injury to occupants. To address
and correct this unsafe condition, CAA-NL issued BLA 93160, which required modification of the FBTV (Fokker
SBF100-28-029), and later BLA 94-146, which required
deactivation of the FBTS (Fokker SBF100-28-030).
For the reasons described above, this AD retains the
requirements of BLA 93-160 and BLA 94-146, which are
superseded, and requires the accomplishment of additional
measures to deactivate the FBTS, in accordance with the
instructions of Fokker Services SBF100-28-066.
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224 11-09-025
F28 Mark 1000, 1000C, 2000, 3000, 3000C,
3000R, 3000RC and 4000
aeroplanes, all serial numbers (s/n).
EASA AD 2011-0184
ATA 28 Fuel – Fuel Quantity Indication System – Inspection
/ Modification [Fuel Tank Safety].
To prevent an ignition source in the fuel tank vapour space,
possibly resulting in a wing fuel tank explosion and
consequent loss of the aeroplane. To address and correct this
unsafe condition, EASA issued AD 2010-0217 to require, for
certain aeroplanes, a one-time inspection to check for the
presence of a by-pass wire between the housing of each intank FQI cable plug and the cable shield and, depending on
findings, the installation of a bypass wire. In addition, AD
2010-0217 required the implementation of a task to make
certain that the by-pass wire remains installed.
On later production aeroplanes, an improved plug was
introduced with a better shield connection to the housing of
the plug. For those aeroplanes, EASA AD 2010-0217
required the implementation of a task to make certain that
this type of plug remains installed.
Since EASA AD 2010-0217 was issued, it was identified
that, although the AD only identified Souriau Part Number
(P/N) 20P227-2 as the improved plug, Souriau P/N 20P227-1
and 20P228-1 plugs with the improved shielding are also
approved and can therefore be installed on the affected
aeroplanes. For the reasons described above, this AD retains
the requirements of EASA AD 2010-0217, which is
superseded, and introduces a corrected task for the later
production aeroplanes.
225 11-10-001
Fokker 28 Mark 0070 and Mark 0100
EASA AD 2011-0183
ATA 24 Electrical Power – Galley Power Supply Wiring –
Modification.
To prevent the high electrical load on the contacts M, L and
X, in combination with the electrical loads on the adjacent
connections, may have resulted in these occurrences.
This condition, if not detected and corrected, can lead to
overheating of the galley power supply wiring and/or the
electrical connector and consequent smoke or fire in the
galley area, possibly resulting in damage to the aeroplane and
injury to occupants.
For the reasons described above, this AD requires
modification of the galley power supply wiring by
disconnecting it from the affected plug/receptacle and
reconnecting the power supply wiring through splices.
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226 11-12-011
F28 Mark 0070 and F28 Mark 0100
aeroplanes, all serial numbers (s/n).
EASA AD 2011-0233
ATA 28 Fuel – Wing and Integral Center Wing Tanks –
Inspection / Modification [Fuel Tank Safety].
Prompted by an accident of a Boeing 747-131 (flight
TWA800), the FAA published Special Federal Aviation
Regulation (SFAR) 88, and the Joint Aviation Authorities
(JAA) published Interim Policy INT/POL/25/12. The design
review conducted by Fokker Services on the Fokker 70 and
Fokker 100 in response to these regulations revealed that
insufficient clearance between a wing tank Fuel Quantity
Indicator System (FQIS) probe metal part or integral center
wing tank (ICWT) FQIS probe metal part and adjacent tank
structure or other metal parts could, under certain conditions,
result in an ignition source in the tank vapour space. This
condition, if not detected and corrected, could result in a fuel
tank explosion and consequent loss of the aeroplane.
For the reasons described above, this AD requires inspection
for sufficient clearance between each FQIS probe’s metal
parts and the adjacent tank structure and other metal parts
and, depending on findings, adjustment of the clearance
and/or the application of sealant. In addition, this AD
requires inspection of the attachment of each FQIS probe's
clamps, corrective action depending on findings, and the
application of sealant.
227 11-12-018
F28 Mark 0070 and F28 Mark 0100
aeroplanes, all serial numbers (s/n).
EASA AD 2011-0227
ATA 28 Fuel – Wing and Integral Center Wing Tanks –
Modification [Fuel Tank Safety].
Prompted by an accident of a Boeing 747-131 (flight
TWA800), the FAA published Special Federal Aviation
Regulation (SFAR) 88, and the Joint Aviation Authorities
(JAA) published Interim Policy INT/POL/25/12. The design
review conducted by Fokker Services on the Fokker 70 and
Fokker 100 in response to these regulations revealed that the
absence of electrical insulation material between a wing or
Integral Center Wing Tank (ICWT) Fuel Quantity Indication
System (FQIS) probe and the bottom of the tank structure
could, under certain conditions, result in an ignition source in
the tank vapour space. This condition, if not corrected, could
result in a fuel tank explosion and consequent loss of the
aeroplane.
For the reasons described above, this AD requires the
application of sealant below the FQIS probes in the wing
tanks and below the FQIS probes in the ICWT, as applicable
to aeroplane configuration. After modification, this AD
requires repetitive inspections to verify that the sealant
remains undamaged and, if damage is detected, repair or
reapplication of sealant.
GENERAL ELECTRIC ENGINE
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228 11-03-006
This AD applies to engines with any of the
low-pressure turbine (LPT) rotor stage 3
disk part numbers listed in Table 1 of the
reference AD installed in General Electric
Company (GE) CF6-50C2. These engines
are installed on, but not limited to Airbus
A300 series airplane.
FAA AD 2011-02-07
This AD is result from report received of additional causes of
high pressure turbine (HPT) rotor imbalance not addressed in
FAA AD 2010-12-010 and two additional LPT rotor stage 3
disk events. This AD is issuing to prevent critical life-limited
rotating engine part failure, which could result in
uncontained engine failure and damage to the airplane.
229 11-03-022
This AD applies to the following engines
with a long fixed core exhaust nozzle
(LFCEN) assembly forward centerbody,
part number (P/N) 1313M55G01 or G02,
P/N 9076M28G05, G06, G08, G09, or G10,
P/N 9076M82G01 or G03, and aft
centerbody P/N 1313M56G01, or P/N
9076M46G02, G04, or G05, installed in:
(1) General Electric Company (GE) CF645A, CF6-45A2, CF6-50A, CF6-50C, CF650CA, CF6-50C1, CF6-50C2, CF6-50C2B,
CF6-50C2D, CF6-50E, CF6-50E1, CF650E2, and CF6-50E2B turbofan engines,
including engines marked on the engine
data plate as CF6-50C2-F and CF6-50C2-R.
(2) These engines are installed on, but not
limited to, Airbus A300 series, Boeing 747200B, 747-200C, 747-200F, 747-300 and
747SR, McDonnell Douglas DC-10-15, DC10-30, DC-10-30F, and MD-10-30F
airplanes.
FAA AD 2011-07-01
This AD was prompted by the discovery of more LFCEN
forward and aft centerbody P/Ns that require replacement.
