ENGINEERING NOTICES. ISSUE: 006/01 Page 1 of 2 DATE: 07/03/01. Proposed RVSM operations in European Airspace.

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1 ACLF 056 Issue 1 21 Feb 2000 ENGINEERING NOTICES ISSUE: 006/01 Page 1 of 2 DATE: 07/03/01 Proposed RVSM operations in European Airspace. Aeronautical Notice A51 gave details of the proposed implementation of RVSM in European Airspace between Flight Levels 290 and 410 inclusive. The purpose of this EN is to provide some information on. What RVSM is! What equipment is required! How ACL aim to achieve RVSM compliance! How to ensure continued RVSM compliance! What is RVSM? RVSM stands for REDUCED VERTICAL SEPERATION MINIMA. A vertical distance of 2000-ft traditionally separated aircraft in flight. However the increased demand on airspace (particularly upper Flight Levels where more economic fight profiles are possible) has led to a review of the amount of vertical separation required. In 1988 ICAO completed a study and concluded that ft separation was technically feasible. RVSM operations have been phased in throughout the world. RVSM operations will start in Europe from January 24,2002 between FL290 and FL410. This volume of Airspace will be known as EUR RVSM airspace. Operators intending to operate in EUR RVSM airspace need to meet the full requirements by 31 st March 2001 to allow the required safety and feasibility assessments to be carried out. What equipment is required? The following equipment is required for RVSM operations. Two independent Altitude Measuring Systems One SSR altitude reporting transponder (Mode C) One Altitude Alert system One Autopilot with Automatic Altitude control capabilities. How ACL aim to achieve RVSM compliance B727 Fleet Air Contractors do not intend to gain RVSM Approval for the Boeing 727 Fleet. This is due to the high cost of meeting the RVSM criteria and the planned retirement of the aircraft next year. After 31 March 2001 all ACL B727 s will be restricted to below FL290. Continued.

2 ACLF 056 Issue 1 21 Feb 2000 ENGINEERING NOTICES ISSUE: 006/01 Page 2 of 2 DATE: 07/03/01 A300 Fleet An Airbus SB (A ) has been carried out on all 6 A300 aircraft. This SB requires a visual check of the aircraft skin in the area of the Air Data Probes, an Air Data system calibration and leak check, and an in flight check of the Air Data instruments for errors. There are no system modifications required on the A300. The results of this SB have been submitted to the IAA for review. Once Airworthiness approval is granted, Eurocontrol will carry out Height Monitoring Trials on two of our aircraft. You will be advised when RVSM operations are approved. How to ensure continued RVSM compliance The whole concept of RVSM hinges on the fact that The mean Altimetry System Error (ASE) should not exceed +/- 80 feet. ASE is defined as the difference between the actual pressure altitude and the displayed altitude. The mean ASE is the average fleet altimetry system error of a given aircraft type. Factors, which could cause the ASE to go out of limits, are typically; Electro/mechanical components drifting out of tolerance (e.g. Altimeters, ADC s etc). Damage to Air Data sensors i.e. Pitot Heads, Static Ports, TAT probes and Angle of Attack Sensors. Damage to the aircraft fuselage in the area of any Air Data sensor. Engineers should be vigilant for damage to Air Data components and skin damage in RVSM critical areas of the fuselage. The SRM has been amended to reflect the allowable limits. Remember that a Mode C transponder, Autopilot Altitude Hold system, and an Altitude Alerting system are also required for RVSM. Further information can be found in; IAA AN A51 Airbus SIL Prepared by : Authorised by : Brendan Smyth Technical Services Engineer Frank OHagan Technical Services Manager

3 ACLF 056 Issue 2 15 May 2000 ENGINEERING NOTICES ISSUE: 009/12 DATE: 15/06/2012 TITLE: LIGHTING FILAMENTS 1. Background: This Engineering Notice has been issued to highlight the importance of installing the correct filaments in light fixtures. 2. Discussion: The following safety event recently occurred on one of the A300 aircraft. The aircraft displayed a Main Bay Smoke Warning Indication upon landing. The aircraft halted on the taxiway and a PAN was declared with ATC. The fire services and maintenance responded but no further indications of smoke or fire existed. It was discovered that an incorrect higher wattage light bulb was fitted into an overhead light fixture by mistake and over time, the plastic light cover began to melt causing the smoke indications. Maintenance personnel are reminded that they must ensure the correct filaments, as prescribed in the relevant Airworthiness data, are installed in light fixtures to avoid further safety events. 3. Additional Info: If there are any queries regarding the correct filament part numbers or any questionable interchangeability issues, please contact the Air Contractors Ltd. Technical Services Department for further assistance. Prepared by: Authorised by: David Reilly Technical Services Engineer Éamon Stapleton Technical Services Manager

4 ACLF 056 Issue 2 15 May 2000 ENGINEERING NOTICES ISSUE: 010/12 DATE: 26/06/2012 SUBJECT: ATA 35 - A300: Portable Oxygen Bottles 1. Background : This Engineering Notice was developed to assist maintenance personnel in selecting the correct Portable Oxygen Bottles to install on the A300 aircraft. 2. Discussion : Most of ACL s A300 fleet which were converted by EFW/DASA, have only two Portable Oxygen Bottles installed and they have a Demand Regulator installed on the bottles. Figure 1. The 5600 Series with Demand Regulator Figure 2. The 9800 Series with Demand Regulator The AVOX Systems 5600 and 9800 series Portable Oxygen Bottles are the correct series to use when replacement is required needing a Demand Regulator attached (See Figure 1. and Figure 2. above). However, on EI-DHL & EI-SAF (due to being converted by FSI) there is a total of 6 Oxygen bottles on board each of these aircraft. Four of these on each aircraft are mounted Portable Oxygen Bottles with PN: 5500-D1A-Y0E. NOTE: The four mounted Bottles on EI-DHL and EI-SAF do not have a demand regulator installed (See Figure 3. below). Figure Series without a Demand Regulator Special brackets were installed for the mounted portable oxygen bottles on EI-SAF & EI-DHL.

