AIRWORTHINESS DIRECTIVE

Transcription

1 EASA AD No.: EASA AIRWORTHINESS DIRECTIVE AD No.: Date: 14 January 2014 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): A318, A319, A320 and A321 aeroplanes TCDS Number: EASA.A.064 Foreign AD: Supersedure: Not applicable This AD supersedes DGAC France AD dated 21 February 2001, and EASA AD R1 dated 12 October ATA 55 Stabilizers Elevators Inspection Manufacturer(s): Applicability: Airbus (formerly Airbus Industrie) Airbus A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A and A aeroplanes, all manufacturer serial number. Reason: Trapped liquid was reported in the honeycomb core of pre-mod elevators installed on A320 family aeroplanes. This condition, if not detected and corrected, could lead to disbonding between the affected elevator panel skin and honeycomb core, affecting the structural integrity of the elevator structure. To address this potential unsafe condition, Airbus issued Service Bulletin (SB) A , providing instructions to accomplish a one-time inspection and, depending on findings, repair, modification and re-protection of the affected elevators. Consequently, DGAC France issued AD to require the actions specified in that SB. Since that AD was issued, a special detailed repetitive inspection applicable to all pre-mod elevators was introduced with ALI task in ALS Part 2 under ALI Document reference AI/SE-M4/95A.0252/96 at issue 7, approved by EASA on 07 February 2006 and mandated by EASA AD EASA AD was superseded by EASA AD R1, which required implementation of the actions contained in issue 10 of the ALI TE.CAP European Aviation Safety Agency. All rights reserved. 1/5

2 document. Effective Date: 28 January 2014 EASA AD No.: As a consequence of the increasing number of elevators being inspected, it was reported that some elevators may have been moved from the aeroplane on which they were originally fitted to another aeroplane, and spare parts may have been installed without having been inspected within the applicable required time frame as per ALI task requirements. Consequently, EASA issued AD (later revised) to require identification and inspection of elevators installed on aeroplanes that had not been inspected within the applicable time frame as per ALI task Since those ADs were issued, Airbus decided to replace the ALI Task with an inspection SB, in which threshold, interval, inspection method, and applicable corrective actions remain unchanged. For the reason described above, this AD supersedes DGAC France AD and EASA AD R1 and requires repetitive inspections to detect liquid ingress potentially trapped into the elevator structure and, depending on findings, accomplishment of applicable corrective actions. Required Action(s) and Compliance Time(s): Required as indicated, unless accomplished previously: (1) Within 3 months after the effective date of this AD, identify the Part Number (P/N) and serial number (s/n) of the left-hand (LH) and right-hand (RH) elevator on the aeroplane to determine whether the P/N is listed in Appendix 1 of this AD. A review of the aeroplane delivery or maintenance records is acceptable for the P/N determination requirements of paragraph (1) of this AD, provided that the aeroplane configuration and installed components can be conclusively determined from that review. (2) Based on the determination as required by paragraph (1) of this AD, for aeroplanes with an elevator installed, as identified in Appendix 1 of this AD, within the threshold defined in Table 1 of this AD, and, thereafter, at intervals not to exceed 6 years since first flight after last inspection and/or repair, accomplish a thermographic inspection of the affected elevator top and bottom skin panels in accordance with the instructions of Airbus SB A Table 1 Aeroplane configuration Having an elevator installed with a P/N and s/n as specified in Appendix 1 of this AD, Table 1 or Table 2 Having an elevator installed with a P/N and s/n as specified in Appendix 1 of this AD, Table 3 or Table 4 Compliance time (whichever occurs later) Within 6 years since first flight of the elevator, or since first flight of the elevator after Airbus SB A embodiment, or since first flight after last ALI inspection, as applicable Within 12 years since the elevator first flight, or within 6 years since first flight of the elevator after last ALI inspection, as applicable (3) If, during any inspection as required by paragraph (2) of this AD, water ingress is confirmed, before next flight, accomplish the applicable corrective actions in accordance with the instructions of Airbus SB A TE.CAP European Aviation Safety Agency. All rights reserved. 2/5