We are issuing this AD to prevent the forward and aft
centerbody of the LFCEN assembly from separating from the
engine, causing damage to the engine, and damage to the
airplane
230 11-08-022
This AD applies to General Electric
Company (GE) CF6-45A, CF6-45A2, CF650A, CF6-50C, CF6-50CA, CF6-50C1,
CF6-50C2, CF6-50C2B, CF6-50C2D, CF650E, CF6-50E1, and CF6-50E2 series
turbofan engines, including engines marked
on the engine data plate as CF6-50C2-F and
CF6-50C2-R, with a low-pressure turbine
(LPT) rotor stage 3 disk that has a part
number (P/N) listed in Table 1 of this AD
installed.
FAA AD 2011-18-01
This AD results from seven reports of uncontained failures of
LPT rotor stage 3 disks and eight reports of cracked LPT
rotor stage 3 disks found during shop visit inspections. We
are issuing this AD to prevent LPT rotor separation, which
could result in an uncontained engine failure and damage to
the airplane.
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231 11-11-016
This AD applies to General Electric (GE)
CF6-45A, CF6-45A2, CF6-50A, CF6-50C,
CF6-50CA, CF6-50C1, CF6-50C2, CF650C2B, CF6-50C2D, CF6-50E, CF6-50E1,
CF6-50E2, CF6-50E2B, CF6-80A, CF680A1, CF6-80A2, and CF6-80A3 turbofan
engines, including engines marked on the
engine data plate as CF6-50C2-F and CF650C2-R, with left-hand side links part
numbers (P/Ns) 9204M94P01,
9204M94P03, 9346M99P01, and
9346M99P03, and right-hand side links,
P/Ns 9204M94P02, 9204M94P04,
9346M99P02, and 9346M99P04, installed
on the forward engine mount assembly (also
known as Configuration 2).
HONEYWELL INTERN. INC. ENGINE
232 11-08-016R1
As listed by S/N in Table 1 of the reference
AD.
233 11-08-016-U
This emergency AD applies to all
Honeywell International, Inc. TPE331
model turboprop engines with a Dixie
Aerospace, LLC main shaft bearing, P/N
3108098-1WD, installed.
KODIAK 100
234 11-12-017
This AD applies to Quest Aircraft Design,
LLC Model Kodiak 100 airplanes, serial
numbers 100-0001 through 100-0056,
certificated in any category.
LOOCKHEAD HERCULES L 382G
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17-Sep-2011
Reference
Subject
FAA AD 2011-23-04
This AD results from a report that GE had omitted two
affected side link part numbers from the applicability of the
original AD. We are issuing this AD to include those part
numbers and to prevent failure of the side links and possible
engine separation from the airplane.
FAA AD 2011-18-51R1
This AD revision was prompted by the need to list the
affected bearings by S/N in the reference AD for
clarification. We are issuing this AD to prevent engine main
rotor seizure resulting in engine damage, shutdown, and
damage to the airplane.
FAA AD 2011-18-51
This AD was prompted by a report of a main shaft bearing
seizure event occurring after about 100 operating hours after
installation of a part manufacturer approval (PMA) main
shaft bearing, part number (P/N) 3108098-1WD,
manufactured by Dixie Aerospace, LLC. This bearing failure
mechanism is severe and sudden. We are issuing this AD to
prevent engine main rotor seizure resulting in engine
damage, shutdown, and damage to the airplane.
FAA AD 2011-25-04
This AD was prompted by reports of five instances where a
loose IPS bolt was found on the right-hand side of the engine
bypass door attachment. This condition, if not corrected,
could lead to an inoperable bypass door, which could result
in engine inlet icing with consequent loss of engine power
and forced landing. We are issuing this AD to correct the
unsafe condition on these products.
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235 11-04-020
Lockheed Martin Corporation/Lockheed
Martin Aeronautics Company Model 382G
airplanes, certificated in any category
FAA AD No.2011-09-03
"Air Transport Association (ATA) of America Code 57:
Wings". This AD results from a report of fatigue cracking of
the wing upper and lower rainbow fittings during durability
testing and on in-service airplanes. Analysis of in-service
cracking has shown that these rainbow fittings are
susceptible to multiple site fatigue damage. The Federal
Aviation Administration is issuing this AD to detect and
correct such fatigue cracks, which could grow large and lead
to the failure of the fitting and a catastrophic failure of the
center wing.
236 11-05-014
Lockheed Martin Corporation/Lockheed
Martin Aeronautics Company Model 382,
382B, 382E, 382F, and 382G airplanes,
certificated in any category.
FAA AD 2011-09-04
"Air Transport Association (ATA) of America Code 57,
Wing".
This AD results from reports of fatigue cracks of the lower
surface of the center wing box. The Federal Aviation
Administration is issuing this AD to detect and correct such
cracks, which could result in the structural failure of the
wings.
237 11-07-029
This AD applies to all Lockheed Martin
Corporation/Lockheed Martin Aeronautics
Company Model 382G airplanes,
certificated in any category.
FAA AD 2011-15-02
Air Transport Association (ATA) of America Code 28: Fuel.
This AD results from a design review of the fuel tank
systems. This AD is issuing to prevent the potential for
ignition sources inside fuel tanks caused by latent failures,
alterations, repairs, or maintenance actions, which, in
combination with flammable fuel vapors, could result in a
fuel tank explosion and consequent loss of the airplane.
MBB-BK 117 C-2 helicopters
238 11-06-007
MBB-BK117 C-2 helicopters, all serial
numbers, if equipped with jettisonable
sliding doors.
239 11-07-005
Kawasaki BK 117 C-2 helicopters
Equipped with jettisonable sliding door with
part number (P/N) B521K3001-051,
B521K3004-051, B522M3111 101,
B522M3112 101, B522M3331 103 or
B522M3332 103
by ssi
EASA AD 2011-0107
ATA 52 “Doors – Sliding Door Emergency Jettison System
– Inspection”
A report stating that, during the opening of a jettisonable
sliding door on a MBB-BK117 C-2 helicopter, the door
guides of the jettison mechanism released uncommanded,
resulting in the door detaching for the fuselage.
This condition, if not detected and corrected, could result in
cases if in-flight loss of the jettisonable door, possibly
resulting in damage to, or loss of control of, the helicopter, or
injury to persons on the ground.
This AD requires repetitive inspections for correct
installation of the jettisonable sliding door(s), door guides
and release cables and, depending on findings,
accomplishment of corrective actions.
JCAB TCD-7855-2011
ATA 52 Doors - Jettisonable Sliding Door - Inspection /
Corrective Action.
To prevent loss of Jettisonable sliding door which results
from improper installation of the door.
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240 11-07-007
Eurocopter Deutschland GmbH MBB-BK
117 A-1, MBB-BK 117 A-3, MBB-BK 117
A-4, MBB-BK 117 B-1, MBB-BK 117 B-2
and MBB-BK 117 C-1 helicopters, all serial
numbers.
EASA AD 2011-0126
ATA 85 Optional Equipment – External Rescue Hoist
System – Deactivation.
To prevent uncommanded cable cut-off function triggered by
a malfuntion within the remote control handle of the rescue
hoist system, when extending the hoist boom.
This condition, if not detected and corrected, would lead to
detachment of an external load or person from the helicopter
hoist, possibly resulting in personal injury, or injury to
persons on the ground.