5 ACLF 056 Issue 2 15 May 2000 ENGINEERING NOTICES EI-SAF & EI-DHL only the following bottles are authorized to be fitted: 5500-D1A-Y0E: 4 units installed as mounted bottles (Located in the courier area) *C**-***: 1 unit the Cylinder size C must be used (Located in the cockpit) *D**-**: 1 unit the Cylinder size D must be used. (Located on the emergency equipment bracket aft of door 1R). All A/C except EI-SAF & EI-DHL only the following bottles are authorized to be fitted: 5600-*C**-**** series: 2 units, (Located 1 in cockpit, 1 in cupboard in Courier area) Cylinder size/capacity: C: 11 Cu.ft Alternative PN: 9800-series: Cylinder assembly: C: 11.0 Cu.Ft. D: 11.0 Cu.Ft. 3. Additional Info: Please refer to the ALCF.078D, E, and F (A300B4 Emergency Equipment Layout) for locations of these units on the relevant aircraft. For more detailed information on these Portable Oxygen Bottles and a breakdown of part numbers, refer to: Prepared by: Authorised by: David Reilly Technical Services Engineer Éamon Stapleton Technical Services Manager

6 ACLF 056 Issue 2 15 May 2000 ENGINEERING NOTICES ISSUE: 011/12 DATE: 16/07/2012 TITLE: INCORRECT COMPLETION OF AN MEL MAINTENANCE ACTION 1. Background: This Engineering Notice has been issued to highlight the findings of a recent maintenance error. The error was related to the deactivation of the Pneumatic Pressure Regulation Valve on A300B4. The valve that required deactivation was in fact the HP Bleed Control Valve. 2. Discussion: The following safety event recently occurred on one of the A300B4 aircraft. The pilot reported defect was that the HP bleed was not working. The first certifying engineer was debriefed by the crew and performed a pneumatic system BITE test which confirmed that the HP control bleed valve was at fault. During communication between the first and second engineer, the defect was not communicated clearly and the incorrect valve was deactivated, the pneumatic pressure regulator valve (commonly known as PRSOV) was deactivated when the HP bleed control valve should have been deactivated. The HP bleed control valve and the pneumatic pressure regulator valve are located in the same vicinity and have similar presentation which raised the probability of misidentification as illustrated below. 3. Summary/Conclusion: This error highlighted the importance of the certifier taking full ownership of the task being completed, including: Ensuring maintenance data such as MEL/AMM is used Ensuring that the defect is appropriately reviewed with the crew via debrief or from the TLP entry Ensuring the inspection encompasses all elements of the task. Prepared by: Authorised by: Mick Glynn Technical Services Engineer Éamon Stapleton Technical Services Manager

7 ACLF 056 Issue 2 15 May 2000 ENGINEERING NOTICES ISSUE: 013/12 DATE: 3/09/ Background: TITLE: RA/VSI SWITCHING DISABLED ON EI-OZF MSN 259 Recently, a maintenance crew discovered during a ground maintenance operational check that the newly installed RA/VSIs on EI-OZF would not swap sides utilizing the ADC INST Selector Switch on the Left Hand Instrument Panel. All other Air Data instruments on EI-OZF will swap using this switch, just not the VSIs. 2. Discussion: Inspection of the wiring behind the instruments revealed several wires which had been capped and stowed during the TCAS installation. Other A300B4 aircraft with this mod will still switch as advertised. After much troubleshooting and investigation the following has been determined: EI-OZF was modified in 1992 by Page Avjet with STC SA3026SO Installation of a Bendix/King CAS-81A TCAS II System. The STC SA3026SO issued to Allied Signal Commercial Avionics Systems was generic to multiple aircraft types and when installed on the Eastern Airlines Fleet, the additional wires and functions of the VSIs were disabled. This STC SA3026SO performed on EI-OZF remains an approved design and has operated as such for many years. The VSIs on EI-OZF are operating correctly I.A.W. the STC SA3026SO, however options to reconfigure the VSI switching will be addressed by ACL in the near future. Note: On other aircraft in the A300 fleet the VSI switching function has been restored by approved modifications. E.g. on EI-OZE, Carnival Airlines performed a minor alteration in 1995 utilizing AVITAS mod 94CALI.154M-1 which restored the switching function of the RA/VSI. No mod solution is currently available for EI-OZF and so the current TCAS STC SA3026SO configuration remains valid. 3. Additional Info: A separate memo has been issued to the flight crew to advise them of the issue. Prepared by: Authorised by: David Reilly Technical Services Engineer Brendan Smyth Director of Engineering