3 EASA AD No.: Note 1: Accomplishment of the instructions of Airbus SB A is a substitute for the actions specified in ALI task (4) Installation on an aeroplane of elevators having a P/N not listed in Appendix 1 of this AD (post-mod 35515) constitutes terminating action for the repetitive inspections required by this AD for that aeroplane. (5) Aeroplanes on which Airbus Modification (Mod.) has been embodied in production are not affected by the inspection requirements of this AD, provided that, since aeroplane first flight, no elevator has been installed having a P/N and s/n as listed in Appendix 1 of this AD. (6) From the effective date of this AD, it is allowed to install an elevator having a P/N and s/n as listed in Appendix 1 of this AD, on an aeroplane, provided that, following installation, that elevator is inspected and, depending on findings, corrected as required by this AD. Note 2: It is the responsibility of the operator to ensure that the applicable compliance limit is transferred with the elevator to the aeroplane on which the elevator is (to be) installed. (7) From the effective date of this AD, do not operate an aeroplane with an elevator installed having a P/N and s/n as listed in Appendix 1 of this AD, Table 1 or Table 2, unless that elevator has already been inspected and re-protected (as previously required by DGAC France AD ) in accordance with the instructions of Airbus SB A Ref. Publications: Airbus SB A original issue dated 13 January 1999, or Revision 01 dated 04 November Airbus SB A original Issue dated 28 February 2013, or Revision 01 dated 09 October 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 13 November 2013 as PAD for consultation until 11 December 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 - Airworthiness Office - EIAS, Fax , account.airworth-eas@airbus.com. TE.CAP European Aviation Safety Agency. All rights reserved. 3/5

4 EASA AD No.: Appendix 1 Affected Elevators, LH and RH Note: Airbus SB A (mod ) includes the installation of an additional marking plate on the elevator front spar and re-identification of the elevator surface depending on its weight and production P/N. As a pre-requisite to SB A accomplishment, the affected elevator should have been weighed in accordance with Component Maintenance Manual (CMM) , or SB A instructions. Table 1 Pre-mod elevators, not having embodied Airbus SB A (Airbus mod ) Part name P/N (first 12 digits only) s/n LH Elevator RH Elevator D D to 1472 inclusive, 1491 and FIC1 Table 2 Pre-mod elevators, having embodied Airbus SB A (Airbus mod ) Part name P/N (first 12 digits only) s/n LH Elevator RH Elevator D D D D D D to 1472 inclusive, 1491 and FIC1 Table 3 Post-mod and pre-mod elevators, not having embodied Airbus SB A (Airbus mod ) Part name P/N (first 12 digits only) s/n LH Elevator RH Elevator D D D D D D D D D D D D All, except 1002 to 1472 inclusive, 1491 and FIC1 All All, except 1002 to 1472 inclusive, 1491 and FIC1 All TE.CAP European Aviation Safety Agency. All rights reserved. 4/5

5 EASA AD No.: Table 4 Post-mod and pre-mod elevators, having embodied Airbus SB A (Airbus mod ) Part name P/N (first 12 digits only) s/n LH Elevator RH Elevator D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D All, except 1002 to 1472 inclusive, 1491 and FIC1 All All, except 1002 to 1472 inclusive, 1491 and FIC1 All TE.CAP European Aviation Safety Agency. All rights reserved. 5/5

6 EASA AD No.: EASA AIRWORTHINESS DIRECTIVE AD No.: Date: 11 March 2014 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): A318, A319, A320 and A321 aeroplanes TCDS Number: Foreign AD: Supersedure: EASA.A.064 Not Applicable None ATA 32 Landing Gear Main Landing Gear Sliding Tube Axles Inspection Manufacturer(s): Applicability: Reason: Airbus (formerly Airbus Industrie) Airbus A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A and A aeroplanes, all manufacturer serial numbers (MSN). A main landing gear (MLG) sliding tube axle rupture occurred in service. Investigation of the affected part showed that this failure was due to an abnormal grinding operation during overhaul by a certain maintenance and repair organisation located in Singapore. A population of MLG sliding tubes was subsequently identified whose axles may have been subject to this grinding operation, which may have resulted in areas of residual stress on the axles on the MLG sliding tubes. In addition, the MSN of the aeroplanes which are known to have had the affected parts installed have been identified. This condition, if not detected and corrected, could lead to cracks in the axle and (partial) detachment of axle and wheel from the sliding tube, possibly resulting in failure of a MLG with consequent damage to the aeroplane and injury to occupants. To address this potential unsafe condition, Messier-Bugatti-Dowty, the MLG gear manufacturer, issued Service Bulletin (SB) and SB , providing inspection instructions and criteria for removal from service of the affected MLG sliding tubes. For the reasons described above, this AD requires a one-time Special Detailed Inspection (SDI) of the axle on the affected MLG sliding tubes and, depending on findings, replacement of the MLG sliding tube. TE.CAP European Aviation Safety Agency. All rights reserved. 1/5