This AD requires deactivation of the affected external hoist
system by pulling and securing the related circuit breakers,or
by removing the hoist boom.Pending the results of the
investigation,this AD also prohibits installation of an affected
external hoist system on any other helicopter.
241 11-07-012
Eurocopter Deutschland GmbH MBB-BK
117 helicopters.
EASA AD 2011-0131
ATA 85 Optional Equipment – External Rescue Hoist
System – Deactivation.
To prevent uncommanded cable cut-off function triggered by
a malfunction within the remote control handle of the rescue
hoist system, when extending the hoist boom.
This condition, if not detected and corrected, would lead to
detachment of an external load or person from the helicopter
hoist, possibly resulting in personal injury, or injury to
persons on the ground.
242 11-08-011
Eurocopter Deutschland GmbH MBB-BK
117 helicopters.
EASA AD 2011-0148
ATA 85 Optional Equipment – External Rescue Hoist
System – Deactivation / Modification.
To prevent uncommanded cable cut-off function triggered by
a malfunction within the remote control handle assembly of
the rescue hoist system, when extending the hoist boom. This
condition, if not detected and corrected, would lead to
detachment of an external load or person from the helicopter
hoist, possibly resulting in personal injury, or injury to
persons on the ground.
243 11-08-013
Eurocopter Deutschland GmbH MBBBK117 C-2 helicopters.
EASA AD 2011-0149
ATA 24 Electrical Power – Generator Control Unit –
Identification / Replacement.
During an acceptance test procedure of a generator control
unit (GCU), a short circuit occurred within the unit. The
results of the subsequent investigation determined that a
manufacturing discrepancy was the cause of this internal
short circuit. All Part Number (P/N) P/N 51530-021EI “no
MOD”, “MOD A” and “MOD B” GCU’s are potentially
affected by this discrepancy.
This condition, if not corrected, can lead to the loss of
electrical generating power, possibly resulting in loss of
relevant systems that are necessary for a safe continuation of
the flight. This AD requires the identification of each
affected GCU and replacement with a serviceable unit.
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244 11-08-013R1
Eurocopter MBB-BK117 C-2 Helicopters,
all serial numbers.
EASA AD 2011-0149R1
ATA 24 Electrical Power – Generator Control Unit –
Identification / Replacement.
During an acceptance test procedure of a generator control
unit (GCU), a short circuit occurred within the unit. The
results of the subsequent investigation determined that a
manufacturing discrepancy was the cause of this internal
short circuit. All Part Number (P/N) P/N 51530-021EI “no
MOD”, “MOD A” and “MOD B” GCU’s are potentially
affected by this discrepancy. This condition, if not corrected,
can lead to the loss of electrical generating power, possibly
resulting in loss of relevant systems that are necessary for a
safe continuation of the flight.
To address this potential unsafe condition, EASA issued AD
2011-0149 to require the identification of each affected GCU
and replacement with a serviceable unit.
ECD has demonstrated that, for helicopters that have already
been modified in accordance with ECD (ASB) MBB BK117
C-2-24A-008 Revision 1, the risk of losing electrical
generating power as addressed by this AD is much lower.
For the reasons described above, this AD is revised, allowing
an extended compliance time for the replacement of the
affected GCU for helicopters that have already been
modified in accordance with ECD ASB MBB BK117 C-224A-008 Revision 1.
245 11-08-014
Kawasaki BK117-C2 helicopters
TCD-7745-1-2011
Unintentional turning of the BARO rotary knobs, because the
force required to turn these rotary knobs is too low. To
prevent filght into terrain during flight under Instrument
Flight Rules (IFR).
246 11-09-001
Eurocopter MBB-BK117 C-2 helicopters
serial numbers 9004 to 9500 inclusive.
EASA AD 2011-0162
ATA 24 Electrical Power – Generator Relay After Junction
Box – Modification.
On some MBB-BK117 C-2 helicopters, a too high current
flow was detected when one generator was deactivated
(e.g.during the ENGINE POWER CHECK). This situation, if
not detected and corrected, could lead to failure of the
generator, likely resulting in loss of electrical power and
inducing loss of systems that are necessary for safe flight.
This AD requires the RFM changes introduced by DGCA
AD 10-12-30-U to be removed and replaced with those
introduced by ECD MBB BK117 C-2 RFM TR 11. In
addition, this AD requires modification of the Generator
Relay After Junction Box by removing two specific diodes.
247 11-09-016
Kawasaki BK117, BK117 A-3, BK117 A-4,
BK117 B-1, BK117 B-2 and BK117 C-1
helicopters.
JCAB TCD-7916-2011
Cockpit and Cabin Doors - Inspection.
To prevent loss of the outside handle on cockpit and cabin
doors due to improper installation of the snap ring, which
fixes the outside handle on cockpit and cabin doors.
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248 11-10-020
Eurocopter Deutschland GmbH MBBBK117 C-2 Helicopters.
EASA AD 2011-0208
ATA 24 Electrical Power – Generator Control Unit –
Identification / Replacement.
To correct the break in the wire terminal attached at terminal
E of the starter/generator resulting overvoltage in the
electrical power system causing damage to several items of
electrical equipment that can lead to the loss of electrical
generating power, possibly resulting in loss of relevant
systems that are necessary for a safe continuation of the
flight.
249 11-11-005
Eurocopter Deutschland GmbH MBB-BK
helicopters.
EASA AD 2011-0214
ATA 24 Electrical Power – Generator Control Unit –
Identification / Replacement.
Due to an incorrect entry in the Illustrated Parts Catalogue
(IPC) of the MBB-BK117 helicopter, the possibility exists
that P/N 51530-021EI GCUs, destined for installation on
MBB-BK117 C-2 helicopters, were delivered by mistake to
operators of other MBB-BK117 helicopter models and may
consequently have become installed. This condition, if not
corrected, could result in loss of electrical generating power,
possibly resulting in loss of relevant systems that are
necessary for a safe continuation of the flight.
MD-90 SERIES
250 11-01-015
MD-90-30 airplanes, certified in any
category.
FAA AD 2011-01-11
“Air Transport Association (ATA) of America Code 55:
Stabilizers”
This AD is issued to detect and correct cracking in the hinge
bearing lugs of the center section of the left and right ribs,
which could result in failure of the hinge bearing lugs and
consequent inability of the horizontal stabilizer to sustain the
required loads.
251 11-02-006
McDonnell Douglas Corporation Model
MD-90-30 airplanes; certificated in any
category.
FAA AD No. 2011-03-09
“Air Transport Association (ATA) of America Code 74:
Ignition ”
This AD was prompted by a possible latent failure in the fire
handle shutoff relay circuit due to a lack of separation
between engine wires. We are proposing this AD to
minimize the possibility of a multiple engine shutdown due
to single fire handle activation .
252 11-03-016
The Boeing Company Model MD-90-30
airplanes, certificated in any category
FAA AD No. 2011-06-12
"Air Transport Association (ATA) of America Code 55:
Stabilizer" This AD was prompted by a report of a crack
found in the upper center skin panel at the aft inboard corner
of a right horizontal stabilizer. We are issuing this AD to
detect and correct cracks in the upper skin panel of the
horizontal stabilizer. Uncorrected cracks might ultimately
lead to the loss of overall structural integrity of the horizontal
stabilizer.
