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EASA AD No : 2011-0155R1

EASA Form 110 /4

EASA AIRWORTHINESS DIRECTIVE

AD No.: 2011-0155R1 Correction: 31 January 2012 Date: 15 November 2011 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].

Type Approval Holder’s Name:

AIRBUS

Type/Model designation(s):

A318, A319, A320 and A321 aeroplanes

TCDS Number: EASA.A.064

Foreign AD: Not applicable

Revision: This AD revises EASA AD 2011-0155 dated 25 August 2011, which superseded EASA AD 2006-0203 dated 11 July 2006.

ATA 05 Time Limits and Maintenance Checks – Fuel Airworthiness Limitations – ALS Part 5 – Amendment

Manufacturer(s): Airbus (formerly Airbus Industrie)

Applicability: Airbus A318-111, A318-112, A318-121, A318-122, A319-111, A319-112, A319-113, A319-114, A319-115, A319-131, A319-132, A319-133, A320-111, A320-211, A320-212, A320-214, A320-215, A320-216, A320-231, A320-232, A320-233, A321-111, A321-112, A321-131, A321-211, A321-212, A321-213, A321-231 and A321-232 aeroplane models, all manufacturer serial numbers

Reason: The airworthiness limitations are currently published in the Airbus A318/A319/ A320/A321 Airworthiness Limitations Section (ALS).

The Fuel Airworthiness Limitations (FAL) are specified in Airbus A318/A319/ A320/A321 FAL Document reference 95A.1931/05, which is approved by the European Aviation Safety Agency (EASA) and referenced in the Airbus A318/ A319/A320/A321 ALS Part 5.

The issue 4 of Airbus A318/A319/A320/A321 FAL Document introduces more restrictive maintenance requirements and/or airworthiness limitations. Failure to comply with these more restrictive maintenance requirements and airworthiness limitations contained in this document constitutes an unsafe condition.

This AD retains the requirement of 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

EASA AD No : 2011-0155R1

EASA Form 110 /4

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 EASA AD 2006-0203, as the text inadvertently implied. This particular requirement was also stated in paragraph (3.1) of AD 2011-0155, which makes the statement in paragraph (1) redundant. This revision amends paragraph (3.1) to clarify the requirement and compliance time. This revision does not change the technical content, required actions, or compliance times of this AD.

This AD has been republished to correct paragraph (2), referencing the effective date of the original issue of this AD.

Effective Date: Revision 1: 29 November 2011

Original issue: 08 September 2011

Required Action(s) and Compliance Time(s):

Required as indicated, unless previously accomplished:

(1) Requirements of EASA AD 2006-0203:

Within 3 months after 19 July 2006 [the effective date of AD 2006-0203], comply with all applicable maintenance requirements and associated airworthiness limitations included in Airbus A318/A319/A320/A321 FAL Document reference 95A.1931/05 issue 1.

Note 1: The use of later approved issues of Airbus A318/A319/A320/- A321 FAL Document reference 95A.1931/05 is acceptable for compliance with the requirements of paragraph (1) of this AD.

(2) Within 6 months after 08 September 2011 [the effective date of the original issue of this AD], comply with all applicable maintenance requirements and associated airworthiness limitations included in Airbus A318/A319/A320/A321 FAL Document reference 95A.1931/05 at issue 4, except for the life limitation and associated replacement requirement for the ASM identified by P/N in Table 1 of this AD.

Note 2: Refer to paragraph (3.3) of this AD for the life limitation and associated replacement requirement for the ASM.

(3) Specific tasks and compliance times:

(3.1) For aeroplanes whose first flight occurred before 19 July 2006 [the effective date of EASA AD 2006-0203], the first accomplishment of tasks 281800-01-1 and 281800-02-1 must be performed within 72 months after 19 July 2006.

(3.2) Depending on aeroplane configuration, the first accomplishment of tasks 470000-01-1, 470000-02-1, 470000-03-1, 470000-04-1 and 470000-05-1, must be calculated, either:

(3.2.1) From the aeroplane first flight for aeroplanes on which Airbus modification 38062 or 38195 has been embodied in production, or

(3.2.2) From the in-service installation of the Fuel Tank Inerting System in accordance with the instructions of Airbus SB A320-47-1001, or SB A320-47-1002, or SB A320-47-1003, or SB A320-47-1004, or SB A320-47-1006, or SB A320-47-1007.

(3.2.3) Although Airbus A318/A319/A320/A321 FAL Document reference 95A.1931/05 issue 4 does not refer to the SB A320-47-1006 and SB A320-47-1007, the tasks apply as follows:

Tasks 470000-01-1 and 470000-02-1 apply to aeroplanes

EASA AD No : 2011-0155R1

EASA Form 110 /4

in post-SB A320-47-1007 configuration,

Task 470000-03-1 applies to aeroplanes in post-SB A320-47-1006 and pre-SB A320-47-1007 configuration,

Task 470000-04-1 applies to aeroplanes in post-modification 38195 and pre-SB A320-47-1007 configuration,

Task 470000-05-1 applies to aeroplanes in post-SB A320-47-1007 and pre-modification 151529 (SB A320-47-1005) configuration.

(3.3) Replace each ASM, as specified in Table 1 of this AD, upon reaching the 27 000 flight hours (FH) life limitation (component time), with a serviceable ASM.

Table 1

ASM P/N Affected Aeroplane Configuration

P/N 2060017-101 Post-modification 38062, or

Post-SB A320-47-1002, or

Post-SB A320-47-1004, or

Post-SB A320-47-1007

P/N 2060017-102 Post-modification 152033, or

Post-SB A320-47-1011

(4) Compliance with the requirements of paragraph (2) of this AD can be demonstrated by:

(4.1) Revising, unless accomplished previously, the approved Aircraft Maintenance Programme from which the Operator or the Owner ensures the continuing airworthiness of each operated aeroplane, as follows:

Incorporate all maintenance requirements and associated airworthiness limitations specified in paragraph (2) of this AD,

and

(4.2) Complying with the approved Aircraft Maintenance Programme described in paragraph (4.1) of this AD.

Note 3: For aeroplanes maintained, modified, altered and/or repaired in accordance with Instructions for Continued Airworthiness (ICA) published by Airbus, there are no parallel required actions to update those ICA. These documents include all information necessary to help the Operator/Owner to demonstrate compliance with the requirements of this AD. For other aeroplanes, operators/owners may not be able to demonstrate compliance with the requirements of this AD. In such cases, the operator/owner must seek guidance from the National Authority of the State of Registry of the aeroplane.

Ref. Publications: AIRBUS A318/A319/A320/A321 FAL Document reference 95A.1931/05 issue 4, approved by EASA on 26 August 2010.

The use of later approved variations or 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 11 May 2011 as PAD 11-050 for consultation until 08 June 2011 and republished as PAD 11-050R1 on 21 July 2011

EASA AD No : 2011-0155R1

EASA Form 110 /4

and officially closed for comments on 04 August 2011. The Comment Response Document can be found at http://ad.easa.europa.eu/.

3. Enquiries regarding this AD should be referred to the Safety Information Section, Executive Directorate, EASA. E-mail [email protected].

4. For any question concerning the technical content of the requirements in this AD, please contact: AIRBUS – Airworthiness Office – EIAZA; E-mail: [email protected].

http://ad.easa.europa.eu/

mailto:[email protected]


EASA AD No : 2011-0160R1

EASA Form 110 Page 1/3


AD No.: 2011-0160R1 Date: 15 March 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.


Type Approval Holder’s Name : AIRBUS

Type/Model designation(s) : A318, A319, A320 and A321 aeroplanes

TCDS Number : EASA.A.064

Foreign AD : Not applicable

Revision: This AD revises EASA AD 2011-0160 dated 26 August 2011.

ATA 25 Equipment / Furnishings – Escape Slide Raft – Modification / Replacement


Applicability: Airbus A318-111, A318-112, A318-121, A318-122, A319-111, A319-112, A319-113, A319-114, A319-115, A319-131, A319-132, A319-133, A320-111, A320-211, A320-212, A320-214, A320-215, A320-216, A320-231, A320-232, A320-233, A321-111, A321-112, A321-131, A321-211, A321-212, A321-213, A321-231 and A321-232 aeroplane models, all manufacturer serial numbers.

Reason: Two occurrences on Airbus A320 aeroplanes have been reported where the escape slide raft inflation system did not deploy when activated, due to the rotation of the cable guide in a direction which resulted in jamming of the inflation control cable. Additionally, there has been one reported case where the system did not deploy properly due to a cracked inflation hose fitting.

Investigation conducted by the slide raft manufacturer showed that the hose fitting could be subject to a bending moment if improperly packed. Subsequently, the hose fitting could separate from the reservoir and the inflation of the slide raft may be impaired.

This condition, if not corrected, could delay the evacuation from the aeroplane in case of emergency, possibly resulting in injury to the occupants.

For the reasons described above, this AD requires modification of the affected slide rafts or replacement thereof with modified units.

This AD has been revised to clarify that the prohibition statement of paragraph (4) is applicable to all aeroplanes.

EASA AD No : 2011-0160R1


Effective Date: Revision 1: 29 March 2012

Original issue: 09 September 2011


Required as indicated, unless accomplished previously:

(1) Within 36 months after 09 September 2011 [the effective date of the original issue of this AD], modify the escape slide rafts, having a Part Number (P/N) as identified in Appendix 1 of this AD, in accordance with the instructions of Airbus Service Bulletin (SB) A320-25-1723 or Airbus SB A320-25-1724, as applicable to aeroplane model.

(2) Replacement of all affected escape slide rafts on an aeroplane with slide rafts that have been modified in accordance with the instructions of Air Cruisers / Aerazur SB A320 004-25-85 is an acceptable method to comply with the requirements of paragraph (1) of this AD for that aeroplane.

(3) Aeroplanes on which Airbus modification (mod.) 151459 or mod.151502 has been embodied in production and on which no escape slide raft, as identified in Appendix 1 of this AD, has been installed since first flight, are not affected by the requirement of paragraph (1) of this AD.

(4) After modification of an aeroplane as required by paragraph (1) of this AD, or after 09 September 2011 [the effective date of the original issue of this AD], for aeroplanes that do not have an escape slide raft installed as identified in Appendix 1 of this AD, do not install an escape slide raft identified in Appendix 1 of this AD on that aeroplane, unless it has been modified in accordance with the instructions of Air Cruisers / Aerazur SB A320 004-25-85, or in accordance with the instructions of Airbus SB A320-25-1723 or Airbus SB A320-25-1724, as applicable to aeroplane model.

Ref. Publications : Airbus SB A320-25-1723 original issue, dated 17 December 2010.

Airbus SB A320-25-1724 original issue, dated 17 December 2010.

The use of later approved revisions of these documents is acceptable for compliance with the requirements of this AD.