8 ACLF 056 Issue 2 15 May 2000 ENGINEERING NOTICES ISSUE: 014/12 DATE: 15/10/2012 A300B4 MLG Pitch Damper Reset. Background Over the years ACL have suffered several service delays and cancellations due to landing gear retraction problems on the A300B4 fleet. The problems are generally due to low pressure within the MLG pitch dampers. Description and operation. A pitch damper is installed on each main gear. The damper serves to snub and prevent wheel truck (bogie) oscillation during ground operation. During gear retraction the pitch damper maintains the wheel truck perpendicular to the shock strut. The pitch damper limits wheel truck angular displacement to 10 degrees with aircraft in pitch down attitude and 23 degrees with aircraft in pitch up attitude. Incorrect operation of the pitch dampers will result in the landing gear retraction problems. Each pitch damper is equipped with a red pressure drop indicator button which protrudes and remains visible (red) if pressure drops below 35 ± 4 bars (508 ± 58 psi). Best Maintenance Practices. Airbus Technical Follow-Up (TFU) recommends In case of pressure drop indicator popped-out or indicator rod in the red area, do a complete servicing and testing of the pitch damper per AMM Maintenance Action In the event of an MLG pitch damper pressure indicator activation at an Out Station refer to AMM PB 600 and MEL for dispatch limits. If serviceable please raise a CFD to carry out a complete servicing as per AMM In the event of an MLG pitch damper pressure drop indicator activation at Main Base please carry out a complete servicing and testing of the pitch damper iaw AMM prior to next flight. Airbus comment AMM task Pitch Damper Fluid Level check ( paragraph 6) was deleted from the AMM because it required the use of a specific tool which may introduce a significant risk of error with respect to the oil level. Please refer to AMM for replenishing and charging of the MLG pitch dampers. Prepared by: Authorised by: Mick Glynn Technical Services Engineer Brendan Smyth Director of Engineering

9 QA.067 ISSUE NO.1 DATE: 03/08/99 QUALITY ASSURANCE NOTICE N0. 40 ISSUE: 01 DATE: 10/08/12 Subject: Defect Recording / Rectification Background This notice is being issued to inform staff of a recent event whereby a known defect was not recorded in the aircraft Technical Log and an unapproved modification was carried out to an aircraft oxygen system. Prior to departure it was observed that the O2 supply line to the F/O mask was leaking. The specific part was not available and it was required for flight by the MEL. In order to prevent a flight delay a Work Around between the Engineer and Flight Crew resulted in an undocumented and unapproved modification being carried out. Action All staff are hereby reminded that all defects must be recorded in the aircraft Technical Log and then rectified in accordance with approved maintenance data. Particular attention should be taken in relation to the following items: All aircraft modifications must be performed and documented in accordance with approved data, e.g. AMM, SRM It is not permitted to carry forward any defect outside of the limitations and conditions specified in the MEL, CDL, Maintenance Manual, Structural Repair Manual or other approved data Responsibility All Certifying Staff / Flight Crew. Note: This notice is to be displayed on Line Station Notice Boards for two months then filed in the QA notices folder. Eamonn Farrelly Quality Manager Quality Assurance Notices are mandatory and must be complied with. In circumstances where difficulties arise the Quality Manager must be consulted.

10 EASA AD No : EASA AIRWORTHINESS DIRECTIVE AD No.: [Correction: 20 September 2012] Date: 07 September 2012 Note: This Airworthiness Directive (AD) is issued by EASA, acting in accordance with Regulation (EC) No 216/2008 on behalf of the European Community, its Member States and of the European third countries that participate in the activities of EASA under Article 66 of that Regulation. This AD is issued in accordance with EC 1702/2003, Part 21A.3B. In accordance with EC 2042/2003 Annex I, Part M.A.301, the continuing airworthiness of an aircraft shall be ensured by accomplishing any applicable ADs. Consequently, no person may operate an aircraft to which an AD applies, except in accordance with the requirements of that AD, unless otherwise specified by the Agency [EC 2042/2003 Annex I, Part M.A.303] or agreed with the Authority of the State of Registry [EC 216/2008, Article 14(4) exemption]. Design Approval Holder s Name : AIRBUS Type/Model designation(s) : A300, A310, A and A ST aeroplanes TCDS Number: France TCDS N 145 and EASA.A.014 Foreign AD: Supersedure: Not applicable This AD supersedes EASA AD R1 dated 29 November 2010, EASA AD dated 19 July 2007, EASA AD dated 29 November 2010 and EASA AD dated 29 November ATA 57 Wings Main Landing Gear Rib 5 Aft Bearing Forward Lug Bushes Inspection / Replacement Manufacturer(s): Applicability: Reason: Airbus (formerly Airbus Industrie) A300, A310, A and A ST aeroplanes, all certified models, all manufacturer serial numbers. Several cases of corrosion of the Main Landing Gear (MLG) Rib 5 aft fitting forward lug have been reported on A310 family aeroplanes. In some instances, corrosion pits caused the cracking of the forward lug. This condition, if not detected and corrected, may lead to the complete failure of the fitting and thus could affect the structural integrity of the MLG installation. EASA ADs R1, , and were issued to address this condition and required a repetitive inspection programme of the MLG Rib 5 fitting forward lugs and, as terminating action, the embodiment of mandatory design change (bushes with increased interference fit). MLG Rib 5 forward lug on A320 family aeroplanes is a similar design to the A300/A /A310 family. Since those ADs were issued, on two A321 aeroplanes, post modification (bushes with increased interference fit) MLG Rib 5 forward lugs were reportedly found ruptured. One other case was due to a sealant discrepancy that led to water ingress and consequently corrosion initiation, leading to cracking. Subsequent investigation results have shown that a remaining defect, not removed during the repair, had propagated, CAP European Aviation Safety Agency. All rights reserved. 1/5 Proprietary document. Copies are not controlled. Confirm revision status through the EASA-Internet/Intranet.