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253 11-06-013
Boeing Company Model MD-90-30
airplanes, certificated in any category, as
identified in Boeing Alert Service Bulletin
MD90-55A014, dated June 24, 2010.
MD900 Helicopter
254 11-07-024
MD Helicopters, Inc. Model MD900
helicopters with main rotor lower hub
assembly (lower hub), part number (P/N)
900R2101008-107, serial numbers (S/Ns)
that begin with 5009, certificated in any
category.
255 11-11--014
Model MD900 helicopters with a Vertical
Stabilizer Control System (VSCS) tube
adapter, part number (P/N) 500N7218-1,
installed, certificated in any category.
PIAGGIO P180
256 10-07-003R1
Piaggio Aero Industries S.p.A. Model P.180
Avanti and P.180 Avanti II aeroplanes, all
serial numbers.
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Subject
FAA AD 2011-12-12
This AD was prompted by reports of cracked vertical
stabilizer skin, a severed front spar cap, elongated fastener
holes at the leading edge of the vertical stabilizer, and
cracked front spar web and front spar cap bolt holes in the
vertical stabilizer. We are issuing this AD to detect and
correct such cracking damage, which could result in the
structure being unable to support limit load, and could lead to
the loss of the vertical stabilizer.
FAA AD 2011-14-05
This AD is prompted by the determination that a certain
manufacturer had incorrectly inserted the flanged bushings
into the lower hub bore. The actions specified by this AD are
intended to detect a crack in the lower hub and prevent
failure of the hub and subsequent loss of control of the
helicopter.
FAA AD 2011-22-08
To prevent loss of yaw control and subsequent loss of control
of the helicopter.
EASA AD 2011-0123R1
ATA 79 Oil – Engine Oil Dipstick – Inspection /
Replacement.
To prevent further incorrect P&WC PT6A66 and PT6A66B
engine oil reading, EASA issued AD 2010-0123 to require
repetitive visual checks of the engine oil level, concurrently
with repetitive inspections of the Engine Oil Dipstick, to
detect faulty units and replace them, in accordance with
Piaggio Aero Industries (PAI) Service Bulletin (SB) 80-0287
revision 1.
Since that EASA AD was issued, P&WC have developed an
improved Engine Oil Dipstick with Part Number (P/N)
3075906-01, to be installed in PT6A66 and PT6A66B
engines in accordance with P&WC SB 14452 R1 and
implemented for P.180 aeroplanes through PAI SB 80-0287
revision 2.
For the reasons described above, this AD is revised to
introduce the optional installation of Engine Oil Dipstick P/N
3075906-01 which, if installed on both engines of a P.180
aeroplane, constitutes terminating action for the repetitive
inspections required by this AD for that aeroplane. In
addition, some editorial changes have been made to increase
the quality of this AD.
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257 11-01-013
Piaggio P.180 Avanti and P.180 Avanti II
aeroplanes, all serial numbers
EASA AD No. 2010-0226
-“Propellers- Blade-Inspection/Repair“.
-The propellers of Piaggio P.180 and P.166 aeroplanes are in
pusher configuration, therefore propeller blades are exposed
to hot exhaust fumes, whose deposit, if not promptly
removed, may cause erosion of the paint and corrosion of the
blades. In order to minimize the risk, frequent cleaning and
periodic inspection of the blades, and proper restoration if
needed, are required.
-This AD requires the accomplishment of Hartzell SB
No.HC-SB-61-181A revision 3 by regularly cleaning the
blades and performing repetitive inspections for blade
corrosion or paint erosion. This AD also requires the
accomplishment of the applicable corrective actions, as
necessary.
-This AD also requires operators to report detected cases of
corrosion/erosion to the aeroplane and propeller TC Holder
in order to let them take further corrective actions, if already.
258 11-04-019-U
P.180 Avanti and Avanti II aeroplanes,
manufacturer serial numbers (MSN) 1002
and from 1004 through 1218
EASA AD No. 2011-0074-E
“Fuselage - Fuselage Drain Holes - Inspection / Rework /
Functional Test”
Prompted by reports of water accumulated in the lower part
of the fuselage on a number of Piaggio Model P.180
aeroplanes, which resulted in jamming of the flight controls,
on 17 December 2010, the Federal Aviation Administration
(FAA), the authority of the State of Registry of the affected
aeroplanes, issued Emergency AD 2011-01-51 to require an
immediate functional test of the fuselage drain holes and a
report of the results to the FAA. That AD was later
superseded, on 20 December 2010, by FAA Emergency AD
2011-01-53.
This condition, if not detected and corrected, could, when the
aeroplane reaches and holds an altitude where the
temperature is below the freezing point, cause the flight
controls to freeze and jam, possibly resulting in loss of
control of the aeroplane. Since these AD actions were taken,
Piaggio Aero Industries, the type design approval holder and
manufacturer of these aeroplanes, have published Alert
Service Bulletin (SB) 80-0324, which describes the same
inspection, testing and correction instructions as contained in
the FAA Emergency AD.
EASA AD 2010-0269-E required the inspection and
functional testing of the fuselage drain holes, corrective
actions depending on findings, and reporting of the findings
to Piaggio Aero Industries.For the reasons described above,
this AD, requires, in order to improve efficiency of the
drainage system, to cut the rubber flap of the 2 aft flapper
valves, to inspect the flapper valves for proper functioning
and the subsequent accomplishment of a functional test of
the fuselage drain holes.
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259 11-07-017
P. 180 Avanti and Avanti II aeroplanes,
serial numbers 1002 and 1004 up to 1189.
EASA AD 2011-0132
“Doors – Baggage door – Inspection / Modification”
One event of in-flight baggage door opening occured on an
in-service aeroplane due to a defective locking mechanism or
installation there of; the BAG DOOR warning light went on
properly before this event, but was ignored by the pilot, who
misinterpreted it as a false warning.
This condition, if not detected and corrected,could lead to inflight detachment of the door, which could hit and damage
the left propeller and/or the vertical or horizontal stabilizer,
possibly resulting in loss of control of the aeroplane, or
injuries to persons or damage to property on the ground.
This AD requires an inspection of the locking mechanism of
the baggage door and its proper adjusment, in accordance
with PAI SB No. 80-0289 revision 1; if baggage door
lockpins do not reach the correct engagement, or false BAG
DOOR warnings were reported by flight crew, this AD
requires also a modification of the door mechanism in
accordance with PAI SB No. 80-0223 revision 1.
260 11-07-020
Piaggio Aero Industries S.p.A. P.180
aeroplanes.
EASA AD 211-0133
ATA 32 Landing Gear - Main Landing Gear Actuator –
Replacement / Repair.
To prevent failure to lock the MLG actuator or to its unlock
from the correct position, with subsequent possible damage
to the aeroplane and injuries to occupants during landing.
PILATUS AIRCRAFT
261 11-12-005
Pilatus Aircraft Ltd. PC-6 aeroplanes
PIPER AIRCRAFT
262 11-08-008
This AD applies to the Superior Air Parts
engine models and Lycoming engine
models listed in Table 1 of the reference
AD with an A VStar Fuel System (AFS)
fuel servo diaphragm, part numbers (P/Ns)
AV2541801 and AV2541803, installed.