Air Cruisers / Aerazur SB A320 004-25-85, dated 30 November 2010.

Remarks : 1. If requested and appropriately substantiated, EASA can approve Alternative Methods of Compliance for this AD.

2. The original issue of this AD was posted on 20 July 2011 as PAD 11-072 for consultation until 17 August 2011. No comments were received during the consultation period.


4. For any question concerning the technical content of the requirements in this AD, please contact: AIRBUS – Airworthiness Office – EAS, Fax +33 5 61 93 44 51, E-mail: [email protected].



EASA AD No : 2011-0160R1


Appendix 1

Air Cruisers and Aerazur Escape Slide Rafts, affected by this AD

(if fitted with a Reservoir and Valve Assembly P/N D18309-105 or P/N D18309-205)

Part Number (P/N)

D30664-105

D30664-107

D30664-109

D30664-305

D30664-307

D30664-309

D30664-311

D30665-105

D30665-107

D30665-109

D30665-305

D30665-307

D30665-309

D30665-311

EASA AD No : 2012-0008



AD No.: 2012-0008 Date: 16 January 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.


Type Approval Holder’s Name :

AIRBUS

Type/Model designation(s) :




Supersedure: This AD supersedes EASA AD 2006-0162 dated 08 June 2006.

ATA 05 Time Limits and Maintenance Checks – Safe Life Airworthiness Limitation Items – ALS Part 1 – Amendment


Applicability: Airbus A318-111, A318-112, A318-121, A318-122, A319-111, A319-112, A319-113, A319-114, A319-115, A319-131, A319-132, A319-133, A320-111, A320-211, A320-212, A320-214, A320-215, A320-216, A320-231, A320-232, A320-233, A321-111, A321-112, A321-131, A321-211, A321-212, A321-213, A321-231 and A321-232 aeroplanes, all manufacturer serial numbers.

Reason: The airworthiness limitations for Airbus aeroplanes are currently published in Airworthiness Limitations Section (ALS) documents. The airworthiness limitations applicable to the Safe Life Airworthiness Limitation Items (SL ALI) are specified in Airbus A318/A319/A320/A321 ALS Part 1, which is approved by the European Aviation Safety Agency (EASA).

EASA AD 2006-0162 was issued to require the implementation of the instructions and airworthiness limitations as specified in Airbus A318/A319/A320/A321 ALS Part 1 original issue. Failure to comply with the instructions of ALS Part 1 could result in an unsafe condition.

This AD retains the requirements of EASA AD 2006-0162, which is superseded, extends the applicability by adding the Models A318-121, A318-122, A320-215 and A320-216, and requires the implementation of the instructions and airworthiness limitations as specified in Airbus A318/A319/A320/A321 ALS part 1 revision 02, approved on 13 May 2011.

Effective Date: 30 January 2012

EASA AD No : 2012-0008



Required as indicated, unless accomplished previously:

(1) Within the compliance times defined in the Record of Revisions (ROR) pages of the Airbus A318/A319/A320/A321 ALS Part 1 revision 02, comply with all applicable instructions included by reference in the ROR of the Airbus A318/A319/A320/A321 ALS Part 1 revision 02.

(2) Compliance with the requirements of paragraph (1) of this AD can be demonstrated by:

(2.1) Revising as follows the approved Aircraft Maintenance Programme, on the basis of which the operator or the owner ensures the continuing airworthiness of each operated aeroplane:

Incorporate all instructions and associated airworthiness limitations specified in Airbus A318/A319/A320/A321 ALS Part 1 revision 02, and that are relevant to the respective combination of aeroplane model and weight variant,

and

(2.2) Complying with the approved Aircraft Maintenance Programme described in paragraph (2.1) of this AD.

Ref. Publications: A318/A319/A320/A321 ALS Part 1 Revision 02 approved on 13 May 2011.

The use of later approved variations or revisions of this document is acceptable for compliance with the requirements of this AD.


2. This AD was posted on 23 November 2011 as PAD 11-124 for consultation until 21 December 2011. No comments were received during the consultation period.

3. Enquiries regarding this AD should be referred to the Safety Information Section, Executive Directorate, EASA; E-mail [email protected].

4. For any question concerning the technical content of the requirements in this AD, please contact: AIRBUS – Airworthiness Office – EIAS; Fax +33 5 61 93 44 51; E-mail: [email protected].



EASA AD No : 2012-0012



AD No.: 2012-0012 Date: 23 January 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.


Type 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 27 Flight Controls – Flap Interconnecting Strut – Iden tification / Modification / Replacement


Applicability: Airbus A318-111, A318-112, A318-121, A318-122, A319-111, A319-112, A319-113, A319-114, A319-115, A319-131, A319-132, A319-133, A320-111, A320-211, A320-212, A320-214, A320-215, A320-216, A320-231, A320-232, A320-233, A321-111, A321-112, A321-131, A321-211, A321-212, A321-213, A321-231 and A321-232 aeroplanes, all manufacturer serial numbers.

Reason: The flap interconnecting strut is a safety device of the High Lift System which acts as an alternative load path from one flap surface to another in case of a flap drive system disconnection. In such a failure case, the installed proximity sensors provide information to the slat flap control computer (SFCC) and the operation of the flap drive system is inhibited.

A recent engineering investigation has shown that, when a certain combination of target/sensor serial number (s/n) is installed on a flap interconnecting strut, a "target FAR" signal cannot be detected when reaching the mechanical end stop of the interconnecting strut.

This condition, if not corrected, could cause a flap down drive disconnection to remain undetected, due to an already-failed interconnecting strut sensor, potentially resulting in asymmetric flap panel movement and consequent loss of control of the aeroplane.

For the reason described above, this AD requires the identification and replacement of struts that have a certain target/sensor s/n combination installed.

Effective Date: 06 February 2012

EASA AD No : 2012-0012



Required as indicated, unless already accomplished :

(1) Within 8 000 flight hours (FH) after the effective date of this AD, accomplish the following actions in accordance with the instructions of Airbus Service Bulletin (SB) A320-27-1206 Revision 01:

(1.1) Determine the Part Number (P/N) of the Interconnecting Struts installed on both left-hand (LH) and right-hand (RH) wings on the aeroplane.

(1.2) If an interconnecting strut is installed with a P/N as listed in Table 1 of this AD, identify the P/N and the s/n of the associated target and proximity sensor and, for the target and proximity sensor P/N and s/n combination as defined in Appendix 1 of this AD, within the compliance times defined in Appendix 1 of this AD, carry out the actions specified in Appendix 1 of this AD for that interconnecting strut

Table 1

Interconnecting Strut Part Numbers:

D 575-70305-000-00

D 575-70305-001-00

D 575-70305-002-00

D 575-70305-006-00

D 575-70305-008-00

D 575-70305-010-00

D 575-70305-012-00

D 575-70322-000-00

(1.3) A review of aeroplane maintenance records is acceptable to determine the P/N of the installed interconnecting struts and/or the P/N and s/n of the associated target and proximity sensor, in lieu of the instructions of Airbus SB A320-27-1206 revision 01, if the P/N of the installed interconnecting struts and the P/N and the s/n of the associated target and proximity sensor can be conclusively identified from that review.

(2) Aeroplanes on which Airbus modification (mod) 27956 has been embodied in production, and on which no interconnecting strut replacement with a strut with a P/N as identified in Table 1 of this AD has been made since first flight, are not affected by the requirements of paragraph (1) of this AD.

(3) For aeroplanes that have already been inspected, prior to the effective date of this AD, in accordance with the instructions of Airbus SB A320-27-1206 at original issue, within the compliance time defined in paragraph (1) of this AD, accomplish the additional work as defined in Airbus SB A320-27-1206 at Revision 01, unless a review of aeroplane maintenance records can conclusively determine that no interconnecting strut P/N D 575-70305-010-00 or P/N D 575-70305-012-00 is installed.

(4) From the effective date of this AD, do not install or modify an interconnecting strut with a P/N as identified in Table 1 of this AD on an aeroplane, unless it has been determined to be in compliance with the requirements of this AD.

Ref. Publications: Airbus SB A320-27-1206 Revision 01 dated 10 October 2011.

The use of later approved revisions of this document is acceptable for compliance with the requirements of this AD.


EASA AD No : 2012-0012


2. This AD was posted on 25 February 2011 as PAD 11-025 for consultation until 25 March 2011 and republished on 28 November as PAD 11-025R1 for additional consultation until 12 December 2011. The Comment Response Document can be found at http://ad.easa.europa.eu.


4. For any question concerning the technical content of the requirements in this AD, please contact: AIRBUS – Airworthiness Office – EAS, Fax +33 5 61 93 44 51, E-mail: [email protected].

Appendix 1 – Action(s) and Compliance Time(s) for Targets P/N ABS0121-13 and P/N 8-536-01

Configuration / condition Action and Compliance tim e

Target serial number

Proximity sensor P/N and s/n

s/n is lower than 1600, or s/n unreadable

P/N ABS0121-31 or P/N 8-372-04

s/n between C59198 and C59435, or s/n C500000 or higher

Before next flight (see exception in Note 1 below), replace the interconnecting strut with a serviceable unit (see Note 2 below) in accordance with the instructions of Airbus SB A320-27-1206 Revision 01.

s/n is 1600 or higher

All P/N All s/n

Within 8 000 FH after the effective date of this AD, re-identify the interconnecting strut in accordance with the instructions of Airbus SB A320-27-1206 Revision 01.

Note 1 : If the interconnecting strut cannot be replaced, before next flight, inspect the flap down drive in accordance with the instructions of Airbus SB A320-27-1206 Revision 01 and, if no discrepancy is found, within 50 flight cycles after the inspection, replace the interconnecting strut with a serviceable unit (see Note 2 below). If discrepancies are detected during the inspection, the replacement must be accomplished before next flight.

Note 2 : For the purpose of this AD, a serviceable interconnecting strut is a unit which has been determined to be in compliance with the requirements of this AD.

EASA AD No.: 2012-0032



AD No.: 2012-0032 Date: 24 February 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.


Type Approval Holder’s Name :

AIRBUS

Type/Model designation(s) :




Supersedure: This AD supersedes EASA AD 2011-0011 dated 21 January 2011.

ATA 57 Wings – Outer Wing Main Landing Gear Support Rib 5 Fitting – Inspection / Modification


Applicability: Airbus A318-111, A318-112, A318-121, A318-122, A319-111, A319-112, A319-113, A319-114, A319-115, A319-131, A319-132, A319-133, A320-111, A320-211, A320-212, A320-214, A320-215, A320-216, A320-231, A320-232, A320-233, A321-111, A321-112, A321-131, A321-211, A321-212, A321-213, A321-231 and A321-232 aeroplanes, all manufacturer serial numbers (MSN).