7 EASA AD No.: Effective Date: 25 March 2014 Required Action(s) and Compliance Time(s): Required as indicated, unless accomplished previously: (1) Within 3 months after the effective date of this AD, accomplish the following actions: (1.1) Identify the Part Number (P/N) and Serial Number (S/N) of the MLG sliding tubes installed on each aeroplane. A review of aeroplane maintenance records is acceptable to accomplish the identification as required by this paragraph, provided those records can be relied upon for that purpose. An aeroplane with an MSN not listed in Table 1 of this AD is not affected by the requirements of paragraphs (1.2) and (2) of this AD, provided it can be determined that no MLG sliding tube having a P/N and S/N as listed in Appendix 1 of this AD has been installed on that aeroplane since first entry into service. (1.2) For each MLG sliding tube, identified as required by paragraph (1.1) of this AD, having a P/N and S/N as listed in Appendix 1 of this AD, accomplish a SDI of the affected MLG axle and brake flange in accordance with the instructions of Messier-Dowty SB (A318, A319 and A320) or SB (A321), as applicable, or in accordance with the instructions of Airbus SB A (2) If, during the SDI as required by paragraph (1.2) of this AD, any damage is detected, before next flight, replace the MLG sliding tube with a serviceable one in accordance with the instructions of Messier-Dowty SB (A318, A319 and A320) or SB (A321), as applicable, or in accordance with the instructions of Airbus SB A Note: For the purpose of this AD, a serviceable sliding tube is a sliding tube having a P/N and S/N not listed in Appendix 1 of this AD, or a sliding tube having a P/N and S/N listed in Appendix 1 of this AD which has passed the SDI as required by paragraph (1.2) of this AD. Table 1 Affected Aeroplanes listed by MSN (3) Do not install on any aeroplane a MLG sliding tube, having a P/N and S/N as listed in Appendix 1 of this AD, as required by paragraph (3.1) or (3.2) of this AD, as applicable, unless that sliding tube has passed the SDI as required by paragraph (1.2) of this AD. (3.1) For aeroplanes that have a MLG sliding tube installed, having a P/N and S/N as listed in Appendix 1 of this AD: After release to service of the aeroplane following the SDI as required by paragraph (1.2) of this AD. (3.2) For aeroplanes that, on the effective date of this AD, do not have a MLG sliding tube installed having a P/N and S/N as listed in Appendix 1 of this AD: From the effective date of this AD. TE.CAP European Aviation Safety Agency. All rights reserved. 2/5

8 EASA AD No.: Ref. Publications: Messier-Dowty SB dated 25 February Messier-Dowty SB dated 25 February Airbus SB A dated 10 March 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 17 January 2014 as PAD for consultation until 14 February The Comment Response Document can be found at 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 Airworthiness Office EIAS, Fax , account.airworth-eas@airbus.com. TE.CAP European Aviation Safety Agency. All rights reserved. 3/5

9 EASA AD No.: Appendix 1 Affected MLG Sliding Tubes TE.CAP European Aviation Safety Agency. All rights reserved. 4/5

10 EASA AD No.: Appendix 1 Affected MLG Sliding Tubes (continued) TE.CAP European Aviation Safety Agency. All rights reserved. 5/5

11 EASA AD No.: EASA AIRWORTHINESS DIRECTIVE AD No.: Date: 23 April 2014 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): A318, A319, A320 and A321 aeroplanes TCDS Number: EASA.A.064 Foreign AD: Not applicable Supersedure: None ATA 52 Doors Main Landing Gear Fixed Fairing Assembly Inspection Manufacturer(s): Applicability: Reason: Airbus (formerly Airbus Industrie) Airbus A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A and A aeroplanes, all manufacturer serial numbers. Several occurrences of in-flight loss of main landing gear (MLG) fixed and hinged fairings were reported. The majority of reported events occurred following scheduled maintenance activities. One result of the investigation was that a discrepancy between the drawing and the maintenance manuals was discovered. The maintenance documents were corrected to prevent miss-rigging of the MLG fixed and hinged fairings, which could induce fatigue cracking. In 1997, Airbus issued Service Bulletin (SB) A , providing instructions for a one-time inspection of the MLG fixed fairing composite insert and the surrounding area, replacement of the adjustment studs at the lower forward position and adjustment to the new clearance tolerances. In 1998, Airbus SB A was superseded by Airbus SB A (modification 27716) introducing a re-designed location stud, rod end and location plate at the forward upper and lower leg fixed-fairing positions. In 2012, reports were received of post-mod / post-sb A MLG fixed fairing assemblies with corrosion, which could also induce cracking. TE.CAP European Aviation Safety Agency. All rights reserved. 1/3