263 11-10-003
Piper Aircraft, Inc. All models specified in
the reference AD.
PRATT & WHITNEY ENGINE
by ssi
EASA AD 2011-0230
ATA 55 Stabilizer – Elevator and Rudder Hinge Bolt
Locking – Rework.
To detect and correct torque and locking of the elevator and
rudder hinge bolt that could lead to in-flight failure of the
elevator or rudder attachment, possibly resulting in loss of
control of the aeroplane.
FAA AD 2011-15-10
ATA 73 : Engine – Fuel and Control
This AD was prompted by an accident involving a Piper
PA32R-301. This AD is issued to correct the unsafe
condition on these products.
FAA AD 2009-13-06R1
ATA 52 Doors - Nose baggage door.
To establish life limits for safety-critical nose baggage door
components, replace those safety-critical nose baggage door
components, and repetitively inspect and lubricate the nose
baggage door latching mechanism and lock assembly. The
door opening in flight could significantly affect the handling
and performance of the aircraft. It could also allow baggage
to be ejected from the nose baggage compartment and strike
the propeller. This failure could lead to loss of control.
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17-Sep-2011
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264 11-01-001
This AD applies to the following Pratt &
Whitney turbofan engines with a ring case
configuration rear high-pressure compressor
(HPC) installed, that includes a 9th stage
compressor stator segment assembly with 24
slots. This AD also applies to engines
models as stated in reference AD.
FAA AD 2010-24-14
This AD results from 47 reports received since 2007 of HPC
10th stage disks found cracked in the anti-vortex tube (AVT)
shelf slots during shop visit inspections. This AD is issuing
to prevent failure of the HPC 10th stage disk, uncontained
engine failure, and damage to the airplane.
265 11-01-009
PW4000-94,PW4000-100,PW4000-112
Engines with No.3 bearing oil pressure tube,
part number (P/N) 51J041-01, P/N 50J60401, or P/N 50J924-01
FAA AD 2010-24-09
This AD results from one report of repaired No.3 bearing oil
pressure tube that cracked and caused and engine in-flight
shutdown , one report of test cell event .
This AD issued to prevent to cracking of No.3 bearing oil
pressure tubes, which could result in internal oil fire, failure
of the high –pressure turbine disks, uncontained engine
failure, and damage to the airplane.
266 11-02-005
PW JT8D-7, -7A, -7B, -9, -9A,-11,-15,15A,-17,-17A,-17R and -17AR series
turbofan enginesBoeing 727 and 737 and
McDonnell Douglas DC-9 series airplane.
FAA AD No. 2011-03-01
This AD result from the need to require enhanced inspection
of selected critical life limited part of PW JT8D series
turbofan engines . We are issuing this AD to prevent critical
life limited rotating engine part failure , which could result in
an uncontained engine failure and damage to the airplane.
267 11-09-021-U
This AD applies to Pratt & Whitney Canada
PT6A-15AG, -27, -28, -34, -34AG, -34B,
and -36 series turboprop engines that have
had maintenance done to the power section
module involving
first stage reduction sun gear replacement
since February 3, 2010, and having a
Timken Alcor Aerospace Technologies, Inc.
(TAATI) part manufacturer approval (PMA)
replacement first stage reduction sun gear,
part number (P/N) E3024765, serial
numbers (S/Ns) PC5-091 through PC5-176,
installed.
FAA AD 2011-20-51
This AD was prompted by failures of the affected PMA
replacement first stage reduction sun gears, manufactured by
TAATI. We are issuing this AD to prevent failure of the
shaft portion of the sun gear, which would result in an engine
in-flight shut down, possible uncontained engine failure,
aircraft damage, and serious injuries.
268 11-12-014
Pratt & Whitney Corp (PW) JT9D-7R4H1
turbofan engines with a high-pressure
compressor (HPC) shaft, part number (P/N)
808070 or 808071, installed.
FAA AD 2011-25-10
This AD was prompted by reports of cracks in five HPC
shafts. We are issuing this AD to correct the unsafe condition
on these products.
by ssi
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269 11-12-020
This AD applies to the following Pratt &
Whitney Division (PW) turbofan engines,
with high-pressure turbine (HPT) stage 1
airseal, part number (P/N) 50L879; HPT
stage 2 airseal, P/N 53L030; or HPT stage 1
airseal ring, P/N 50L664, installed:
(1) PW4000-100'' Engines
PW4000-100'' engine models PW4164,
PW4164C, PW4164C/B, PW4168, and
PW4168A.
(2) PW4000-94'' Engines
(i) PW4000-94'' engine models PW4060,
PW4060A, PW4060C, PW4062,
PW4062A, PW4156A, PW4158, PW4160,
PW4460, and PW4462 that have
incorporated either Engineering Change
Numbers EC92KK322G, H, I, J, and K, or
one of the following PW Service Bulletins
(SBs): PW4ENG 72-490, PW4ENG 72-504,
PW4ENG 72-512, PW4ENG 72-572,
PW4ENG 72-588, PW4ENG 73-150; as
indicated with a (-3), (-3A), or (-3B) suffix
on the engine data plate.
(ii) PW4000-94'' engine models PW4050,
PW4052, PW4056, PW4152, PW4156, and
PW4650 that have incorporated either
Engineering Change Numbers
EC92KK322G, H, I, J, and K, or one of the
following PW SBs: PW SB PW4ENG 72490, PW4ENG 72-504, PW4ENG 72-512,
PW4ENG 72-572, PW4ENG 72-588,
PW4ENG 73-150; as indicated with a (-3), (3A), or (-3B) suffix on the engine data plate.
ROBINSON R22 - HELICOPTER
270 11-06-011
Model R22, R22 Alpha, R22 Beta, and R22
Mariner helicopters, with main rotor blade
(blade), part number (P/N) A016-4; and
Model R44 and R44 II helicopters, with
blade, P/N C016-2 or C016-5, certificated in
any category.
ROLLS ROYCE ENGINE
by ssi
PAGE - 68
17-Sep-2011
Reference
Subject
FAA AD 2011-25-09
This AD was prompted by an updated low-cycle fatigue
(LCF) life analysis performed by PW. We are issuing this
AD to prevent failure of these parts, which could lead to an
uncontained engine failure and damage to the airplane.
FAA AD 2011-12-10
To detect blade skin debond and prevent blade failure and
subsequent loss of control of the helicopter.
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271 09-11-015R2
RB211-Trent 700 Series Engines, all
models, all serial numbers, if Rolls-Royce
RB211 Service Bulletin No. 72-D133 or
Rolls-Royce RB211 Service Bulletin No. 72E902 is incorporated. This engnines are
known to be installed on, but not limited to
Airbus A330 series aircraft.
EASA AD 2009-0243R2
“Engine – Front Combustion Liner Inner Wall – Inspection“.
This AD requires a change to the initial and repeat borescope
inspection intervals for the front combustion liner. Revision
1 of this AD was issued in order to clarify the required
actions for combustion liners that have been inspected before
the effective date of the original issue of this AD and in
accordance with earlier revisions of Rolls Royce RB211
series Propulsion system series non modification service
bulletin No. RB211-72-AF458. Revision 2 of this AD is
issued to remove from the applicabiltiy paragraph of the
reference AD all models of the RB211-535 series engine.