Reason: Several cases of corrosion of the Main Landing Gear (MLG) support Rib 5 fitting lug bores have been reported on A320 family aeroplanes. In some instances, corrosion pits caused the cracking of the forward lug (sometimes through its complete thickness). If not detected, the cracking may lead to the complete failure of the fitting and thus could affect the structural integrity of the MLG installation.

EASA AD 2007-0213 was issued to address this condition and required a repetitive inspection program of the MLG support Rib 5 fitting forward lugs and, as terminating action, the embodiment of Airbus Service Bulletin (SB) A320-57-1118.

After that AD was issued, a case of Rib 5, ruptured at the 4 o’clock position, was discovered on an aeroplane on which the terminating action of EASA AD 2007-0213 had already been embodied in accordance with Airbus SB A320-57-1118.

Investigation of that case revealed that corrosion damage and cracking that should have been removed by repair machining was below the level of detectability of the Non Destructive Test (NDT) technique that cleared the surfaces prior to bush installation.

EASA AD No.: 2012-0032


This condition, if not detected and corrected, could affect the structural integrity of the aeroplane.

To correct this potential unsafe condition, EASA issued AD 2011-0011, superseding EASA AD 2007-0213, to:

- retain the requirements of 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

- require, for all aeroplanes on which Airbus SB A320-57-1118 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

- reduce the Applicability by deleting A318 aeroplanes, as Airbus modification 32025 is embodied in production on both left-hand (LH) and right-hand (RH) wings for all A318 aeroplanes.

After that AD was issued, three cases of corrosion of Rib 5 were discovered on aeroplanes on which Airbus modification 32025 had been embodied in production. Investigations revealed that the unsafe condition addressed by AD 2011-0011 could occur or develop on those aeroplanes as well.

For the reasons described above, this AD retains the requirements of EASA AD 2011-0011, which is superseded, extends the applicability to all aeroplanes, and requires for aeroplanes on which Airbus modification 32025 has been embodied in production, repetitive inspections of the MLG support Rib 5 fitting forward lugs and, depending on findings, the accomplishment of applicable corrective actions.

Effective Date: 09 March 2012


Required as indicated, unless already accomplished:

For the purpose of this AD:

- “Action A” is defined as the modification of the MLG Rib Bushes in accordance

with the instructions of Airbus SB A320-57-1118 at any revision.

- “Action B” is defined as the repair of the MLG Support Rib 5 fitting in accordance

with:

- Airbus A319 Structural Repair Manual (SRM) 57-26-13 paragraph 5.C or - Airbus A320/A321 SRM 57-26-13 paragraph 5.D, or - Airbus Repair Instruction R572-58376 at issue C or later, or Airbus Repair Instruction R572-48341 at issue A.

- “Action C” is defined as the replacement in service of the MLG Support Rib 5 in

accordance with:

- Airbus Repair Instructions R572-58507 and R572-58209, or - Airbus Repair Instructions R572-45020 and R572-45019.

- “Action D” is defined as the inspection in service with nil findings of the MLG

Support Rib 5 in accordance with specific Airbus Repair Instructions or Airbus Technical Disposition. The affected MLG Support Ribs 5 are fitted on the MSN listed in Appendix 1 of this AD.

Note: The thresholds/intervals of the inspections as required by paragraph (1) or (2) of this AD depend on the MLG support Rib 5 fitting configuration, and consequently the thresholds/Intervals for the LH MLG support Rib 5 inspections may differ from the thresholds/Intervals for the RH MLH support Rib 5 inspections, as applicable.

(1) For aeroplanes on which Airbus modification 32025 has not been embodied in production:

(1.1) Within the threshold indicated in Table 1 of this AD, as applicable, inspect the forward lug of each LH and RH MLG

EASA AD No.: 2012-0032


support Rib 5 fitting on which none of the actions, Action A, B or C as outlined above, has been performed, in accordance with the instructions of Airbus SB A320-57-1138 Revision 01. Thereafter, repeat the inspection at intervals not to exceed those defined in Paragraph 1.E.(2)(a)3 of Airbus SB A320-57-1138 Revision 01, as applicable.

Table 1 – Inspection Threshold

Aeroplane type(s) Compliance Time

A319 and A320

within 150 flight cycles (FC) following the last visual inspection carried out in compliance with EASA AD 2007-0213, or

within 940 FC following the last ultrasonic inspection carried out in compliance with EASA AD 2007-0213, or

before next flight following a hard landing.

A321

within 100 FC following the last visual inspection carried out in compliance with EASA AD 2007-0213, or

within 630 FC following the last ultrasonic inspection carried out in compliance with EASA AD 2007-0213, or

before next flight following a hard landing.

(1.2) If, during any inspection as required by paragraph (1.1) of this AD, any discrepancy (as defined in Airbus SB A320-57-1138 Revision 01) is found, accomplish the applicable corrective actions in accordance with the instructions and within the applicable compliance time(s), as defined in paragraphs 1.E.(2)(a)1 and 1.E.(2)(a)2 of Airbus SB A320-57-1138 Revision 01.

(1.3) Except for aeroplanes on which LH and RH MLG Rib 5 bushes have been modified in accordance with Action A or on which LH and RH MLG Rib 5 fittings have been replaced in accordance with Action C, within 60 months after 21 August 2007 [the effective date of EASA AD 2007-0213], modify the MLG Rib Bushes in accordance with the instructions of Airbus SB A320-57-1118 Revision 03 or a later approved revision.

(1.4) Modification of a MLG Rib 5 support fitting as required by paragraph (1.3) of this AD constitutes terminating action for the repetitive inspection requirements of paragraph (1.1) of this AD for that MLG Rib 5 support fitting.

(1.5) Within 2 000 FC after modification of the MLG support Rib 5 fitting in accordance with Action A, or as required by paragraph (1.3) of this AD, or after repair of the MLG support Rib 5 fitting in accordance with Action B, as applicable, and thereafter at intervals not to exceed 500 FC, accomplish a detailed visual inspection of the forward lug of each LH and RH MLG support

EASA AD No.: 2012-0032


rib 5 fitting on which one of the actions, Action A or B, has been performed, in accordance with the instructions of Airbus Alert SB A320-57A1166 Revision 01.

(1.6) If, during any inspection as required by paragraph (1.5) of this AD, any discrepancy (as defined in Airbus Alert SB A320-57A1166 Revision 01) is found, before next flight, contact Airbus for approved corrective action instructions and accomplish those instructions accordingly.

(1.7) After replacement of a MLG Support Rib 5 fitting at any position (LH or RH) in accordance with Action C the repetitive inspection requirements of paragraph (1.1) or (1.5) of this AD, as applicable, are no longer required for the MLG Support Rib 5 fitting at that position.

(1.8) Initially, within 60 months after replacement of a MLG support Rib 5 fitting in accordance with Action C, or within 500 FC after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 500 FC, accomplish a detailed visual inspection of the forward lug of each LH and RH MLG support Rib 5 fitting on which Action C has been performed, in accordance with the instructions of Airbus SB A320-57A1166 Revision 01.

(1.9) If, during any inspection as required by paragraph (1.8) of this AD, any discrepancy (as defined in Airbus SB A320-57A1166 Revision 01) is found, before next flight, contact Airbus for approved corrective action instructions and accomplish those instructions accordingly.

(1.10) Inspections and corrective actions, accomplished before the effective date of this AD, in accordance with the instructions of Airbus SB A320-57A1166 at original issue, are acceptable to comply with the initial requirements of paragraphs (1.5), (1.6), (1.8) and (1.9) of this AD, as applicable. After the effective date of this AD, repetitive inspections and applicable corrective actions as required by paragraph (1.5), (1.6), (1.8) and (1.9) of this AD, as applicable, must be accomplished in accordance with the instructions of Airbus SB A320-57A1166 Revision 01.

(2) For aeroplanes on which Airbus modification 32025 has been embodied in production:

(2.1) Initially, within the threshold indicated in Table 2 of this AD, as applicable to the MLG support rib 5 fitting configuration, and thereafter at intervals not to exceed 500 FC, accomplish a detailed visual inspection of the forward lug of each LH and RH MLG support rib 5 fitting in accordance with the instructions of Airbus Alert SB A320-57-1168.

Table 2 – Detailed inspection threshold

MLG support rib 5 fitting configuration on the effective date of this AD

Compliance Time, whichever of A or B, as applicable, occurs later:

MLG Support Rib 5 has not been modified nor repaired since the aeroplane first flight

A. Within 60 months after the aeroplane first flight,

B. within 500 FC after the effective date of this AD

EASA AD No.: 2012-0032


Table 2 - continued

MLG support rib 5 fitting configuration on the effective date of this AD

Compliance Time, whichever of A or B, as applicable, occurs later:

MLG Support Rib 5 has been replaced in accordance with Action C

A. Within 60 months after replacement of the MLG support Rib 5 fitting in accordance with Action C

B. within 500 FC after the effective date of this AD

MLG Support Rib 5 has been repaired in accordance with the SRM or a Repair Approval Sheet (RAS)

A. Within 2 000 FC after repair of the MLG support Rib 5 fitting in accordance with the SRM or a RAS

B. Within 250 FC or 3 months, whichever occurs first after the effective date of this AD

MLG Support Rib 5 has been inspected with nil findings in accordance with Action D

A. Within 2 000 FC after the last inspection in accordance with Action D, or within 60 months after the aeroplane first flight, whichever occurs later

B. Within 250 FC or 3 months, whichever occurs first after the effective date of this AD

(2.2) If, during any inspection as required by paragraph (2.1) of this AD, any discrepancy (as defined in Airbus SB A320-57-1168) is found, before next flight, contact Airbus for approved corrective action instructions and accomplish those instructions accordingly.

Ref. Publications: Airbus SB A320-57-1118 Revision 03 dated 23 April 2007, Revision 04 dated 04 June 2008.

Airbus SB A320-57-1138 Revision 01 dated 27 October 2006.

Airbus Alert SB A320-57A1166 Revision 01 dated 19 October 2011.

Airbus Repair Instructions R572-58376 Issue C, R572-58507 Issue A, R572-58209 Issue A, R572-45020 Issue A and R572-45019 Issue A, R572-48341 Issue A.

Airbus SB A320-57-1168 Original issue dated 07 November 2011.

The use of later approved revisions or issues of these documents is acceptable for compliance with the requirements of this AD.


2. The required actions and the risk allowance have granted the issuance of a Final AD with Request for Comments, postponing the public consultation process after publication.


4. For any question concerning the technical content of the requirements in this AD, please contact: AIRBUS – Airworthiness Office – EIAS, Fax +33 5 61 93 44 51, E-mail: [email protected].