12 EASA AD No.: Effective Date: 07 May 2014 This condition, if not detected and corrected, could lead to further cases of inflight detachment of a MLG fixed fairing, possibly resulting in injury to persons on the ground and/or damage to the aeroplane. For the reason described above, this AD requires repetitive detailed inspections (DET) of the MLG fixed fairings, and, depending on findings, accomplishment of applicable corrective actions. This AD also prohibits installation of certain MLG fixed fairing rod end assemblies and studs (see Table 1 of this AD) as replacement parts on aeroplanes which have embodied Airbus mod in production, or have been modified in accordance with Airbus SB A (any revision) in service. This AD is considered an interim action, pending introduction of a terminating modification, and further AD action may follow. Required Action(s) and Compliance Time(s): Required as indicated, unless accomplished previously: (1) For aeroplanes in pre-mod and pre-sb A configuration, having components installed as identified by Part Number (P/N) in Table 1 of this AD, within the compliance time as specified in Table 2 of this AD, and, thereafter, at intervals not exceeding flight cycles (FC), replace both right hand (RH) and left hand (LH) MLG fixed fairing upper and lower attachment studs in accordance with the instructions of Airbus SB A Table 1 Pre-mod (pre-sb A ) Components Part Name Plate - Support Stud - Adjustment Rod end assembly (lower) Rod end assembly (upper) Part Number D D D D Table 2 Initial Inspection for Pre-mod Aeroplanes Compliance time (whichever occurs later, A, B, C or D) A B C D Before exceeding FC since aeroplane first flight Within FC since last installation of the pre-mod stud on an aeroplane Within FC after the effective date of this AD Within 8 months after the effective date of this AD (2) For aeroplanes in post-mod (or post-airbus SB A ) configuration, within the compliance time as specified in Table 3 of this AD, and, thereafter, at intervals not exceeding 12 months (except as specified below), accomplish a DET of each forward stud assembly, both RH and LH MLG, in accordance with the instructions of Airbus SB A When, following any DET as required by this paragraph, both RH and LH MLG forward stud assemblies on an aeroplane are replaced with new ones, the next DET for that aeroplane can be deferred up to 72 months after replacement. TE.CAP European Aviation Safety Agency. All rights reserved. 2/3

13 EASA AD No.: Table 3 Initial Inspection for Post-mod Aeroplanes Compliance time (whichever occurs later, A, B, C or D) A B C D Before exceeding 72 months since aeroplane first flight Within 72 months since last installation of the stud post-mod or since Airbus SB A accomplishment Within FC after the effective date of this AD Within 8 months after the effective date of this AD (3) If, during any DET as required by paragraph (2) of this AD, any crack, damage or corrosion is found, before next flight, replace the upper and lower RH and LH MLG fixed fairing forward attachment assemblies in accordance with the instructions of Airbus SB A (4) Replacement of parts on an aeroplane as required by paragraph (1) or (3) of this AD, as applicable, does not constitute terminating action for the repetitive DET required by this AD for that aeroplane. (5) Modification of an aeroplane to post-mod configuration in accordance with the instructions of Airbus SB A constitutes terminating action for the repetitive replacements as required by paragraph (1) of this AD for that aeroplane. Refer to paragraph (2) of this AD to determine the next due DET after modification and the applicable repetitive DET interval. (6) Do not install on any aeroplane a component as listed in Table 1 of this AD, as required by paragraph (6.1) or (6.2) of this AD, as applicable: (6.1) For aeroplanes in pre-mod and pre-airbus SB A configuration: After optional modification as specified in paragraph (4) of this AD. (6.2) For aeroplanes in post-mod or post-airbus SB A configuration: From the effective date of this AD. Ref. Publications: Airbus SB A original issue dated 07 December 1998, or Revision 01 dated 12 March Airbus SB A original issue dated 04 February 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 10 March 2014 as PAD for consultation until 07 April 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 Airworthiness Office EIAS, Fax , account.airworth-eas@airbus.com. TE.CAP European Aviation Safety Agency. All rights reserved. 3/3