Following the result of the inspections required by this AD, it
has been determined by engineering assessment, that those
engines are not affected by the unsafe condition related to the
reference AD.
272 11-01-017
Rolls Royce PLC, Models RB211 Trent 76860, 772-60, 772B-60 and 772C-60 engines
all serial numbers. These engine are known
to be installed on, but not limited to Airbus
A330 series aeroplanes.
EASA AD No. 2010-0266
-“Engine – Intermediate Pressure Compressor Rotor Shaft
and Balance Weights - Inspection”.
-Cracks have found on the Intermediate Pressure (IP)
Compressor rotor shaft of two in service Trent 800 engines
and on one in service Trent 700 engine. The cracking had
initiated from frettage mark caused by balance weights, but
the key factors behind the crack propagation are not fully
understood. Stress analysis of the damage condition has
shown that it presents a possible threat to the rotor integrity.
This condition, if not detected and corrected could lead to IP
Compressor rotor shaft failure and consequent non contained
high energy debris, possibly resulting in damage to teh
aeroplane. EASA issued AD 2007-0052 to address this
unsafe condition. Recent evaluation and anlysis have
indicated the need for improved inspection method for the
Trent 700 and 800 engines, which have now been developed.
In addition, since EASA Proposed AD (PAD) 10-065 was
issud, Rolls-Royce have also developed a modification for
those engines, accomplishment of which will terminate the
need for repetitive inspections. For the reason described
above, this AD supersedes EASA AD 2007-0052 and
requires, for the Trent 700 and 800 engines, repetitive on
wing boroscope and in shop Eddy Current inspections of the
IP Compressor rotor shaft for discrepancies and depending
on findings, corrective actions. This AD has been
republished to correct the references to Rolls-Royce NMSB
RB211-72-G448, where th “72” ATA code was missing.
by ssi
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273 11-05-004
RB211 Trent 700 Series
EASA AD 2009-0187R2
Routine inspections have revealed cracking on the head
sections of two Trent 800 front combustion liners. Cracking
in this positions could result in unsafe condition in which hot
gas breakout with subsequent downstream component release
leads to uncontained high energy debris.
This AD mandates initial inspection of the head section of
the front combustion liner (FCL) and possible repetitive
inspections or replacement of the FCL depending upon the
acceptance criteria defined in Rolls-Royce Service Bulletin
72-AG073 revision 1. This AD had been republished to
correct a typographical error within the SB reference of
reason paragraph.
Revision 2 of this AD is issued to excluded RB 211 Trent
800 engines from applicability of this AD as Rolls Royce has
now developed a separate inspection programme for those
engine. EASA AD 2011-0080 requires accomplishment of
this inspection programme.
274 11-11-015
Models RB211 Trent 768-60, 772-60, 772B60 and 772C-60 engines, all serial
numbers. These engines are known to be
installed on, but not limited to, Airbus A330
series aeroplanes.
EASA AD 2011-0221
TA 72 Engine – Intermediate Pressure Compressor Rotor
Shaft and Balance Weights – Inspection / Modification.
by ssi
Cracks have been found on the rear balance land feature of
the Intermediate Pressure (IP) Compressor rotor shaft of two
in-service Trent 800 engines and on one in-service Trent 700
engine. The cracking had initiated from frettage marks
caused by balance weights, but the key factors behind the
crack propagation are not fully understood.
For the reasons described above, this AD, which supersedes
DGCA AD 11-01-017R1 (EASA AD 20100266R1), partially retaining its requirements, requires
accomplishment of the modification (introduction of new
balance weight design) at the next qualifying shop visit, for
Trent 700 and 800 engines. For Trent 500 engines there are
editorial changes only for consistency, the requirements are
not changed technically relative to EASA AD 2010-0266R1.
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275 11-11-015R1
Models RB211 Trent 768-60, 772-60, 772B60 and 772C-60 engines, all serial numbers.
These engines are known to be installed on,
but not limited to, Boeing 777 series
aeroplanes.
ROTAX ENGINE
276 11-11-012-U
BRP-Powertrain GmbH & Co. KG Rotax
912 and 914 series engines.
by ssi
PAGE - 71
17-Sep-2011
Reference
Subject
EASA AD 2011-0221R1
ATA 72 Engine – Intermediate Pressure Compressor Rotor
Shaft and Balance Weights – Inspection / Modification.
Cracks have been found on the rear balance land feature of
the Intermediate Pressure (IP) Compressor rotor shaft of two
in-service Trent 800 engines and on one in-service Trent 700
engine. The cracking had initiated from frettage marks
caused by balance weights, but the key factors behind the
crack propagation are not fully understood.
For the reasons described above, this AD, which supersedes
DGCA AD 11-01-017R1 (EASA AD 2010-0266R1, partially
retaining its requirements, requires accomplishment of the
modification (introduction of new balance weight design) at
the next qualifying shop visit, for Trent 700 and 800 engines.
For Trent 500 engines there are editorial changes only for
consistency, the requirements are not changed technically
relative to DGCA AD 11-01-017R1 (EASA AD 20100266R1).
This AD has been revised to give credit to engines that have
been modified (introduction of new balance weight design)
before the effective date of this AD, in accordance with the
instructions of SB RB211-72-AG401 (for RB211 Trent 800)
or SB RB211-72-AG402 (for RB211 Trent 700) at any
previous revisions.
EASA AD 2011-0222-E
ATA 72 Engine – Crankshaft – Inspection.
During a production process review, a deviation in the
manufacturing process of certain Part Number (P/N) 888164
crankshafts has been detected, which may have resulted in a
latent defect.
This condition, if not corrected, could lead to crack
formation on the power take off side of the crankshaft
journal, possibly resulting in failure of the crankshaft support
bearing, in-flight engine shutdown and forced landing,
damage to the aeroplane and injury to occupants.
For the reasons described above, this AD requires the
identification and inspection for cracks of all affected
crankshafts and, depending on findings, corrective action.
This AD also prohibits installation of an affected crankshaft
on an engine, or installation of engine with an affected
crankshaft installed on an aeroplane, unless the crankshaft
has passed the inspection as required by this AD.
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277 11-12-001-U
BRP-Powertrain GmbH & Co. KG Rotax
912 and 914 series engines. Rotax 912 S2,
912 S3 and 912 S4 engines, all s/n. These
engines are known to be installed on, but
not limited to, the following types of
aeroplanes: 3-i Sky Arrow 650 TC, 650
TCN, 650 TCNS and 710 RG; Aeromot
AMT-200 Super Ximango and AMT-300
Turbo Super Ximango; Aircraft Philipp
(formerly Alpla-Werke; Nitsche) AVO 68
series Samburo; Aquila AT01; Cessna 150
and A150 series and (Reims) F150 and
FA150 series; Diamond (formerly HOAC)
H 36 Dimona, HK 36 series Super Dimona,
DV 20 Katana and DA20-A1 Katana;
Evektor-Aerotechnik EV-97 VLA; Grob G
109; Issoire APM-20 Lionceau; Scheibe SF
36R and SF 25C; Stemme S10-VT; Tecnam
P 92-J, P 92-JS and P2002-JF; W.D.
Aircraft D4 Fascination.