11 resulting in rupture of the lug. Effective Date: 21 September 2012 EASA AD No : For the reasons stated above, this new AD retains the requirements of EASA ADs R1, , and , which are superseded, expands the applicability to all models and series of A300, A310, A and A ST aeroplanes, and requires: - for aeroplanes not yet modified or repaired, implementation of Modification Service Bulletin (SB) A , A , A , or A , all at Revision 3, and - for aeroplanes which already embody that modifications, at original issue or revision 01 or 02 of the applicable SB, or have MLG Ribs already repaired in accordance with Airbus repair instruction R or R , implementation of an additional inspection programme and associated corrective action(s). This AD has been republished to correct an error in paragraph (8). Required Action(s) and Compliance Time(s): Required as indicated, unless accomplished previously: Note 1: On the effective date of this AD, the status of a MLG Rib 5 may be different, depending on Left Hand (LH) and Right Hand (RH) side of the aeroplane. Required actions applied are dependent on this status. Paragraphs (1), (2), (3), (4), (5), (6), (7), (8) and (9) of this AD are applicable to aeroplanes (Group 1 aeroplanes) on which Airbus SB A , A , A , or A , as applicable to aeroplane model, at original issue, Revision 01, or Revision 02, has not been embodied in service [Airbus modification (mod.) 13329/13348/19619)] and to aeroplanes with MLG Ribs 5 not repaired in accordance with Airbus repair instruction R or R Restatement of EASA AD and EASA AD requirements: (1) For A , A310 and A300B4/C4/F4 series aeroplanes, before accumulating flight cycles (FC) since first flight, or since MLG Rib 5 replacement, as applicable, or within 100 FC after the latest detailed visual inspection (DVI), or within 675 FC (A300 aeroplanes) or 825 FC (A310 aeroplanes) after the latest ultrasonic inspection accomplished in accordance with the instructions of Airbus Alert Service Bulletin (ASB) A300-57A0248, A310-57A2088 or A300-57A6105, at original issue, as applicable to aeroplane model, accomplish a Detailed Visual Inspection (DVI) or an ultrasonic inspection of the LH and RH MLG Rib 5 aft bearing forward lugs in accordance with the instructions of Airbus SB A , A or SB A , at original issue, as applicable to aeroplane model. (2) After the inspection as required by paragraph (1) of this AD, accomplish a DVI at intervals not to exceed 100 FC, or an ultrasonic inspection at intervals not to exceed 675 FC (A300 aeroplanes) or 825 FC (A310 aeroplanes), as applicable, of the LH and RH MLG Rib 5 aft bearing forward lugs in accordance with the instructions of Airbus SB A , A or SB A , at original issue, as applicable to aeroplane model. (3) If, during any ultrasonic inspection as required by paragraph (1) or (2) of this AD, a discrepancy is detected, before next flight, report the finding to Airbus and accomplish concurrently a one-time DVI in accordance with the instructions of Airbus SB A , A or SB A , at original issue,as applicable to aeroplane model. (4) If, during the DVI as required by paragraph (3) of this AD, crack is not detected, repeat the DVI at intervals not to exceed 100 FC in accordance with the instructions of Airbus SB A , A or SB CAP European Aviation Safety Agency. All rights reserved. 2/5 Proprietary document. Copies are not controlled. Confirm revision status through the EASA-Internet/Intranet.

12 EASA AD No : A , at original issue, as applicable to aeroplane model. (5) If, during a DVI as required by paragraph (1), (2), (3) or (4) of this AD, a crack is detected, before next flight, contact Airbus for approved repair instructions and accomplish those instructions accordingly, within the time period specified in those instructions. Restatement of EASA AD R1 requirements: (6) For A300B2 series aeroplanes, before accumulating FC since first flight, or since MLG Rib 5 replacement, as applicable, or within 100 FC after the latest DVI accomplished in accordance with the instructions of Airbus ASB A300-57A0248, and, thereafter, at intervals not to exceed 100 FC, accomplish a DVI of the LH and RH wing MLG Rib 5 aft bearing forward lugs in accordance with the instructions of Airbus ASB A300-57A0248, at original issue. (7) If, during any DVI as required by paragraph (6) of this AD, a crack is detected, before next flight, contact Airbus for approved repair instructions and accomplish those instructions accordingly, within the time period specified in those instructions. Restatement of EASA AD requirements: Note 2: Airbus SB A Revision 3, SB A Revision 3, SB A Revision 3, or SB A Revision 3 have been revised at Revision 03 to include changes to instructions for bush installation and paint/sealing process. (8) For A , A310, A ST and A300B4/C4/F4 series aeroplanes, within 30 months after 13 December 2010 [the effective date of the EASA AD ], install new bushes with increased interference fit in the gear Rib 5 aft bearing forward lug on RH and LH wings in accordance with the instructions of Airbus SB A Revision 3, SB A Revision 3, SB A Revision 3, or SB A Revision 3, as applicable to aeroplane model. (9) Modification of a MLG Rib 5 on an aeroplane as required by paragraph (8) of this AD constitutes terminating action for the inspection requirements of paragraphs (1), (2), (3) and (4) of this AD for that MLG Rib 5. (10) Repair of a MLG Rib 5 in accordance with Airbus repair instruction R or R , as applicable to aeroplane model, constitutes terminating action for the inspection requirements of paragraphs (1), (2), (3) and (4) of this AD for that MLG Rib 5. (11) For A300B2 series aeroplanes, repair of a MLG Rib 5 in accordance with Airbus repair instruction R constitutes terminating action for the repetitive inspection requirements as required by paragraph (6) of this AD for that MLG Rib 5. New requirements of this AD: Paragraphs (12), (13), (14), (15), (16) and (17) of this AD are applicable to aeroplanes (Group 2 aeroplanes) on which Airbus SB A , A , A , or A , as applicable to aeroplane model, at original issue, Revision 01, or Revision 02, has been embodied in service, and to aeroplanes with MLG Rib 5 already repaired in accordance with Airbus repair instruction R or R Note 3: An aeroplane with the MLG Rib 5 forward lugs repaired on one wing, by installation of oversized interference fit bushes in accordance with Airbus repair Instruction R or R , as applicable to aeroplane model, for the purposes of this AD, is a Group 2 aeroplane. (12) For A300B4/C4/F4 series, A310, A and A ST aeroplanes, within the threshold indicated in Table 1 of this AD, as CAP European Aviation Safety Agency. All rights reserved. 3/5 Proprietary document. Copies are not controlled. Confirm revision status through the EASA-Internet/Intranet.