EASA AD No.: 2012-0032


Appendix 1

List of aeroplanes, identified by MSN, on which the MLG Support Ribs 5 have been inspected, before the effective date of this AD, in accordance with specific Airbus Repair Instructions, or Airbus Technical Disposition.

MSN

1965 2056 2155

2274 2278 2288

2321 2478 2586

2588 2612 2672

2688 2707 2929

2942 3089 3117

3361 3427 3486

3489 3806 3891

3937 4243 4345

[Federal Register Volume 77, Number 37 (Friday, February 24, 2012)] [Rules and Regulations] [Pages 10952-10953] From the Federal Register Online via the Government Printing Office [www.gpo.gov] [FR Doc No: 2012-4285] –––––––––––––––––––––––––––––––––– DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA-2008-1245; Directorate Identifier 2008-NE-27-AD; Amendment 39-15912; AD 2009-11-02] RIN 2120-AA64 Airworthiness Directives; CFM International S.A. Model CFM56 Turbofan Engines AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Final rule; correction. –––––––––––––––––––––––––––––––––– SUMMARY: The FAA is correcting an airworthiness directive (AD) that published in the Federal Register. That AD applies to CFM International S.A. CFM56-2, CFM56-3, CFM56-5A, CFM56-5B, CFM56-5C, and CFM56-7B series turbofan engines with certain part number (P/N) and serial number (SN) high-pressure compressor (HPC) 4-9 spools installed. In Table 1 of the AD, the HPC 4-9 spool SN GWN05AMO in the 2nd column of the Table is incorrect. This document corrects that error. In all other respects, the original document remains the same. DATES: This final rule is effective February 24, 2012. The effective date for AD 2009-11-02 (74 FR 23305, May 19, 2009) remains June 23, 2009. ADDRESSES: You may examine the AD docket on the Internet at http://www.regulations.gov; or in person at the Docket Management Facility between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. The AD docket contains this AD, the regulatory evaluation, any comments received, and other information. The address for the Docket Office (phone: 800-647-5527) is Document Management Facility, U.S. Department of Transportation, Docket Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue SE., Washington, DC 20590. FOR FURTHER INFORMATION CONTACT: Martin Adler, Aerospace Engineer, Engine Certification Office, FAA, Engine & Propeller Directorate, 12 New England Executive Park, Burlington, MA 01803; phone: 781-238-7157; fax: 781-238-7199; email: [email protected]. SUPPLEMENTARY INFORMATION: Airworthiness Directive 2009-11-02, Amendment 39-15912 (74 FR 23305, May 19, 2009), currently requires removing certain HPC 4-9 spools listed by P/N and SN in the AD.

1

2

As published, in Table 1 of the AD, the HPC 4-9 spool SN GWN05AMO in the 2nd column of the Table is incorrect. No other part of the preamble or regulatory information has been changed; therefore, only the changed portion of the final rule is being published in the Federal Register. The effective date of this AD remains June 23, 2009. Correction of Regulatory Text § 39.13 [Corrected] In the Federal Register of May 19, 2009, on page 23306, in the 3rd column, in Table 1, under the HPC 4-9 Spool SN heading, in the twentieth line of AD 2009-11-02; Amendment 39-15912 is corrected as follows: * * * * * GWN05AM0 * * * * * Issued in Burlington, Massachusetts, on February 13, 2012. Peter A. White, Manager, Engine & Propeller Directorate, Aircraft Certification Service.

[Federal Register: May 19, 2009 (Volume 74, Number 95)] [Rules and Regulations] [Page 23305-23307] From the Federal Register Online via GPO Access [wais.access.gpo.gov] [DOCID:fr19my09-2] –––––––––––––––––––––––––––––––––– DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA-2008-1245; Directorate Identifier 2008-NE-27-AD; Amendment 39-15912; AD 2009-11-02] RIN 2120-AA64 Airworthiness Directives; CFM International S.A. Model CFM56 Turbofan Engines AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Final rule. –––––––––––––––––––––––––––––––––– SUMMARY: The FAA is adopting a new airworthiness directive (AD) for CFM International S.A. CFM56-2, CFM56-3, CFM56-5A, CFM56-5B, CFM56-5C, and CFM56-7B series turbofan engines with certain part number (P/N) and serial number (SN) high-pressure compressor (HPC) 4-9 spools installed. This AD requires removing certain HPC 4-9 spools listed by P/N and SN in this AD. This AD results from reports of certain HPC 4-9 spools that Propulsion Technology LLC (PTLLC) improperly repaired and returned to service. We are issuing this AD to prevent cracking of the HPC 4-9 spool, which could result in possible uncontained failure of the spool and damage to the airplane. DATES: This AD becomes effective June 23, 2009. ADDRESSES: The Docket Operations office is located at Docket Management Facility, U.S. Department of Transportation, 1200 New Jersey Avenue, SE., West Building Ground Floor, Room W12-140, Washington, DC 20590-0001. FOR FURTHER INFORMATION CONTACT: Stephen K. Sheely, Aerospace Engineer, Engine Certification Office, FAA, Engine & Propeller Directorate, 12 New England Executive Park, Burlington, MA 01803; e-mail: [email protected]; telephone (781) 238-7750; fax (781) 238-7199. SUPPLEMENTARY INFORMATION: The FAA proposed to amend 14 CFR part 39 with a proposed AD. The proposed AD applies to CFM International S.A. CFM56-2, CFM56-3, CFM56-5A, CFM56-5B, CFM56-5C, and CFM56-7B series turbofan engines with certain P/N and SN HPC 4-9 spools installed. We published the proposed AD in the Federal Register on November 26, 2008 (73 FR 71951). That action proposed to require removing certain HPC 4-9 spools that have a P/N and

3

SN listed in Table 1 of this AD before accumulating 8,900 cycles since repair at PTLLC or within 1,100 cycles from the effective date of this AD, whichever occurs later. Examining the AD Docket You may examine the AD docket on the Internet at http://www.regulations.gov; or in person at the Docket Operations office between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. The AD docket contains this AD, the regulatory evaluation, any comments received, and other information. The street address for the Docket Operations office (telephone (800) 647-5527) is provided in the ADDRESSES section. Comments will be available in the AD docket shortly after receipt. Comments We provided the public the opportunity to participate in the development of this AD. We have considered the comments received. Incorrect SN in Table 1 of the Proposed AD Three commenters, the Air Transport Association (ATA), United Airlines, and CFM International, point out a typographical error in the SN for a 4-9 spool, P/N 1590M29G01. They state that the Special Airworthiness Information Bulletin (SAIB) NE-08-17 shows SN GWNFY924 for that P/N and the proposed rule shows SN GWNFY824 for the same P/N. We agree. Serial number GWNFY924 is the correct SN. We changed Table 1, P/N 1590M29G01 SN ''GWNFY824,'' to ''GWNFY924'' in this AD. Request To Clarify the Relationship Between SAIB NE-08-17 and the Proposed AD One commenter, the ATA, suggests the proposed AD doesn't show a clear relationship between its requirements and those contained in SAIB NE-08-17. The ATA suggests we provide a clarification and a better understanding of why we wrote SAIB NE-08-17 and the proposed rule. The ATA also asks if the recommendations or the hardware listed in SAIB NE-08-17 is still in effect. We partially agree. The proposed AD specifies the same twenty-six 4-9 spools as SAIB NE-08-17. Special Airworthiness Information Bulletin NE-08-17 still provides recommendations for dispositioning other parts listed in that SAIB. However, we don't require removing the hardware listed in SAIB NE-08-17, other than the 4-9 spools. We didn't change the AD. Request To Delete ''Seal Tooth Plasma Overspray'' Statement From Discussion One commenter, CFM International, asks us to delete ''Seal tooth plasma overspray between the seal teeth, which is not permitted by the engine overhaul manual, and'' from the Discussion Section. CFM International states that the overhaul manual does allow plasma overspray between the seal teeth. We agree that the overhaul manual allows plasma overspray between the seal teeth. However, the Discussion Section is not included in the AD. We didn't change the AD. Request To Include Instructions for Dispositioning the Removed 4-9 Spool One commenter, Japan Airlines, states that we include a prohibition for installing the affected 4-9 spools, but we don't specify what to do with the 4-9 spools removed as specified in the proposed AD. They ask us to provide instructions to disposition the removed 4-9 spools.

4

We don't agree. The proposed rule requires removing from service, certain 4-9 spools, which removes the unsafe condition. The included installation prohibition resolves our remaining regulatory concerns. How operators recycle metal is beyond the scope of an AD, so long as the excluded part doesn't find its way back into service. We didn't change the AD. Request To Clarify the Compliance Times One commenter, the Boeing Company, asks us to clarify the compliance times for removing the affected 4-9 spools. Boeing suggests that, as written, the compliance times of ''before accumulating 8,900 cycles-since-repair at PTLLC or within 1,100 cycles after the effective date of this AD,'' could allow up to 10,000 cycles to accumulate on an engine before an operator has to take corrective action. We agree. That is what we intended. We didn't change the AD. Conclusion We have carefully reviewed the available data, including the comments received, and determined that air safety and the public interest require adopting the AD with the changes described previously. We have determined that these changes will neither increase the economic burden on any operator nor increase the scope of the AD. Costs of Compliance We estimate that this AD will affect 26 engines installed on airplanes of U.S. registry. We also estimate that it will take about 410 work-hours per engine to perform the required actions, and that the average labor rate is $80 per work-hour. Required parts will cost about $227,500 per engine. Based on these figures, we estimate the total cost of the AD to U.S. operators to be $6,767,800. Authority for This Rulemaking Title 49 of the United States Code specifies the FAA's authority to issue rules on aviation safety. Subtitle I, Section 106, describes the authority of the FAA Administrator. Subtitle VII, Aviation Programs, describes in more detail the scope of the Agency's authority. We are issuing this rulemaking under the authority described in Subtitle VII, Part A, Subpart III, Section 44701, ''General requirements.'' Under that section, Congress charges the FAA with promoting safe flight of civil aircraft in air commerce by prescribing regulations for practices, methods, and procedures the Administrator finds necessary for safety in air commerce. This regulation is within the scope of that authority because it addresses an unsafe condition that is likely to exist or develop on products identified in this rulemaking action. Regulatory Findings We have determined that this AD will not have federalism implications under Executive Order 13132. This AD will not have a substantial direct effect on the States, on the relationship between the national government and the States, or on the distribution of power and responsibilities among the various levels of government. For the reasons discussed above, I certify that this AD: (1) Is not a ''significant regulatory action'' under Executive Order 12866; (2) Is not a ''significant rule'' under DOT Regulatory Policies and Procedures (44 FR 11034, February 26, 1979); and (3) Will not have a significant economic impact, positive or negative, on a substantial number of small entities under the criteria of the Regulatory Flexibility Act.