14 EASA AD No.: EASA AIRWORTHINESS DIRECTIVE AD No.: Date: 20 May 2014 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: CFM INTERNATIONAL S.A. Type/Model designation(s): CFM56-5B and CFM56-7B engines TCDS Number: Foreign AD: Supersedure: EASA.E.003, EASA.E.004 Not applicable None ATA 05 Time Limits Engine Stationary Parts Life Limits / Mandatory Inspections Manufacturer(s): Applicability: Reason: SNECMA, General Electric CFM56-5B engines, all models, all serial numbers. CFM56-7B engines, all models, all serial numbers. These engines are known to be installed on, but not limited to, Airbus A318, A319, A320 and A321 aeroplanes; and Boeing , -700, -800, -900 and -900ER aeroplanes. Stationary components were identified by CFM International S.A. (CFM) as life limited in service. Neither CFM56-5B Engine Shop Manual (ESM) nor CFM56-7B ESM contained instructions for calculation of remaining cyclic life for life limited engine stationary parts which were previously operated on a different engine type or model (configuration). This condition, if not corrected, could lead to operation of an engine stationary part beyond its technical life limit and consequent engine structural failure, possibly resulting in damage to the aeroplane and/or injury to the occupants. To address this potentially unsafe condition, CFM issued CFM56-5B ESM Temporary Revision (TR) and CFM-7B ESM TR to provide a method to determine the remaining life of each affected engine stationary part. For the reasons described above, this AD requires calculation of the remaining life of each affected engine stationary part and, depending on the calculation results, replacement or inspection of each part, as applicable. Effective Date: 03 June 2014 TE.CAP European Aviation Safety Agency. All rights reserved. 1/2

15 EASA AD No.: Required Action(s) and Compliance Time(s): Required as indicated, unless accomplished previously: (1) Within 12 months after the effective date of this AD, identify each life limited stationary part installed on an engine which was previously operated in different engine model configuration. A review of engine maintenance records is acceptable to make these identifications, provided that the operational history of each life limited engine stationary part can be conclusively determined from that review. (2) If, during the identification as required by paragraph (1) of this AD, an engine stationary part is identified that has previously been operated in a different engine type or different engine model (including different configuration, thrust rating), within 12 months after the effective day of this AD, calculate the remaining life of each engine stationary part in accordance with the instructions of CFM56-5B ESM page block , as amended in accordance with TR , or CFM56-7B ESM page block , as amended in accordance with TR , as applicable to engine type. (3) Depending on the result of the calculation as required by paragraph (2) of this AD, within 50 engine cycles, or before exceeding the calculated remaining life, whichever occurs later after calculation as required by paragraph (2) of this AD, replace each affected part with a serviceable part, or inspect each part (including all applicable corrective actions, depending on findings) in accordance with the approved maintenance instructions, as applicable. (4) From the effective date of this AD, installation on an engine of a used life limited engine stationary part that has previously been operated in a different engine type or different engine model (including different configuration, thrust rating) is allowed, provided that, prior to installation, the applicable remaining life of the engine stationary part is calculated as specified in paragraph (2) of this AD and, thereafter, each affected part is inspected or replaced, as applicable, before exceeding the calculated remaining life. Ref. Publications: CFM56-5B ESM, as amended by TR dated 29 August 2013, CFM56-7B ESM, as amended by TR dated 29 August 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 12 February 2014 as PAD for consultation until 12 March 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: CFM SA Customer Support Center snecma.csc@snecma.fr. International Phone : Fax : , or CFM Inc. Customer Support Center geae.aoc@ge.com. International Phone: Fax : TE.CAP European Aviation Safety Agency. All rights reserved. 2/2