13 EASA AD No : applicable, accomplish a DVI or an ultrasonic inspection of the LH and RH MLG Rib 5 aft bearing forward lugs in accordance with the instructions of Airbus SB A , A , A , or A , at original issue, as applicable to aeroplane model. Table 1 Aeroplane Type A300B4/C4/F4, A and A ST A310 Compliance Time Whichever occurs later Within FC after the modification or repair accomplishment, or Within 550 FC after the effective date of this AD Within FC after the modification or repair accomplishment, or Within 775 FC after the effective date of this AD (13) After the inspection as required by paragraph (12) of this AD, at intervals not to exceed the value specified in Table 2 of this AD, as applicable, accomplish a DVI or a non-destructive test inspection (NDT) of the LH and RH MLG Rib 5 aft bearing forward lugs in accordance with the instructions of Airbus SB A , A , A , or A , at original issue, as applicable to aeroplane model. Table 2 Aeroplane Type DVI Interval NDT Interval A300B4/C4/F4, A and A ST 550 FC FC A FC FC (14) If, during any NDT as required by paragraph (12) or (13) of this AD, a discrepancy is detected, before next flight, report to Airbus and accomplish concurrently a one-time DVI in accordance with the instructions of Airbus SB A , A , A , or A , as applicable to aeroplane model. (15) If, during the DVI as required by paragraph (14) of this AD, no crack is detected, at intervals not to exceed 100 FC, repeat the DVI in accordance with the instructions of Airbus SB A , A , A , or A , at original issue, as applicable to aeroplane model. (16) If, during any DVI as required by paragraph (12), (13), (14) or (15) of this AD, as applicable, a crack is detected, before next flight, contact Airbus for approved repair instructions and accomplish those instructions accordingly. (17) Within 60 days after accomplishment of the inspection as required by paragraph (12) of this AD, report the inspection results (including no findings) to Airbus. For that purpose, inspection report sheet provided in Airbus SB A , A , A or A may be used, at original issue, as applicable to aeroplane model. Ref. Publications: Airbus ASB A300-57A0248 Original issue dated 12 December 2006, Airbus SB A Revision 3 dated 18 January 2012, Airbus SB A Original issue dated 08 August 2007, and CAP European Aviation Safety Agency. All rights reserved. 4/5 Proprietary document. Copies are not controlled. Confirm revision status through the EASA-Internet/Intranet.

14 Airbus SB A Original issue dated 13 January Airbus ASB A310-57A2088 Original issue dated 06 November 2006, Airbus SB A Revision 3 dated 23 January 2012, Airbus SB A Original issue dated 22 May 2007, and Airbus SB A Original issue dated 13 January Airbus ASB A300-57A6105 Original issue dated 12 December 2006, Airbus SB A Original issue dated 08 August 2007, Airbus SB A Revision 3 dated 23 January 2012, and Airbus SB A Original issue dated 13 January Airbus SB A Revision 3 dated 18 January 2012, and Airbus SB A Original issue dated 13 January 2012 Airbus Repair Instructions R Issue A, Issue A, R Issues A to G or R Issues A to G. EASA AD No : The use of later approved revisions of these documents is acceptable for compliance with the requirements of this AD. Remarks : 1. If requested and appropriately substantiated, EASA can approve Alternative Methods of Compliance for this AD. 2. This AD was posted on 05 June 2012 as PAD for consultation until 03 July The Comment Response Document can be found at 3. Enquiries regarding this AD should be referred to the Safety Information Section, Executive Directorate, EASA. ADs@easa.europa.eu. 4. For any question concerning the technical content of the requirements in this AD, please contact: AIRBUS SAS EIAW (Airworthiness Office, Telephone: , Fax: ). CAP European Aviation Safety Agency. All rights reserved. 5/5 Proprietary document. Copies are not controlled. Confirm revision status through the EASA-Internet/Intranet.