5

We prepared a summary of the costs to comply with this AD and placed it in the AD Docket. You may get a copy of this summary at the address listed under ADDRESSES. List of Subjects in 14 CFR Part 39 Air transportation, Aircraft, Aviation safety, Safety. Adoption of the Amendment Accordingly, under the authority delegated to me by the Administrator, the Federal Aviation Administration amends 14 CFR part 39 as follows: PART 39–AIRWORTHINESS DIRECTIVES 1. The authority citation for part 39 continues to read as follows: Authority: 49 U.S.C. 106(g), 40113, 44701. § 39.13 [Amended] 2. The FAA amends § 39.13 by adding the following new airworthiness directive:

6

FAA Aircraft Certification Service

AIRWORTHINESS DIRECTIVE

www.faa.gov/aircraft/safety/alerts/ www.gpoaccess.gov/fr/advanced.html

CORRECTION: Federal Register Volume 77, Number 37 (Friday, February 24, 2012); Pages 10952-10953. 2009-11-02 CFM International S.A.: Amendment 39-15912. Docket No. FAA-2008-1245; Directorate Identifier 2008-NE-27-AD. Effective Date (a) This airworthiness directive (AD) becomes effective June 23, 2009. Affected ADs (b) None. Applicability (c) This AD applies to CFM International S.A. CFM56-2, CFM56-3, CFM56-5A, CFM56-5B, CFM56-5C, and CFM56-7B series turbofan engines with a high-pressure compressor (HPC) 4-9 spool that has a part number (P/N) and serial number (SN) specified in Table 1 of this AD, installed. These engines are installed on, but not limited to, Airbus A319, A320, and A340 airplanes and Boeing 737 airplanes.

Table 1–HPC 4-9 Spools by P/N and SN

HPC 4-9 Spool P/N HPC 4-9 Spool SN

9513M93G08 MPON1641

1590M29G01 GWN0087D

1590M29G01 GWN00MG2

1590M29G01 GWN011LG

1590M29G01 GWN01285

1590M29G01 GWN021JC

1590M29G01 GWNFY923

1590M29G01 GWNFY924

1590M29G01 GWNPA756

1590M29G01 GWNPG015

1590M29G01 GWNWC515

1590M29G01 GWNWR523

1590M29G01 GWNWT631

1590M29G01 GWNYC495

7

1588M89G03 GWN03K1R

1588M89G03 GWN03N61

1588M89G03 GWN03N6C

1588M89G03 GWN040L9

1588M89G03 GWN0468N

1588M89G03 GWN05AM0

1277M97G02 GWNE1298

1277M97G02 GWNE1564

1277M97G02 GWNJ7891

1277M97G02 GWNT4187

9513M93G11 GWNB3373

1358M94G01 GWNU0169

Unsafe Condition (d) This AD results from reports of certain HPC 4-9 spools that Propulsion Technology LLC (PTLLC) improperly repaired and returned to service. We are issuing this AD to prevent cracking of the HPC 4-9 spool, which could result in possible uncontained failure of the spool and damage to the airplane. Compliance (e) You are responsible for having the actions required by this AD performed within the compliance times specified unless the actions have already been done. Removing the HPC 4-9 Spool (f) Remove HPC 4-9 spools from service that have a P/N and S/N listed in Table 1 of this AD before accumulating 8,900 cycles-since-repair at PTLLC or within 1,100 cycles from the effective date of this AD, which ever occurs later. Installation Prohibition (g) After the effective date of this AD, do not install any engine with an HPC 4-9 spool that has a P/N and SN specified in Table 1 of this AD. Alternative Methods of Compliance (h) The Manager, Engine Certification Office, has the authority to approve alternative methods of compliance for this AD if requested using the procedures found in 14 CFR 39.19. Related Information (i) Contact Stephen K. Sheely, Aerospace Engineer, Engine Certification Office, FAA, Engine & Propeller Directorate, 12 New England Executive Park, Burlington, MA 01803; e-mail:

8

[email protected]; telephone (781) 238-7750; fax (781) 238-7199, for more information about this AD. Material Incorporated by Reference (j) None. Issued in Burlington, Massachusetts, on May 13, 2009. Peter A. White, Assistant Manager, Engine and Propeller Directorate, Aircraft Certification Service.

9

Thomas Cook Airlines Belgium

CAT III Maintenance Procedures

Reference: TCW/CAT/A320

Issue: 2

Revision Nr: 2

Revision date: 29/02/2012

Organisation: Thomas Cook Airlines Belgium

Address: Executive Headquarters

Tramstraat 65

B-9052 Gent-Zwijnaarde

BELGIUM

Operating Office

Building 53

Brussels National Airport

B-1930 Zaventem

BELGIUM

TCW/CAT/A320

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CAT III Maintenance Procedures Rev. Nr 2

ISSUE: 2 Document Control

Table of contents

C DOCUMENT CONTROL ........................................................................................ 4

C.0 RECORD OF REVISION...................................................................................... 4

C.1 RECORD OF TEMPORARY REVISION....................................................................... 5

C.2 DISTRIBUTION LIST ........................................................................................ 6

C.3 LIST OF EFFECTIVE PAGE .................................................................................. 7

C.4 AIRCRAFT EFFECTIVITIES .................................................................................. 8

C.5 ABBREVIATIONS............................................................................................. 9

1. GENERAL.........................................................................................................10

2. AIRCRAFT CAT STATUS INDICATION...................................................................11

3. DOWNGRADING AND UPGRADING ......................................................................12

3.1. GENERAL....................................................................................................12

3.2. DOWNGRADING PROCEDURE..............................................................................13

3.3. UPGRADING PROCEDURE ..................................................................................13

3.4. PROCEDURE IN OUTSTATIONS ............................................................................14

3.5. FLOW CHART................................................................................................15

4. TECHNICAL LOGBOOK AND AADD ENTRIES EXAMPLES..........................................16

5. MAINTENANCE INSTRUCTION ............................................................................16

5.1. MAINTENANCE PROGRAM ..........................................................................16

5.2. CONTRACTED MAINTENANCE ORGANISATION..............................................16

5.2.1. TEST EQUIPMENT ................................................................................16

5.3. ENGINEERING DEPARTMENT ......................................................................16

5.3.1. GENERAL............................................................................................16

5.3.2. SIX MONTHLY CAT III REPORTS ............................................................16

5.3.3. GATHERING OF THE TOTAL SUCCESSFUL AND ABORTED CAT III

OPERATIONS......................................................................................16

5.3.4. COMPONENT CONTROL ........................................................................16

5.3.5. AIRCRAFT DATA READOUT ANALYSES....................................................16

5.4. FLIGHT OPERATIONS ................................................................................16

5.5. TRAINING................................................................................................16

6. LIST OF REQUIRED EQUIPMENT .........................................................................16

TCW/CAT/A320

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Table List Table 2-1 – Aircraft CAT status………………………………………………………………………………………… 10

Table 6-1 – List of required equipment …………………………………………………………………………… 23

Table 6-2 – Required Airborne equipment ……………………………………………………………………… 24

Table 6-3 – CAT III components ……………………………………………………………………………………… 25

Figure List Figure 2-1 – PFD Annunciations ……………………………………………………………………………………… 10

Figure 3-1 – Up & Downgrading flow chart …………………………………………………………………… 14

Figure 4-1 – downgrade example 1 ………………………………………………………………………………… 15









TCW/CAT/A320

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C Document Control

C.0 Record of Revision

Incorporation of a revision to this manual will be by replacement of sheets. Each

revision must be recorded by inserting the revision number in the appropriate

column, signing and dating.

Revision Effective

Date

Insertion

Date Inserted By Reason for revision

0 22/03/10 22/03/10 Tom VAES Release from Issue 2. • Layout changes. • Aircraft effectivity update. • Added reason for revision. • Added abbreviation list added. • Updated manual.

1 18/11/11 18/11/11 Tom VAES Revision 1 • Removed OO-TCO (MSN 1306) • Removed OO-TCR (MSN 453) • Corrected/updated item 3.2 & 5.4

2 23/02/12 23/02/12 Tom VAES Revision 2 • Added OO-TCS (MSN 2362) • Update manual to reflect A319

information.

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

RETAIN THIS SHEET UNTIL REPLACED WITH NEW ISSUE

TCW/CAT/A320

Page 5 of 28

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C.1 Record of Temporary Revision

Incorporation of a Temporary Revision to this manual will be by inserting yellow

sheets. Each Temporary Revision must be recorded by inserting the Temporary

Revision number in the appropriate column, signing and dating.

At removal of this temporary revision, please strike the full temporary revision line.

Temp.

Revision

Effective

Date

Insertion

Date Inserted By Reason for temp. revision

0

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20


TCW/CAT/A320

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C.2 Distribution List

All owners as stated hereunder will be responsible of introducing the received

amendments, and thus keeping his/her copy up to date. All anomalies will have to

be informed to the Thomas Cook Airlines Belgium (TCW) Continuous Airworthiness

Manager within the shortest time delay.

• Internal (Thomas Cook Airlines Belgium)

1 Continuous Airworthiness Manager 2 Quality Manager 3 Engineering Department

• External

E-1 BCAA – Avionics Cell E-2 BCAA – CAME supervision E-3 Sabena Technics E-4 TCW Portal – Egypt Air E-5 TCW Portal – Outstations

TCW/CAT/A320

Page 8 of 28

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C.4 Aircraft effectivities

Registration Aircraft Type MSN

OO-TCH A320-214 1929

OO-TCI A320-214 1975

OO-TCJ A320-214 1787

OO-TCN A320-232 425

OO-TCP A320-214 653

OO-TCS A319-132 2362

TCW/CAT/A320

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C.5 Abbreviations

A L

AADDS Aircraft Acceptable Deferred Defects

Sheet

LGCIU Landing Gear Control and

Interface Unit

A/THR Auto thrust LOC Localizer

ADIRU Air Data/Inertial Reference Unit

AP Autopilot M

AMM Aircraft Maintenance Manual MEL Minimum Equipment List

B N

BCAA Belgian Civil Aviation Authorities

(Belgian Airworthiness Authorities)

ND Navigation Display

BITE Built-in Test Equipment

BSCU Braking/Steering Control Unit O

C P

CAT Category PFD Primary Flight Display

CFDS Centralized Fault Display System

CRT Cathode Ray Tube Q

D R

DH Decision Height RA Radio Altimeter

E S

ECAM Electronic Centralized Aircraft Monitoring SFCC Slat Flap Control Computer

ELAC

T

F TCW Thomas Cook Airlines Belgium

FAC Flight Augmentation Computer TLB Technical Log Book

FCU Flight Control Unit

FD Flight Director U

FMGC Flight Management and Guidance

Computer

FMA Flight Mode Annunciator V

FWC Flight Warning Computer

W

G WO Work Order

GS Glideslope

X

H

Y

I

INOP Inoperative Z

ILS Instrument Landing System

IPM Interface Procedure Manual

J

K

TCW/CAT/A320

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ISSUE: 2 1.General

1. General

The purpose of these CAT III Maintenance Procedures is to achieve and maintain the

autoland CAT III dual status of the Thomas Cook Airlines Belgium (TCW) aircraft. It is a

means to establish appropriate actions, which are required to dispatch an aircraft with

respect to the CAT status. These procedures do not replace the already existing Aircraft

Maintenance Manual (AMM) procedures and Maintenance Program items required to

maintain and release to service of the autoland system.