16 EASA AD No.: EASA AIRWORTHINESS DIRECTIVE AD No.: Date: 04 June 2014 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): A318, A319 and A320 aeroplanes TCDS Number: Foreign AD: Supersedure: EASA.A.064 Not applicable None ATA 32 Landing Gear Main Landing Gear Upper Cardan Life Limitation Manufacturer: Applicability: Reason: Airbus (formerly Airbus Industrie) Airbus A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A and A aeroplanes, all manufacturer serial numbers. During an A T main landing gear (MLG) fatigue test by Messier Bugatti-Dowty (MBD), an upper cardan was found with a crack, emanating from the grease hole / main lug intersection. The affected upper cardan, Part Number (P/N) , is listed in the applicable Airworthiness Limitations Section (ALS) Part 1 with a demonstrated fatigue life of landings. This condition, if not corrected, could lead to MLG upper cardan failure, possibly resulting in MLG collapse and subsequent damage to the aeroplane and injury to occupants. Prompted by these findings and further to analysis, it has been decided to reduce the life limit for certain installations of the P/N MLG upper cardan. For the reasons described above, this AD requires implementation of the new life limits, as applicable, and replacement of any affected MLG upper cardan units that have already exceeded the reduced limit. The reduced life limits for the affected MLG upper cardan are expected to be incorporated in a next revision of the Airbus A318/A319/A320/A321 ALS Part 1. Effective Date: 18 June 2014 TE.CAP European Aviation Safety Agency. All rights reserved. 1/3

17 EASA AD No.: Required Action(s) and Compliance Time(s): Required as indicated, unless accomplished previously: (1) Within 3 months after the effective date of this AD, or before exceeding the life limit as defined in Appendix 1 of this AD, as applicable, whichever occurs later, replace each MLG upper cardan P/N with a serviceable part. Note 1: For the purpose of this AD, a serviceable MLG upper cardan is a part having P/N that has not exceeded the life limit defined in Appendix 1 of this AD, or a MLG upper cardan having a different P/N that has not exceeded the life limit defined in Airbus A318/A319/A320/A321 ALS Part 1 Revision 02. (2) From the effective date of this AD, it is allowed to install a MLG upper cardan P/N on an aeroplane, provided the part life has not exceeded the life limit defined in Appendix 1 of this AD, as applicable, and that, following installation, it is replaced before exceeding the applicable life limit as defined in Appendix 1 of this AD (see Notes 4 and 6) with a serviceable part (see Note 1 above). Ref. Publications: Airbus A318/A319/A320/A321 ALS Part 1 Revision 02, dated 13 May The use of later approved revisions of this document 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 25 March 2014 as PAD for consultation until 08 April 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 Airworthiness Office EIAS, Fax , account.airworth-eas@airbus.com. TE.CAP European Aviation Safety Agency. All rights reserved. 2/3

18 Appendix 1 MLG Upper Cardan P/N Life Limit EASA AD No.: Note 2: Note 3: Note 4: Note 5: Note 6: Note 7: The life limit as specified in this Appendix (see table below) is counted in landings, accumulated by the MLG unit since its first installation on an aeroplane. The life limit applies only where the installation is valid for the given aeroplane model, configuration, and weight variant (WV). In case of transfer of a part between aeroplanes having a different life limitation, refer to the Airbus A318/A319/A320/A321 ALS Part 1 Revision 02 sub-part 1-0 paragraph 6 for the method to adjust the life limitation. A MLG unit on which Airbus modification (mod) is embodied (i.e. post-mod) is also known as Enhanced landing gear. Pre-mod MLG units are identified as P/N xxx Leg and Dressing Series and post-mod MLG units are identified as P/N xxx Leg and Dressing series. For aeroplanes and configurations not defined in the table below, the life limitation is unchanged and those as specified in Airbus A318/A319/A320/A321 ALS Part 1 at Revision 02 still apply. Certain life limits were stated incorrectly in PAD , as FC instead of FC. The Table below shows the correct values. Affected aeroplanes Life Limit (see Note 2 above) A319 pre-mod 26644, excluding Corporate Jets post-mod 28238, and A319 post-mod 26644, excluding Corporate Jets post-mod 28238, and A320 Twin pre-mod 26644, WV012, WV011, WV016 and WV A320 Twin post-mod 26644, WV012, WV011, WV016 and WV A320 Twin post-mod 26644, WV015 and WV TE.CAP European Aviation Safety Agency. All rights reserved. 3/3