SHORTS BROTHER-PLC
278 11-01-021
SD3-60 SHERPA , Short Brother PLC
model
SIKORSKY S76 - HELICOPTER
by ssi
PAGE - 72
17-Sep-2011
Reference
Subject
EASA AD 2011-224-E
ATA 72 Engine – Crankshaft – Inspection.
To correct this potential unsafe condition, DGCA AD 11-11012-U(EASA issued Emergency AD 2011-0222-E) to
require the identification and inspection for cracks of all
affected crankshafts and, depending on findings, corrective
action.
Since that AD was issued, it has been determined that there
are additional affected crankshafts, currently known to be
installed in the ‘UL’ (i.e. non-certified) versions of the
affected engines.
For the reason described above, this AD retains the
requirements of DGCA AD 11-11-012-U (EASA AD 20110222-E), which is superseded, and expands the group of s/n
of affected crankshafts, listed in Table 1 of this AD. A
records check can be acceptable to determine the s/n of the
crankshaft installed on the engine. This AD also prohibits
installation of any affected crankshaft on an engine, or
installation on an aeroplane of an engine with an affected
crankshaft installed, unless the crankshaft has passed the
inspection as required by this AD.
FAA AD 2010-24-06
“Air Transport Association (ATA) of America Code 528:
Fuel”
Fuel Airworthiness Limitation are items from arising from a
system safety analysis that have been shown to have failure
mode(s) associated with an “unsafe condition “ as defined in
FAA memo 2003-112-15 SFAR 88 Mandatory Action
Decision Criteria. These are indentified in failure Condition
for which an unacceptable probability of ignition risk could
exist if specific tasks and / or practices are not performed in
accordance with manufactures requirement.
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279 09-01-011 R1
ARRIEL 2S1 Turboshaft engines, all serial
numbers. These engines are known to be
installed on, but not limited to Sykorsky S76C+ series twin engine helicopters.
EASA AD No. 2009-0010R1
-“Engine Fuel & Control-Digital Engine Control Unit
(DECU)-Software Modification “.
-The It has been found that high accelerations, notably up to
OEI 30-second rating, increase the risk of loss of steps of the
HMU stepped motor. This event has lead to the consideration
of the following unsafe condition at aircraft level: Inflight
loss of full automatic control of the engine induced by the
loss of steps of the stepper motor during acceleration up to
OEI 30-second rating, further to an actual OEI situation on
the other engine (such as a power loss event).
-This AD requires, on DECUs of arriel 2S1 engines, the
application of modification TU109 which is a software
modification to version 11.01 that increases the tolerance to
loss of steps of control the control system. This modification
reduces significantly the risk of an in flight loss of full
automatic control due to loss of steps of the stepper motor,
notably during engine accelerations up to OEI 30-second
rating.
-This AD is revised to introduce the correct reference
number of the previous version of Turbomecca Service
Bulletin (SB) No 292 7 3 2109 Version E which is SB 292
73 2109 No.3 instead of SB 292 73 2109 version D as
erroneously indicated in this AD at original issue.
280 11-01-018
Model S-76A, B, and C helicopters, with
LITEF LCR-100, Attitude Heading and
Reference System (AHRS) Unit, part
number (P/N) 145130-7100, installed,
certificated in any category.
FAA AD No. 2010-26-09
To implement operating limitations based on an anomaly in
the AHRS related to the 26-volt AC inverter that could result
in a decoupling of both autopilots and to prevent loss of the
helicopter during instrument meteorlogical conditions (IMC)
and while operating under instruments flight rules (IFR) and
night flight
SOCATA TBM 700 SERIES
281 11-03-021
SOCATA TBM 700 aeroplanes
282 11-05-020
SOCATA TBM 700 aeroplanes
by ssi
EASA AD No. 2011-0060
ATA 27 Flight Controls-Elevator Trim LabIdentification/Replacement.
To detect and correct a jammed trim tab that could lead to
unusual control forces, resulting in lower controllability,
particularly if combined with adverse flight condition at
landing. This AD requires the inspection of the elevators trim
tab actuator P/N 6071017251 for identification of S/N and, in
case of findings, replacement of the affected ones with
serviceable units.
EASA AD 2011-0101
ATA 27 "Flight controls – Aileron Control Cables –
Inspection / Reinstallation".
To prevent reduced control of the airplane due to wrong
installation of the aileron control cable.
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283 11-07-030
SOCATA TBM700 aeroplanes, variants
TBM700 B, TBM700 N, serial numbers
(S/N) 148; from 434 to 572 inclusive; 574
and 576.
EASA AD 2011-0130
"Navigation – Standby Compass Lighting – Modification."
284 11-12-002-U
SOCATA TBM 700 Aeroplanes.
EASA AD 2011-0225-E
ATA 32 Landing Gear – Nose Landing Gear (NLG) /
Actuator Axle Attaching Bolt – Check / Replacement
To detect and correct rupture of the bolt attaching the
actuator hinge axle on the NLG, that could to partial
disengagement of the actuator hinge axle on the NLG of the
aeroplane, resulting in nose landing gear collapse, possibly
resulting in structural damage to the aeroplane.
285 11-12-007-U
SOCATA TBM 700 aeroplanes
EASA AD 2011-0235-E
ATA 32 Landing Gear–Nose Landing Gear (NLG) / Actuator
Axle Attaching Bolt – Check / Replacement.
To detect and correct a rupture of the bolt attaching the
actuator hinge axle on the NLG of the aeroplane, resulting in
nose landing gear collapse, possibly resulting in structural
damage to the aeroplane.
TECNAM P92-J and P92-JS
286 11-05-011
Costruzioni Aeronautiche TECNAM S.r.l.
P92-J and P92-JS aeroplanes, from serial
number (S/N) 001 up to S/N 097 inclusive.
THIELERT ENGINE
287 11-08-017-U
TAE 125-01 (commercial designation
Centurion 1.7), all serial numbers, if a
clutch assembly with Part Number (P/N) 027210-11001R13 is installed, and
TAE 125-02-99 (commercial designation
Centurion 2.0), all serial numbers, if a
clutch assembly with P/N 05-7211K006001 or P/N 05-7211-K006002 is
installed.
by ssi
The technical investigations carried out by SOCATA have
shown that the cause of this occurrence was that the electrical
protection of some TBM 700 aeroplanes is insufficient to
allow in-flight handling of the standby compass lighting
cover when energized. If not corrected, may compromise the
ability of the pilot to safely operate the aeroplane under
certain flight conditions due to the increase of workload.
This AD requires installation of a protection of the electrical
wire at the standby compass connector.
EASA AD 2011-0092
ATA 51 "Structures - Central Beam of Cabin Truss –
Inspection / Repair".
Corrosion was found on the central beam of the cabin truss
structure due to incorrect coating of the cabin truss central
beam. This condition, if not detected and corrected, could
jeopardize the cabin truss structural strength.This AD
requires repetitive inspections of the central beam of the
cabin truss structure to detect corrosion, and accomplishment
of the applicable corrective actions.
EASA AD 2011-0152-E
In-flight engine shutdown incidents have been reported on
aeroplanes equipped with TAE 125 engines. Preliminary
investigations showed that it was mainly the result of
nonconforming disc springs (improper heat treatment) used
in a certain production batch of the clutch. This condition, if
not corrected, could result in further cases of engine in-flight
shutdown and consequent loss of control of the aeroplane.