These maintenance procedures are established for the TCW A319/A320 aircraft.

The specific maintenance procedures, such as autoland related system BITE and LAND

CAT III capability test procedures of the autoland system, can be found in the Aircraft

Maintenance Manual and will not be repeated here.

The concept of the autoland system of the TCW A319/A320 aircraft is described in the

AMM Ref 22-13-00.

TCW/CAT/A320

Page 11 of 28

Rev. Date:

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ISSUE: 2 2. Aircraft CAT Status indication

2. Aircraft CAT status indication

There will be four different CAT statuses defined for the TCW A319/A320 aircraft:

TCW CAT

status

FMA Autoland capability Weather conditions

CAT III dual CAT 3 DUAL LAND 3 FAIL OPERATIONAL CAT III b

CAT III single CAT 3 SINGLE LAND 3 FAIL PASSIVE CAT III a

CAT II CAT 2 LAND 2 CAT II

CAT I CAT 1 No autoland CAT I Table 2-1 – Aircraft CAT status

Each Flight Management and Guidance Computer (FMGC) on the TCW A319/A320 aircraft

computes the autoland category based on the various sensors and functions. This

autoland category is displayed on the Flight Mode Annunciator (FMA) part of the Primary

Flight Display (PFD) when selecting the LAND mode. The different possibilities are: CAT I,

CAT II, CAT III single and CAT III dual.

Figure 2-1 – PFD Annunciations

Additionally, the ECAM also displays a message whenever the autoland category is

downgraded. The functioning of both indications is described in the AMM. These

indications may however not be confused with the aircraft operational CAT status.

The reason is that some aircraft systems or functions, which are not taken into account

by the FMGC to calculate the autoland CAT status need to be operational for CAT II or III

operations (for example the windshield wipers).

The aircraft autoland status of the TCW aircraft can be deduced from the TCW AADDS

sheet, which can be found together with the aircraft technical logbook in the cockpit.

Whenever the autoland system of a TCW aircraft is downgraded with respect to the CAT

status, an entry will be made in the AADDS sheet, stating the actual CAT status. When

there is no entry related to the CAT status in the AADDS sheet, the autoland system is

considered to be in CAT III dual status.

Examples of AADDS entries can be found in chapter 4.

Since the effective CAT status of the autoland system can only be deduced from the TCW

AADDS sheet, it is the responsibility of the captain to deduct the actual aircraft CAT

status, taking into account all the aircraft functions and systems that need to be

operational for actual CAT II or III operations.

Example: The displayed autoland category is CAT III dual and the windshield wipers are

INOP

The TCW AADDS sheet will contain an entry for the INOP windshield wipers. The aircraft

autoland CAT status remains CAT III dual and the aircraft will not be downgraded.

The captain will deduct from the entry in the AADDS sheet that only CAT I approaches

can be performed with the INOP windshield wipers in spite of the fully functioning

autoland system.

APPROACH CAPABILITIES AND DH OR MDA

AP/FD & A/THR ENGAGEMENT STATUS

TCW/CAT/A320

Page 12 of 28

Rev. Date:

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ISSUE: 2 3.Downgrading and Upgrading

3. Downgrading and upgrading

3.1. General

On the Airbus A319/A320 aircraft, CAT II / III are inherent functions of the basic

design standard of the aircraft. Therefore, related tasks are covered by the

maintenance program without special recommendations for scheduled maintenance

tasks. The autoland system is maintained on an on condition basis. In general when a

failure occurs in the autoflight system, the subject autopilot will disconnect and the

pilot will get an ECAM message. The failure will be logged in the CFDS and will be

available for maintenance after the flight in the form of a Post Flight Report or

Previous Leg Reports. Appropriate actions will be taken at that stage. Also during

maintenance activities, a ground scan of the autoland system or ECAM warnings can

indicate failures in the autoflight-related systems.

Considering the above, a failure in the autoflight system will be discovered by the

pilot when using the autoflight system and will be entered in the aircraft technical

logbook. Autoflight failures can also surface during maintenance activities. In both

cases, the aircraft autoland system will be downgraded from the CAT III dual status if

the failure cannot be rectified before the next flight. The TCW MEL is used to

determine if the failure of a component or system affects the autoland CAT status of

the aircraft. The aircraft autoland system will be upgraded again to CAT III status

after rectification of the defect and if the BITE test of the affected system passed as

well as the LAND CAT III capability test. When replacing an autoland related

component, the applicable AMM task explicitly specifies if a LAND CAT III capability

test is required or not.

The aircraft autoland system will not be downgraded if the failure is confirmed by

maintenance and the defect is rectified before the next flight (BITE test affected

system passed and the LAND CAT III capability test passed).

In case the troubleshooting resulted in a failure not confirmed by maintenance or if

the defect is of a repetitive nature, the aircraft autoland system will be downgraded

to CAT II and a successful simulated CAT III approach is required to upgrade again to

CAT III dual. A not confirmed failure means that the system BITE could not detect a

fault despite of the pilot entry in the technical logbook.

An overview of TCW procedures regarding down- and upgrading of the TCW aircraft

with respect to the CAT II/III status will be presented in the following item.

TCW/CAT/A320

Page 13 of 28

Rev. Date:

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3.2. Downgrading procedure

The autoland CAT status of the TCW aircraft can be downgraded after:

• a pilot entry in the TLB WO related to the autoland system

• a maintenance finding related to the autoland system

• an engineering instruction as a result of airworthiness authority requirements,

manufacturer recommendations or a request of the engineering department

due to the reliability monitoring or a repetitive defect analysis.

As a basis for downgrading an aircraft, the TCW MEL for the applicable aircraft will be

used.

In chapter 6 a list of components can be found for the TCW A319/A320 autoland

system. The aircraft IPC should always be consulted in order to determine the exact

part number to be installed.

Possible downgraded CAT statuses are:

• CAT I, CAT II or CAT III single: when the reported or found defect cannot

be rectified before the next flight, the aircraft will be downgraded to CAT I,

CAT II or CAT III single (depending on the failed component or system). The

correct CAT status after downgrading can be determined from the LAND CAT

III capability test or indication of inoperative systems on the system display.

• CAT II ready to check CAT III: whenever a reported defect related to the

autoland system cannot be confirmed by maintenance and if the LAND CAT III

capability test passed, the aircraft autoland system will still be downgraded to

CAT II and a simulated CAT III autoland has to be performed by the crew in

order to upgrade the CAT status again to CAT III dual.

A downgrading of the CAT status of the aircraft has to be entered in the aircraft

AADDS sheet together with the following information:

• the resulting CAT status

• a short description of the failure and/or solution

• if a simulated CAT III autoland has to be performed

Downgrading can be performed by any qualified technician.

3.3. Upgrading procedure

The aircraft CAT status can be upgraded when:

• The autoland or related system defect has been rectified and the relevant

system test passed.

• The LAND CAT III capability test passed.

• When requested, a successful simulated CAT III autoland has been performed.

The entry in the AADDS sheet can then be closed.

Only technicians qualified for auto flight systems can perform upgrading of a TCW

aircraft. Technicians are qualified if they are trained on the TCW specific CAT III

Maintenance Procedures as described in this document.

TCW/CAT/A320

Page 14 of 28

Rev. Date:

29/02/2012




3.4. Procedure in outstations

For flights leaving Belgium it is aimed to have the autoland system in the CAT III

status.

In outstations the following procedure applies to upgrade the aircraft autoland system

to CAT III dual status for the inbound flight:

• A successful simulated CAT III approach was performed in the outstation and

written in the technical logbook.

• A qualified technician can then, on request of the captain, authorise CAT II or

III operation by sending a fax or telex.

• The captain is then authorised to perform a CAT II or III approach on the

inbound flight provided he is in the possession of the fax or telex.

• In the base station, a qualified technician will upgrade the aircraft CAT status

in the technical logbook and AADDS sheet.

TCW/CAT/A320

Page 15 of 28

Rev. Date:

29/02/2012




3.5. Flow chart

Figure 3-1 – Up & Downgrading flow chart

Pilot attempted CAT

III Dual autoland

Pilot / Maintenance

technician reported

system fault affecting

the autolandsystem

Engineering identified

defect affecting the

autolandsystem

performance

Poor performance or

CAT III Dual not

indicated, reported in

TLB

Defect confirmed ?

TROUBLESHOOTING BY MAINTENANCE

Fault

rectification

possible

before next

flight ?

System &

LAND Test

passed ?

Replace the faulty

component / Repair

the system

Autoland

successful ?

Create AADDS entyto

downgrade the A/C to CAT II.

Request simulated CAT III

approach.

TCW Engineering analysis

Upgrade A/C to CAT III

DUAL when downgrade

Clear AADDS entries. A/C

remains CAT III DUAL

when not downgraded

Defer i.a.w. the MEL and indicate

the resulting CAT status as

indicated by the FMGC.

Downgrade the aircraft when CAT

status is affected.

Defect found ?

YES

YES

YES

NO

NO

NO

YES

NO

Con

tact

AIB

NO

YES

Pilot attempted CAT

III Dual autoland

Pilot / Maintenance

technician reported

system fault affecting

the autolandsystem

Engineering identified

defect affecting the

autolandsystem

performance

Poor performance or

CAT III Dual not

indicated, reported in

TLB

Defect confirmed ?

TROUBLESHOOTING BY MAINTENANCE

Fault

rectification

possible

before next

flight ?

System &

LAND Test

passed ?

Replace the faulty

component / Repair

the system

Autoland

successful ?

Create AADDS entyto

downgrade the A/C to CAT II.

Request simulated CAT III

approach.

TCW Engineering analysis

Upgrade A/C to CAT III

DUAL when downgrade

Clear AADDS entries. A/C

remains CAT III DUAL

when not downgraded

Defer i.a.w. the MEL and indicate

the resulting CAT status as

indicated by the FMGC.

Downgrade the aircraft when CAT

status is affected.

Defect found ?

YES

YES

YES

NO

NO

NO

YES

NO

Con

tact

AIB

NO

YES

TCW/CAT/A320

Page 16 of 28

Rev. Date:

29/02/2012



ISSUE: 2 4. Techlog book and AADD entries examples

4. Technical Logbook and AADD entries examples

In next examples different autoland complaints are rectified using the CAT III

maintenance procedures as described in the previous chapter.