19 EASA AD No.: EASA AIRWORTHINESS DIRECTIVE AD No.: Date: 11 June 2014 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): A318, A319, A320 and A321 aeroplanes TCDS Number: Foreign AD: EASA.A.064 Not applicable Supersedure: This AD supersedes EASA AD dated 05 August ATA 27 Flights Controls Trimmable Horizontal Stabilizer Actuator Inspection Manufacturer(s): Applicability: Reason: Airbus (formerly Airbus Industrie) Airbus A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A , A and A aeroplanes, all manufacturer serial numbers. The Trimmable Horizontal Stabilizer Actuator (THSA) of Airbus A320 Family aeroplanes has been rig-tested to check its behaviour in case of primary load path failure. In that configuration, the loads are transferred to the secondary nut, which should jam, preventing any THS motion. The test results showed that the secondary nut did not jam as expected, preventing detection of the primary load path failure. In order to verify the integrity of the THSA primary load path, EASA issued AD to require two different repetitive inspections on the Lower and Upper THSA attachments to obtain confirmation that the secondary load path is not loaded. While performing these repetitive inspections, several occurrences of an incorrect THSA installation have been found. This condition, if not detected and corrected, could lead to a degradation of the integrity of the THSA primary load path and to secondary load path partial or full engagement. To address these findings, EASA issued AD to require a one-time detailed visual inspection of specific parts of the THSA attachments. TE.CAP European Aviation Safety Agency. All rights reserved. 1/3

20 EASA AD No.: Effective Date: 25 June 2014 Subsequently, EASA issued AD , retaining the requirements of AD and AD , which were superseded, and in addition required repetitive detailed visual inspections of specific parts of the THSA attachments. Since EASA AD was issued, Airbus issued Service Bulletin (SB) A Revision 10 to provide instructions for additional general visual inspections of the THSA ballscrew thread to detect dents. For the reason described above, this EASA AD retains the requirements of EASA AD , which is superseded, and requires supplementary repetitive inspections of the THSA ball screw to detect dents and, depending on findings, accomplishment of applicable corrective action(s). Required Action(s) and Compliance Time(s): Required as indicated, unless accomplished previously: (1) Within 20 months since aeroplane first flight, or within 20 months since the last inspection of the lower THSA attachment in accordance with the instructions of Airbus SB A (Revision 02 up to Revision 09), whichever occurs later, and, thereafter, at intervals not exceeding 20 months, accomplish the following actions concurrently, as specified in paragraphs (1.1), (1.2), (1.3) and (1.4) in accordance with the instructions of Airbus SB A Revision 10. (1.1) Check the clearance between the secondary nut trunnions and the junction plates at the lower THSA attachment. (1.2) Visually inspect the lower THSA attachment for correct installation of attachment parts. (1.3) Visually inspect the ball screw. (1.4) Depending on findings during the actions as required by paragraph (1.1), or (1.2), or (1.3) of this AD, accomplish the applicable corrective actions. (2) Within 10 months since aeroplane first flight, or within 10 months since the last inspection of the upper THSA attachment in accordance with the instructions of Airbus SB A (Revision 02 up to Revision 09), whichever occurs later, and, thereafter, at intervals not exceeding 10 months, accomplish the following actions concurrently, as specified in paragraphs (2.1), (2.2) and (2.3) in accordance with the instructions of Airbus SB A Revision 10. (2.1) Inspect the upper THSA attachment for correct installation, cracks, damage, and metallic particles. (2.2) Visually inspect the upper attachment for correct installation of attachment parts. (2.3) Depending on findings during the inspections as required by paragraph (2.1) or (2.2) of this AD, accomplish the applicable corrective actions. (3) Within 30 days after each action as required by paragraphs (1) and (2) of this AD, in case of any findings, report to AIRBUS, using the Appendix 01 Inspection Reporting Sheet of SB A Revision 10. (4) Corrective actions, as required by paragraph (1.4) or (2.3) of this AD, as applicable, do not constitute terminating action for the repetitive check/inspection requirements of paragraphs (1) and (2) of this AD. Ref. Publications: Airbus SB A Revision 02 dated 30 March 2005, or Revision 03 dated 24 August 2005, or Revision 04 dated 17 July 2006, or Revision 05 dated 11 January 2007, or Revision 06 dated 01 April 2008, or Revision 07 TE.CAP European Aviation Safety Agency. All rights reserved. 2/3

21 EASA AD No.: dated 23 June 2009, or Revision 08 dated 06 July 2010, or Revision 09 dated 02 May 2012, or Revision 10 dated 27 March The use of later approved revisions of this document 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 28 April 2014 as PAD for consultation until 26 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 For any question concerning the technical content of the requirements in this AD, please contact: AIRBUS Airworthiness Office EIAS; Fax ; account.airworth-eas@airbus.com. TE.CAP European Aviation Safety Agency. All rights reserved. 3/3