15 EASA AD No.: EASA AIRWORTHINESS DIRECTIVE AD No.: Date: 01 October 2012 Note: This Airworthiness Directive (AD) is issued by EASA, acting in accordance with Regulation (EC) No 216/2008 on behalf of the European Community, its Member States and of the European third countries that participate in the activities of EASA under Article 66 of that Regulation. This AD is issued in accordance with EC 748/2012, Part 21.A.3B. In accordance with EC 2042/2003 Annex I, Part M.A.301, the continuing airworthiness of an aircraft shall be ensured by accomplishing any applicable ADs. Consequently, no person may operate an aircraft to which an AD applies, except in accordance with the requirements of that AD, unless otherwise specified by the Agency [EC 2042/2003 Annex I, Part M.A.303] or agreed with the Authority of the State of Registry [EC 216/2008, Article 14(4) exemption]. Design Approval Holder s Name: AIRBUS Type/Model designation(s): A300 and A aeroplanes TCDS Number: France No.145 Foreign AD: Not applicable Supersedure: This AD supersedes EASA AD dated 12 September ATA 57 Wings Lower Skin Panel Inboard of Rib 9 and Aft of Rear Spars Inspection Manufacturer(s): Applicability: Reason: Airbus (Formely Airbus Industries) Airbus A300B2-1C, A300B2-203, A300B2K-3C, A300B4-103, A300B4-120, A300B4-203, A300B4-2C, A300C4-203, A300F4-203, A300B4-601, A300B4-603, A300B4-605R, A300B4-620, A300B4-622, A300B4-622R, A300C4-605R/F, A300C4-620 and A300F4-605R aeroplanes, all manufacturer serial numbers. During routine maintenance, cracks were found in the wing bottom skin and in the associated internal support structure on an A300 aeroplane aft of the rear spar and inboard of rib 9. Initially, cracks were found in the skin only, starting from a fastener close to the forward outboard corner of access panel 575FB/675FB. Subsequently, cases were reported of cracks being found in the skin support strap and the stiffener. This condition, if not detected and corrected, could affect the structural integrity of the aeroplane. To address this unsafe condition, EASA issued AD to require repetitive inspections of the wing lower skin panel and associated internal support structure aft of the rear spar and inboard of rib 9. Since that AD was issued, the results of a fleet survey and updated Fatigue and Damage Tolerance analysis, which were performed in order to substantiate the second A300 and A Extended Service Goal (ESG2) exercise, revealed that the inspection threshold and interval had to be reduced to allow timely detection of cracks and the accomplishment of an applicable corrective action. TE.CAP European Aviation Safety Agency. All rights reserved. 1/2 Proprietary document. Copies are not controlled. Confirm revision status through the EASA-Internet/Intranet.

16 Effective Date: 15 October 2012 EASA AD No.: Prompted by these findings, Airbus issued Revision 05 of Airbus Service Bulletin (SB) A and Revision 07 of Airbus SB A For the reasons described above, this AD retains the requirements of EASA AD , which is superseded, but requires the accomplishment of those actions within reduced thresholds and intervals. Required Action(s) and Compliance Time(s): Required as indicated, unless accomplished previously: (1) Within the compliance times (thresholds and intervals) indicated in Airbus SB A Revision 05 or Airbus SB A Revision 07, as applicable to the aeroplane model and aeroplane configuration, accomplish repetitive eddy current inspections and/or detailed visual inspections and/or X-ray inspections of the left-hand and right-hand wing lower skin panels and associated internal support structures, aft of the rear spar and inboard of rib 9, as applicable to aeroplane configuration, in accordance with the instructions of Airbus SB A Revision 05 or Airbus SB A Revision 07, as applicable to the aeroplane model. (2) If, during any inspection as required by paragraph (1) of this AD, discrepancies are detected, before next flight, accomplish the applicable corrective actions in accordance with the instructions of Airbus SB A Revision 05 or Airbus SB A Revision 07, as applicable to the aeroplane model and aeroplane configuration. (3) Corrective actions, as required by paragraph (2) of this AD, do not constitute terminating action for the repetitive inspection requirements of paragraph (1) of this AD. (4) Inspections and corrective actions, accomplished before the effective date of this AD, in accordance with the instructions of Airbus SB A at original issue up to Revision 04, or Airbus SB A at original issue up to Revision 06, as applicable to the aeroplane model, are acceptable to comply with the initial requirements of paragraph (1) of this AD. After the effective date of this AD, inspections and, depending on findings, corrective actions must be accomplished in accordance with the instructions of Airbus SB A Revision 05, or Airbus SB A Revision 07, as applicable to aeroplane model. Ref. Publications: Airbus SB A Revision 05 dated 23 March Airbus SB A Revision 07 dated 06 June The use of later approved revisions of these documents is acceptable for compliance with the requirements of this AD. Remarks: 1. If requested and appropriately substantiated, EASA can approve Alternative Methods of Compliance for this AD. 2. This AD was posted on 23 August 2012 as PAD for consultation until 20 September No comments were received during the consultation period. 3. Enquiries regarding this AD should be referred to the Safety Information Section, Executive Directorate, EASA For any question concerning the technical content of the requirements in this AD, please contact: AIRBUS SAS EIAW (Airworthiness Office), Telephone: + 33 (0) , Fax: + 33 (0) TE.CAP European Aviation Safety Agency. All rights reserved. 2/2 Proprietary document. Copies are not controlled. Confirm revision status through the EASA-Internet/Intranet.

17 EASA AD No.: EASA AIRWORTHINESS DIRECTIVE AD No.: Date: 31 October 2012 Note: This Airworthiness Directive (AD) is issued by EASA, acting in accordance with Regulation (EC) No 216/2008 on behalf of the European Community, its Member States and of the European third countries that participate in the activities of EASA under Article 66 of that Regulation. This AD is issued in accordance with EU 748/2012, Part 21.A.3B. In accordance with EC 2042/2003 Annex I, Part M.A.301, the continuing airworthiness of an aircraft shall be ensured by accomplishing any applicable ADs. Consequently, no person may operate an aircraft to which an AD applies, except in accordance with the requirements of that AD, unless otherwise specified by the Agency [EC 2042/2003 Annex I, Part M.A.303] or agreed with the Authority of the State of Registry [EC 216/2008, Article 14(4) exemption]. Design Approval Holder s Name: Airbus Type/Model designation(s): A300 and A aeroplanes TCDS Number: France TCDS No 145 Foreign AD: Not applicable Supersedure: None ATA 53 Fuselage Frame Base Fitting between Frames 41 and 46 Area 2 Inspection Manufacturer(s): Applicability: Reason: Airbus (formerly Airbus Industries) A300 and A aeroplanes, all certified models, all manufacturer serial numbers, if repaired in accordance with Airbus Service Bulletin (SB) A Revision 01 or earlier revision, or A Revision 04 or earlier revisions, as applicable to aeroplane Model. During accomplishment of Airbus SB A , which addresses detailed visual inspections of the lower frame fittings between Frame (FR) 41 and FR46, on one A aeroplane a crack was detected in the area 2 of the foot of frame FR46 at junction radius level. This frame, that was previously repaired due to a crack finding in the area 1, was not due to be inspected before reaching the post-repair inspection threshold, i.e FC, from repair embodiment. It has been determined that the current repairs proposed in Airbus SB A and Airbus A are of limited effect to prevent cracking in the area 2 of the lower frame fittings. Consequently, as a temporary action and until an improvement of the existing repairs is made available, this AD requires a one-time detailed visual inspection of frame base fittings that were repaired in accordance with Airbus SB A original issue or Rev. 1 or Airbus SB A original issue up to Rev.4, and the reporting of findings to Airbus. Effective Date: 14 November 2012 TE.CAP European Aviation Safety Agency. All rights reserved. 1/2 Proprietary document. Copies are not controlled. Confirm revision status through the EASA-Internet/Intranet.