NOTE : The presented examples are for reference only in order to clarify the

procedure. For the correct completion of up to date TLB pages, refer to the

current IPM

• Example 1

This example illustrates an autoland system complaint that was confirmed by

maintenance and was rectified before next flight. The LAND CAT III capability test passed

and as a result the aircraft was not downgraded.

Figure 4-1 : downgrade example 1

106626OO-TCB

TVA 30/01/04 PMI - BRU

DURING CRUISE : FWC1 FAULT

31

PERFORMED TROUBLESHOOTING TASK 31-53-00-810-804 REV JAN 01/04FAULT CONFIRMED

REPLACED FWC1 IAW AMM 31-51-34-000-001 AND 31-51-34-400-001 REV JAN 01/04.OPERATIONAL TEST AND LAND CAT3 CAPABILITY TEST PASSED.(AMM 22-97-00-710-001 REV JAN 01/04).

350E053021010350E053021010

03510634 008454

BRU 30/01/04 13u38 ABC XYZ

106626OO-TCB

TVA 30/01/04 PMI - BRU

DURING CRUISE : FWC1 FAULT

31

PERFORMED TROUBLESHOOTING TASK 31-53-00-810-804 REV JAN 01/04FAULT CONFIRMED

REPLACED FWC1 IAW AMM 31-51-34-000-001 AND 31-51-34-400-001 REV JAN 01/04.OPERATIONAL TEST AND LAND CAT3 CAPABILITY TEST PASSED.(AMM 22-97-00-710-001 REV JAN 01/04).

350E053021010350E053021010

03510634 008454

BRU 30/01/04 13u38 ABC XYZ

TCW/CAT/A320

Page 17 of 28

Rev. Date:

29/02/2012




• Example 2

This second example illustrates an autoland system complaint that was confirmed by

maintenance and that could not be rectified before the next flight. The aircraft was

downgraded to CAT I. After rectification of the failure, the system test and LAND CAT III

capability test passed after which the aircraft was upgraded again to CAT III dual status.

Figure 4-2 – downgrade example 2

Figure 4-3 - downgrade example 2

106626OO-TCB

TVA 16/01/04 ATM - BRU

ILS-1 FAULT

34

PERFORMED TROUBLESHOOTING TASK 34-36-00-810-803 REV JAN 01/04FAULT CONFIRMED, PART ORDERED

TRANSF TO AADDS 46-1 PER MEL 9-34-36-1A/C DOWNGRADED TO CAT I

16/01/04 15u38 ABC

106626OO-TCB

TVA 16/01/04 ATM - BRU

ILS-1 FAULT

34

PERFORMED TROUBLESHOOTING TASK 34-36-00-810-803 REV JAN 01/04FAULT CONFIRMED, PART ORDERED

TRANSF TO AADDS 46-1 PER MEL 9-34-36-1A/C DOWNGRADED TO CAT I

16/01/04 15u38 ABC

TCW/CAT/A320

Page 18 of 28

Rev. Date:

29/02/2012






106628OO-TCB

TVA 18/01/04 BRU

MAINT. ENTRY REF AADDS 46-1 AND TLB WO106626

ILS-1 FAULT

34

ILS REPLACED IAW AMM 34-36-31-400-001 REV JAN 01/04ILS BITE TEST AND LAND CAT3 CAPABILITY TEST PASSEDAADDS 46-1 CLEAREDA/C UPGRADED TO CAT III DUAL

622-9738-020622-9738-020

83519634 007463

BRU 18/01/04 15u38 ABC XYZ

106628OO-TCB

TVA 18/01/04 BRU

MAINT. ENTRY REF AADDS 46-1 AND TLB WO106626

ILS-1 FAULT

34

ILS REPLACED IAW AMM 34-36-31-400-001 REV JAN 01/04ILS BITE TEST AND LAND CAT3 CAPABILITY TEST PASSEDAADDS 46-1 CLEAREDA/C UPGRADED TO CAT III DUAL

622-9738-020622-9738-020

83519634 007463

BRU 18/01/04 15u38 ABC XYZ

TCW/CAT/A320

Page 19 of 28

Rev. Date:

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• Example 3

The third example illustrates an autoland system complaint affecting the autoland status

that was NOT confirmed by maintenance. This means the return to service test of the

affected system passed despite of the pilot complaint. The aircraft was therefore

downgraded to CAT II and a simulated CAT III approach was necessary to upgrade the

aircraft back to CAT III dual.


Figure 4-7 - downgrade example 3

106626OO-TCB

TVA 16/01/04 LDE - BRU

FCU 1 FAULT

22

PERFORMED TROUBLESHOOTING TASK 22-81-00-810-805 REV JAN 01/04NO FAULT FOUND. LAND CAT3 CAPABILITY TEST PASSED (AMM 22-97-00-710-001).

DUE TO INTERM. FAULT FCU-1, A/C DOWNGRADED TO CAT II.REF AADDS 46-1. PLEASE PERFORM SIMULATED CAT III APPROACH.

16/01/04 17u38 ABC

106626OO-TCB

TVA 16/01/04 LDE - BRU

FCU 1 FAULT

22

PERFORMED TROUBLESHOOTING TASK 22-81-00-810-805 REV JAN 01/04NO FAULT FOUND. LAND CAT3 CAPABILITY TEST PASSED (AMM 22-97-00-710-001).

DUE TO INTERM. FAULT FCU-1, A/C DOWNGRADED TO CAT II.REF AADDS 46-1. PLEASE PERFORM SIMULATED CAT III APPROACH.

16/01/04 17u38 ABC

TCW/CAT/A320

Page 20 of 28

Rev. Date:

29/02/2012






106628OO-TCB

TVA 18/01/04 ALC - BRU

REF AADDS 46-1

SUCCESFUL SIMULATED CAT III APPROACH PERFORMED

22

AADDS 46-1 CLEARED

A/C CAT III DUAL

BRU 18/01/04 13u38 ABC XYZ

106628OO-TCB

TVA 18/01/04 ALC - BRU

REF AADDS 46-1

SUCCESFUL SIMULATED CAT III APPROACH PERFORMED

22

AADDS 46-1 CLEARED

A/C CAT III DUAL

BRU 18/01/04 13u38 ABC XYZ

TCW/CAT/A320

Page 21 of 28

Rev. Date:

29/02/2012



ISSUE: 2 5. Maintenance Instruction

5. Maintenance Instruction

5.1. Maintenance Program

To regularly check and demonstrate the full capacity of the autoland system to

perform CAT III approaches, the maintenance program for the TCW A319/A320

aircraft contains an A4-check which also includes an item for performing the LAND

CAT III capability test.

Also a reliability program is developed to monitor, track and control the CAT III

operational status of the aircraft and to achieve at least 95% successful CAT III

landings in real and/or simulated conditions.

Statistics of unavailability of CAT III landing capability will also be kept and analysed

based on ADD entries.

It will also verify the roll-out deviation rate of the performed autolands that deviated

with more than 8.2 m from the centreline.

5.2. Contracted Maintenance Organisation

The qualified technicians must ensure themselves that the used components that are

going to be installed are in compliance with the contractual agreements and the TCW

Maintenance program.

Here it is specified that the autoland components have to be returned to service with

a full recertifying bench test in accordance with the applicable CMM after the removal

from the aircraft.

There are no additional functional tests required for the replacement of the required

components for the Autoflight system other than the normal removal/installation

procedures as prescribed in the AMM.

5.2.1. Test equipment

When deemed necessary test equipment (e.g. Radio altimeter test set, ILS test

set, … ) may be used in order to return the airplane to service.

It is the responsibility of the CMO to use test equipment that is functionally

equivalent to the test equipment defined in the AMM procedures.

The CMO is responsible for keeping the used test equipment within the calibration

requirement specified by the OEM.

Any training deemed necessary to operate the test equipment is also the

responsibility from the CMO.

The compliance from the CMO on the use from calibrated equipment will be

verified by TCW thru the regular audits of the CMO.

TCW/CAT/A320

Page 22 of 28

Rev. Date:

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5.3. Engineering Department

5.3.1. General

The Engineering Department will be responsible for the follow-up and the analysis

of the CAT III operations.

This includes:

a) trend monitoring and reliability of the CAT III operations

b) producing and publishing a six monthly CAT III operations report to

prove the reliability of the A319/A320 autoland systems

c) Gathering of the total successful and aborted CAT II/III operations

d) Component control

e) Aircraft data readout analyses.

5.3.2. Six monthly CAT III reports

A six monthly reliability report including an overview from the CAT III operations

will be published by the engineering department and submitted to the BCAA to

prove the reliability of the A319/A320 autoland systems.

This report provides the following data:

a) The total number of approaches tracked

b) The total number of unsatisfactory approaches, and the reasons for the

unsatisfactory performance, if known, listed by the appropriate

category (e.g. poor system performance, aircraft equipment

problem/failure, ground facility problem, ATC handling, lack of critical

area protection or others)

c) The total number of unscheduled removals of component of the related

avionics systems.

d) An overview from the downgrades that occurred on the TCW fleet.

5.3.3. Gathering of the total successful and aborted CAT

III operations

The following information must be retained for a period of 12 months:

a) The total number of approaches, by airplane, where the airborne CAT III

equipment was utilized to make satisfactory, actual or practice, approaches to

the applicable CAT III minima.

b) The reports of unsatisfactory approaches and/or automatic landings by

aerodrome and airplane registration, in the following categories:

• Airborne equipment faults

• Ground facility difficulties

• Missed approaches because of ATC instructions, or

• Other reasons.

This information is also mentioned in the six monthly reliability reports.

TCW/CAT/A320

Page 23 of 28

Rev. Date:

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5.3.4. Component Control

The Engineering Department will perform the modification status control of the

CAT III sensitive equipment (e.g. follow-up from CSB, etc ).

As basis for part number issues, the Airbus IPC will be used for interchangeability

where a different modification standard could change the part number of the LRU.

Engineering should ensure that any modification to systems and components

approved for low visibility operations are not adversely affected when

incorporating software changes, service bulletins, hardware additions or

modifications. Any changes to system components should be consistent with the

aircraft manufacturers, avionics manufacturer’s, industry or EASA/CAA accepted

criteria or processes.

5.3.5. Aircraft data readout analyses

If an autoland malfunction occurs, it may be considered necessary to have the

DFDR or DMU/FDIMU downloaded for investigation.

This request can be initiated, by the engineering, MOCC or flight safety

department, after a malfunction has been detected or on a regular basis to check

the results of the operations conducted in CAT III weather minima conditions.

The Avionics RSE will keep records and related reports of these readouts.