This AD retains the requirements of DGCA AD 10-07-012-U
dated 16 july 2010 (EASA AD 2010-0111-E dated 10 june
2010), which is superseded, and makes reference to the
revised TAE SB/TM publications for identification and
replacement of the affected clutch assemblies.
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TURBOFAN ENGINE
288 11-12-013
This AD applies to International Aero
Engines (IAE) V2500-A1, V2522-A5,
V2524-A5, V2525-D5, V2527-A5, V2527EA5, V2527M-A5, V2528-D5, V2530-A5,
and V2533-A5 turbofan engines.
TURBOMECA ENGINE
289 11-03-008-U
Arriel 1E2, 1S and 1S1 turboshaft engines,
all serial numbers, on which Turbomeca
Internal Consign (IC) No. 298468 or
Turbomeca Service Bulletin (SB) No. 292
73 0826 version A has been accomplished.
These engines are known to be installed on,
but not limited to, the following helicopters:
Eurocopter Deutschland MBB BK117-C2
and BK117-C1, Sikorsky S-76A series and
C series
by ssi
PAGE - 75
17-Sep-2011
Reference
Subject
FAA AD 2011-25-08
This AD results from three reports received of high-pressure
turbine (HPT) case burn-through events. There have also
been numerous shop reports of loss of stage 1 blade outer air
seal segments, and HPT case bulging. We are issuing this
AD to prevent HPT case burn-through, uncontrolled undercowl engine fire, and damage to the airplane.
EASA AD 2011-0023-E
-“Engine Fuel & Control – Low Pressure Fuel System /
Ejector Assembly – Inspection / Replacement “.
-In October 2009, Turbomeca issued Turbomeca SB No.292
73 0826 version A that instructed operators to check the
effectiveness of the bonding of the ejector jet installed on the
low pressure fuel system between the tank and the high
pressure fuel pump. In all three cases, the discrepancies led
to a “one-off” abnormal evolution of gas generator (NG)
rating during engine starting. In one of these cases, this
resulted in an uncommanded in-flight engine shut-down,
during a cruising phase at 8 000 feet. In all three cases, the
ejector was incorrectly positioned in the ejector assembly
body.
-This condition, if not detected and corrected, could affect
the ejector performance and lead to an increase in fuel
system internal leakages that may cause fluctuations of NG
and fuel flow disruptions. Over a given amplitude,
fluctuations in fuel flow can result in an uncommanded inflight engine shut-down of one of the engines. In addition, if
the ejectors of both engines are incorrectly reassembled, this
could result in an uncommanded in-flight engine shut-down
of both engines which, on a twinengine helicopter, could
ultimately lead to an emergency autorotation landing.
-For the reasons described above, this AD requires inspection
for proper installation of the fuel ejector and, in case of
discrepancy, replacement of the part with a serviceable part.
-This AD is republished to correct a typographical error with
the related Turbomeca SBs & MSB reference number.
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17-Sep-2011
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Subject
290 11-07-016-U
Arriel 2B engines, all serial numbers.
These engines are known to be installed on,
but not limited, to Eurocopter AS 350 B3
helicopters
EASA AD 2011-0128-E
“ATA 73 Engine Fuel & Control – Hydro – Mechanical
Metering Unit ( HMU ) – Inspection / Replacement”
291 11-08-015
MAKILA 1A2 engines, all serial numbers.
These engines are known to be installed in,
but not limited to, EUROCOPTER AS 332
L2 helicopters.
EASA AD 2011-0147
ATA 77 Engine Indicating – N2 Sensor Harness –
Replacement.
This AD requires replacement of affected N2 sensor
harnesses with serviceable arts. This AD also prohibits the
installation of non serviceable N2 sensor harnesses on an
engine.
292 11-11-010
Arriel 2B, 2B1, 2B1A, 2B1B engines, all
serial numbers.
These engines are known to be installed on,
but not limited, to Eurocopter AS 350 B3,
EC 130 B4, AS 350 C3 helicopters and
Changue Z11 helicopters.
FAA AD 2010-26-52
ATA 72 Engine – Module M04 (Power Turbine) / Power
Turbine Blades – Life Limit / Replacement.
During production of Arriel 2 Power Turbine (PT) wheels,
Turboméca have detected geometric non-conformities on
blade fir-tree roots. The technical investigations carried out
by Turboméca have shown that this nonconformity is due to
PT blade manufacturing and that only a limited number of
PT blades are potentially affected.
This situation, if not detected and corrected, may potentially
lead to a reduction in the fatigue resistance of the PT blades,
which can reduce their in service use limit. This reduction of
fatigue resistance can potentially result in blade rupture,
which could cause an uncommanded inflight shut down,
ultimately leading to an emergency autorotation landing
for a single-engine helicopter.
To address this unsafe condition, Turboméca have issued
Turboméca Mandatory Service Bulletin (MSB) A292 72
2842 version A, in which the life limit of those PT blades is
reduced to 5 000 Flight Cycles (FC). For the reasons stated
above, this AD requires an identification of the
installed PT blades, replacement of the affected blades before
or upon accumulation of the new life limit. It prohibits as
well installation of an affected PT blade on an installed
engine or an engine to be installed, unless the PT blade is in
compliance with the requirements of this AD.
by ssi
Non-conformities on adjustment of some HMUs have been
reported by a Turbomeca repair centre. The technical
investigation carried out by Turbomeca are showing that only
a limited numbers HMUs are potentially affected by this nonconformity to HMU adjustment.
This condition, if not corrected, could lead to an
uncommanded In-flight Shut-Down (IFSD) during fast
deceleration in automatic or manual modes, ultimately
leading to an emergency autorotation landing for a singleengine helicopter.
To address this unsafe condition, Turbomeca have issued
Turbomeca Mandatory Service Bulletin (MSB) A292732841.
This AD requires replacement of the affected HMU with a
serviceable HMU or, alternatively, accomplishing an engine
functional test in order to allow further flights and
replacement of the HMU at a later stage.
This AD requires as well embodiment of TU143
modification on each engine incorporating an affected HMU.
DGAC-INDONESIA
List of Airworthiness Directives 2011
Sort by Type
No.
Number
Applicability
293 11-12-024
TURBOMECA ARRIEL 2C1, 2C2 and 2S2
turboshaft engines, all serial numbers.
XAC-MA 60 ( CHINA )
294 11-01-007
Xi'an Aircraft Industry (Group) Company
Ltd. MA60 airplanes, all serial numbers
by ssi
PAGE - 77
17-Sep-2011
Reference
Subject
EASA AD 2011-0249
ATA 73 Engine Fuel & Control – Digital Engine Control
Unit (DECU) – Identification / Replacement.
To correct Digital Engine Control Unit (DECU) malfunction
in flight that could lead to a loss of automatic control on one
or both engines installed on the same helicopter, potentially
resulting in an emergency landing of the helicopter.
CAAC CAD 2010-MA60-04
ATA 27 Flight Controls – Rudder Control Bracket Flange –
Replacement/Inspection
To enhance the safety of aircraft operation due to some
cracks found on the rudder control bracket flange