18 EASA AD No.: Required Action(s) and Compliance Time(s): Required as indicated, unless accomplished previously: (1) Within FH after the effective date of this AD, accomplish the following actions concurrently: (1.1) Check the maintenance records to determine if repairs were performed in the area 1 of the frame base fitting as defined in the appendix 1 of Airbus Alert Operators Transmission (AOT) A53W dated 04 Jul (1.2) If it is conclusively determined, as required by paragraph (1.1) of this AD, that the affected area has been repaired, accomplish a one-time detailed visual inspection of the frame base fittings between FR41 and FR46 in the area 2 defined in accordance with appendix 2 of AIRBUS AOT A53W dated 04 July (2) If, during the inspection as required by paragraph (1.2) of this AD, any crack is detected, before next flight, contact Airbus for approved instructions for corrective action and accomplish those instructions accordingly. Ref. Publications: Airbus Alert Operators Transmission (AOT) A53W dated 04 July Airbus Service Bulletins: A Revision 01 dated 17 March 2003 or earlier revision. A Revision 04 dated 25 August 2011 or earlier revisions. Remarks: 1. If requested and appropriately substantiated, EASA can approve Alternative Methods of Compliance for this AD. 2. This AD was posted on 20 July 2012 as PAD for consultation until 17 August The Comment Response Document can be found at 3. Enquiries regarding this AD should be referred to the Safety Information Section, Executive Directorate, EASA. ADs@easa.europa.eu. 4. For any question concerning the technical content of the requirements in this AD, please contact AIRBUS SAS EIAW (Airworthiness Office, Telephone: , Fax: ). TE.CAP European Aviation Safety Agency. All rights reserved. 2/2 Proprietary document. Copies are not controlled. Confirm revision status through the EASA-Internet/Intranet.

19 EASA AD No.: EASA AIRWORTHINESS DIRECTIVE AD No.: Date: 07 November 2012 Note: This Airworthiness Directive (AD) is issued by EASA, acting in accordance with Regulation (EC) No 216/2008 on behalf of the European Community, its Member States and of the European third countries that participate in the activities of EASA under Article 66 of that Regulation. This AD is issued in accordance with EU 748/2012, Part 21.A.3B. In accordance with EC 2042/2003 Annex I, Part M.A.301, the continuing airworthiness of an aircraft shall be ensured by accomplishing any applicable ADs. Consequently, no person may operate an aircraft to which an AD applies, except in accordance with the requirements of that AD, unless otherwise specified by the Agency [EC 2042/2003 Annex I, Part M.A.303] or agreed with the Authority of the State of Registry [EC 216/2008, Article 14(4) exemption]. Design Approval Holder s Name: AIRBUS Type/Model designation(s): A300 aeroplanes TCDS Number: France No 145 Foreign AD: Supersedure: Not applicable None ATA 05 Time Limits / Maintenance Checks Ageing System Maintenance Airworthiness Limitations Introduction Manufacturer(s): Airbus (formerly Airbus industries) Applicability: Reason: A300 aeroplane models, all serial numbers The results of the Extended Service Goal (ESG) exercise for A300 series aeroplanes ( flight hours (FH) or flight cycles (FC), whichever occurs first) identified certain operational tests as Airworthiness Limitation Items (ALI), necessary to ensure the safety objectives for aeroplanes which have accumulated or exceeded FH. These ALI are not fully new, since all nine tasks derive from existing Maintenance Planning Document (MPD) tasks. Consequently, the intervals of those nine tasks can no longer be escalated or retained at an interval higher than that specified in this AD for each task. Failure to comply with these tasks within the established maximum intervals could be detrimental to the safety of the affected aeroplanes. For the reasons described above, this AD requires the implementation of nine specific operational ALI test for aeroplanes which have accumulated or exceeded FH. In addition, Airbus performed an analysis of the impacts of ESG activities on A300 series aeroplanes and, based on the results, this AD publishes an operational life of FH or FC, whichever occurs first, applicable to A300 system installations. Effective Date: 21 November 2012 TE.CAP European Aviation Safety Agency. All rights reserved. 1/3 Proprietary document. Copies are not controlled. Confirm revision status through the EASA-Internet/Intranet.

20 EASA AD No.: Required Action(s) and Compliance Time(s): Required as indicated, unless accomplished previously. (1) Before exceeding FH accumulated by the aeroplane, or within 90 days after the effective date of this AD, whichever occurs later, verify that the ALI as listed in Appendix 1 of this AD are being accomplished within the intervals as specified in Appendix 1 of this AD, as applicable. If any ALI interval is currently included in the approved Aircraft Maintenance Programme (AMP) at an interval exceeding the value specified in Appendix 1 of this AD, the AMP must be revised accordingly. (2) After the verification as required by paragraph (1) of this AD, within the applicable interval, accomplish each ALI task as specified in Appendix 1 of this AD. Note: Credit may be taken for the last accomplishment of these Aircraft Maintenance Manual (AMM) or MPD tasks to claim initial compliance with the requirements of paragraph (2) of this AD. (3) Compliance with the requirements of paragraph (2) of this AD can be demonstrated by: (3.1) Revising as follows the approved AMP, on the basis of which the operator or the owner ensures the continuing airworthiness of each operated aeroplane: Incorporate all ALIs specified in Appendix 1 of this AD, including each applicable (not to exceed) interval, and (3.2) Complying with the approved AMP described in paragraph (3.1) of this AD. (4) Do not operate any A300 series aeroplanes beyond FH or FC, whichever occurs first. Ref. Publications: A300 MPD Revision 30, dated 01 April A300 AMM at latest revision, as applicable for each operator. Remarks: 1. If requested and appropriately substantiated, EASA can approve Alternative Methods of Compliance for this AD. 2. This AD was posted on 13 April 2012 as PAD for consultation until 11 May The Comment Response Document can be found at 3. Enquiries regarding this AD should be referred to the Safety Information Section, Executive Directorate, EASA. ADs@easa.europa.eu. 4. For any question concerning the technical content of the requirements in this AD, please contact AIRBUS SAS EIAW (Airworthiness Office, Telephone: , Fax: ). TE.CAP European Aviation Safety Agency. All rights reserved. 2/3 Proprietary document. Copies are not controlled. Confirm revision status through the EASA-Internet/Intranet.

21 EASA AD No.: Appendix 1 Not-To-Exceed Intervals Of New Airworthiness Limitation Items MPD Task No. Task description Interval (not to exceed) AMM ref ARTIFICIAL FEEL ELEVATOR - Operational test of pitch artificial feel by comparing qualitatively operating loads in high speed and low speed configurations (with each individual hydraulic system). COMPUTER-ARTIFICIAL FEEL - Operational test of artificial feel "pitch feel" and "rudder travel" monitoring circuits (warning light test and indicating system test). YAW DAMPER - Operational test to verify correct operation of mechanical control between yaw damper system 2 and the rudder. YAW DAMPER - Operational test to verify correct operation of mechanical control between yaw damper system 2 and the rudder. SERVO CONTROL RUDDER - Operational test of rudder servo controls (with individual hydraulic system) by moving Right Hand (RH) rudder pedal full forward and visually observe that rudder moves to the right. Check that rudder travel is confirmed on the flight control position indicator. Release RH pedal. Repeat above test by moving Left Hand rudder pedal. FLAP ASYMMETRY - Operational test of flap asymmetry monitoring circuit, (incl. solenoid operation). FLAP PRESSURE-OFF BRAKE - Operational test of pressure-off brake. SLAT ASYMMETRY - Operational test of slat asymmetry monitoring circuit. SLAT PRESSURE-OFF BRAKE - Operational test of pressure-off brake FH / FH /501 and / FH / FH / FH / FH / FH / FH / FH /501 TE.CAP European Aviation Safety Agency. All rights reserved. 3/3 Proprietary document. Copies are not controlled. Confirm revision status through the EASA-Internet/Intranet.

22 Engineering Procedures Manual 1. Purpose Engineering Procedure No. 27 Airworthiness Procedure for A300 CAT II / IIIA Operations. This procedure has been prepared to define the maintenance requirements necessary to maintain the ACL A300 aircraft at CAT II or CAT III low visibility operations capability. Any deviation from this procedure will require the aircraft's capability to be downgraded to CAT I. 2. Definitions Category I Category II A precision instrument approach and landing with a decision height not lower than 60m (200 ft) and with either a visibility not less than 800m (2400 ft), or a runway visual range not less than 550m (1800 ft). (ICAO - IS&RP Annex 6). A precision instrument approach and landing with a decision height lower than 60m (200 ft) but not lower than 30m (100 ft) and a runway visual range not less than 350m (1200 ft). (ICAO - IS&RP Annex 6). Category IIIA A precision instrument approach and landing with a decision height lower than 30m (100 ft), or no decision height and a runway visual range not less than 200m (700 ft). (ICAO - IS&RP Annex 6). 3. Applicability This procedure is applicable to all A300 Aircraft operated by Air Contractors. 4. Certifying Personnel Requirements In order to upgrade the AFCS capability of an aircraft from CAT I or CAT II to a higher status, the certifying engineer must meet the requirements below ACL Certifying Staff B1 An engineer holding B1 Airframe and Engine Authorisations on the A300 may upgrade the AFCS Status subject to the following restrictions; A Satisfactory Standard Landing has been performed No external test equipment is used. The engineer must also have received training in A300 CAT II / CAT IIIA procedures and recurrent training at intervals acceptable to the Quality Manager ACL Certifying Staff B2 An engineer holding B2 Avionics/Electrical Authorisations on the A300 may upgrade the AFCS Status without restriction providing his PAC is annotated with function "M" CAT II and function "N" CAT IIIA. The conditions to qualify for function M and function N are; The engineer holds Company Authorisation on the A300 B4 with function "I" (Instruments) and function "H" (Autopilot). The engineer must have received training in A300 CAT II / CAT IIIA procedures and recurrent training at intervals acceptable to the Quality Manager. Engineering Procedure 27 Page 1 of 6 Issue 5 dated 12/08/2010