5.4. Flight Operations

The reporting from a performed autoland (successful or unsuccessful) is preferably

done thru the dedicated AUTOLAND reporting page in the TCW ACARS AOC software.

The TCW ACARS Autoland pages are described in the Rockwell Collins “Software

Requirements Specification for the ATSU Airline Operational Control Application” with

reference 222-9246-090.

In case that for whatever reason the ACARS system should be inoperative, flight

Operations will provide to the engineering department, the Autoland Survey Forms,

MNT_ENG_027, that are filled in by the flight crews after an unsatisfactory autoland

occurred.

An example for the Autoland Survey form can be found in annex A from this

document.

5.5. Training

Operator and contracted maintenance personnel, MOCC, quality assurance or

engineering personnel (if applicable), should receive initial and recurrent training as

necessary for an effective program.

The training program should include maintenance policies and operator procedures

applicable to the CAT III operations.

Continuation training has to be repeated every two years.

TCW/CAT/A320

Page 24 of 28

Rev. Date:

29/02/2012



ISSUE: 2 6. List of required equipment

6. List of required equipment

AFM REQUIRED EQUIPMENT FOR CAT III dual Equipment validity

tested by AMM ref.

A/THR warning 1 31-50-00 P501

ADIRU 3 22-97-00 P501*

AP / FD 2 AP

Engaged 22-97-00 P501*

AP OFF warning 1 31-50-00 P501*

AUTOLAND light 1 22-97-00 P501*

AUTOTHRUST 1 22-97-00 P501*

BSCU (1 Nose wheel steering +

1 Anti skid channel) 1 22-97-00 P501*

Display Unit (PFD and ND CRT) 2 / 2 22-97-00 P501*

ELAC (with AP engagement authorization) 2 22-97-00 P501*

Electrical Power Supply SPLIT (2) CAT 3 DUAL indicated

FAC 2 22-97-00 P501*

FCU 1 22-97-00 P501*

FMGC 2 22-97-00 P501*

FWC 2 22-97-00 P501*

ILS receiver 2 22-97-00 P501*

Radio Altimeter 2 22-97-00 P501*

Standby horizon 1 34-22-00 P501

Window heat 1 30-42-00 P501

Windshield wiper or rain repellent 1 30-45-00 P501/601

Yaw damper 2 22-97-00 P501*

Following equipment is required for CAT III operations, but are anyway required for

dispatch and therefore not mentioned as CAT sensitive in the MEL :

LGCIU 1 32-69-00 P501

Rudder Travel Limiting System 1 22-61-00 P501

Rudder trim 2 22-97-00 P501*

SFCC 1 22-97-00 P501*

(*) tested by autoland capability test

Table 6-1 – List of required equipment

TCW/CAT/A320

Page 25 of 28

Rev. Date:

29/02/2012




AIRBORNE EQUIPMENT REQUIRED

FOR CAT I / II / III APPROACH

Type of Approach CAT I ILS CAT II CAT III a CAT III b

Landing Minimum

< 200-800 To

200-550 100-300

50-200 (SINGLE)

25-125 (DUAL)

COMPONENTS

AP/FD 1 1 1 2

AP OFF ECAM 1 1 1 1

AUTOLAND Light 1 (CM2) 1 (CM2) 1 (CM2)

AP Disconnect 2 2 2

A/THR function 1 1

A/THR OFF 1 1

FMGS

FCU Channel 1 1 1 2

SPEED, IDLE, THR LK Ann. (A/THR column)

1 1 (CM2) 1 (CM2)

LOC, GS, LAND Annunciations (AP / FD columns)

1 1 2 2

FLARE, ROLLOUT Ann. (AP / FD columns)

1 (CM2) 1 (CM2)

CAT 2 capability Display 2

FMA

CAT 3 capability Display (SINGLE or DUAL)

2 2

Receiver 1 2 2 2

Deviation Indications (LOC+GS) 1 2 2 2

ILS

Indication for excessive beam Deviation

1 (CM2) 2 2

Transceiver 1 1 2 2

Automatic Callouts 1 1 1

RA

Indication (incl. DH) 1 (CM2) 1 (CM2) 1 (CM2)

PFD / ND CRT 1 / 0 2 / 1 2 / 2 2 / 2

Attitude (PFD) / Compass Card (on ND or PFD)

1 / 1 2 / 2 2 / 2 2 / 2

FD Bars see FMGS

PFD / ND

Radio height indication see RA

FAC 1 / 0 1 / 1 1 / 1 2 / 1

Nose Wheel steering channel 1 1 1 BSCU

Anti Skid channel 1 1 1

ADIRU 2 2 2 3

Standby Horizon 1 1 1

Marker Indication 1 1 1 1

ELAC 1 1 1 2

LGCIU / SFCC 1 / 1 1 / 1 1 / 1 1 / 1

Windshield Wiper 1 (CM1) 1 (CM1) 1 (CM1)

Window Heat 1 (CM1) 1 (CM1) 1 (CM1)

Flight Warning Computer 1 1 1 2

Engine Generator 1 1 1 2

Table 6-2 – Required Airborne equipment

TCW/CAT/A320

Page 26 of 28

Rev. Date:

29/02/2012




The following table provides an overview from the different CAT III components that will

be traced in the six monthly reliability report.

COMPONENTS Qty Installed P/N IPC References

1 ADIRU 3

HG1050Axxx

HG2030Axxx

465020-030303xx

34-12-34

2 BSCU 1

C202163382D32

C202163392E34

E21327x06

32-42-34

3 DU 6

390613xxxx

390713xxxx

C19298xxxx

C19366xxxx

31-63-22

4 ELAC 2 39451xxxxx 27-93-34

5 FAC 2 B397BAMxxxx 22-66-34

6 FCU 1 C12850xxxx

K217ABMxx 22-81-12

7 FMGC 2

B546CCMxxxx

B546CAMxxxx

C13042xxxx

C13043xxxx

22-83-34

8 FWC 2 350E5302xxxx 31-53-34

9 ILS / MMR 2

622-9738-xxx

066-50006-xxxx

TLS755-01-xxxxx

822-1152-xxx

34-36-31

10 VOR / MARKER 2

066-50012-xxxx

822-0726-xxx

822-0297-xxx

34-55-31

11 RA 2

066-50007-xxxx

622-4542-xxx

9599-607-1494x

822-0334-xxx

34-42-33

H321BHMx 34-22-24 12

Standby Horizon

(ISIS) 1

C16221xxxx 34-22-25

13 WHC 2

6664202-x

6664287-x

416-00318-00x

30-42-34

14 SEC 3 B372BAMxxxx

B372BBMxxxx 27-94-34

Table 6-3 – CAT III components

REMARK: The above table 6-3 is for reference only, always use the IPC manual to know

the latest status of P/N and P/N interchangeability.

TCW/CAT/A320

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ISSUE: 2 Annex A

Annex A

-

Autoland Survey Form

TCW/CAT/A320

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ISSUE: 2 Annex A

EXAMPLE


Reduced Vertical Separation Minimum

(RVSM) Application for Operational Approval in the European Airspace

Maintenance Requirements

Manual

Reference: TCW/RVSM/A320

Issue: 2

Revision Nr: 3

Revision date: 29/02/2012

Organisation: Thomas Cook Airlines Belgium

Address: Executive Headquarters

Tramstraat 65

B-9052 Gent-Zwijnaarde

BELGIUM

Operating Office

Building 53

Brussels National Airport

B-1930 Zaventem

BELGIUM

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Reduced Vertical Separation Minimum (RVSM)

Application for Operational Approval in the

European Airspace

Maintenance Requirements Manual Rev. Nr 3


Table of contents

C DOCUMENT CONTROL ......................................................................................... 3

C.0 RECORD OF REVISION...................................................................................... 3

C.1 RECORD OF TEMPORARY REVISION....................................................................... 4

C.2 DISTRIBUTION LIST ........................................................................................ 5

C.3 LIST OF EFFECTIVE PAGE .................................................................................. 6

C.4 AIRCRAFT EFFECTIVITIES .................................................................................. 7

C.5 ABBREVIATIONS............................................................................................. 8

1. INTRODUCTION................................................................................................. 9

1.1. GENERAL.................................................................................................. 9

1.2. PURPOSE.................................................................................................10

1.3. RVSM REQUIREMENTS ..............................................................................10

1.4. REFERENCES ...........................................................................................11

2. AIRWORTHINESS APPROVAL ..............................................................................12

2.1. AIRCRAFT MANUFACTURER’S CERTIFICATION..............................................12

3. CONTINUED AIRWORTHINESS (MAINTENANCE REQUIREMENTS)............................14

3.1. GENERAL...................................................................................................14

3.2. MAINTENANCE PROGRAM APPROVAL REQUIREMENTS................................................15

3.3. MAINTENANCE DOCUMENTS REQUIREMENTS..........................................................16

3.3.1.AIRCRAFT MAINTENANCE MANUAL (AMM) REVISION ..........................................16

3.3.2. STRUCTURAL REPAIR MANUAL (SRM) REVISION...............................................16

3.3.3. ILLUSTRATED PARTS CATALOGUE (IPC) REVISION ............................................16

3.3.4. THOMAS COOK AIRLINES BELGIUM MAINTENANCE SCHEDULE REVISION ...................16

3.3.5. MINIMUM EQUIPMENT LIST (MEL) ...............................................................17

3.4. MAINTENANCE PRACTICES...............................................................................18

3.4.1. AVIONICS REQUIREMENTS .........................................................................19

3.4.2. SKIN SMOOTHNESS AROUND THE STATIC PORTS ................................................19

3.4.3. LEAKS IN THE STATIC SYSTEM.....................................................................19

3.4.4. 19

3.5. MAINTENANCE PRACTICES FOR NON-COMPLIANT AIRCRAFT.........................................20

3.5.1. RVSM DOWNGRADING/UPGRADING ..............................................................20

3.5.2. 21

3.6. MAINTENANCE TRAINING REQUIREMENTS .............................................................22

3.7. TEST EQUIPMENT .........................................................................................23

4. APPENDIX........................................................................................................24

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C Document Control

C.0 Record of Revision

Incorporation of a revision to this manual will be by replacement of sheets. Each

revision must be recorded by inserting the revision number in the appropriate

column, signing and dating.

Revision Effective

Date

Insertion

Date Inserted By Reason for revision

0 03/09/08 03/09/08 Tom VAES Release from Issue 2. • Layout changes

• Aircraft effectivity update • Added reason for revision • Added abbreviation list added • Updated manual.

1 18/02/10 18/02/10 Tom VAES Revision 1 • Added OO-TCR (MSN453)

2 18/11/11 18/11/11 Tom VAES Revision 2 • Removed OO-TCO (MSN 1306) • Removed OO-TCR (MSN 453) • Corrected item 3.3.5.

3 29/02/12 29/02/12 Tom VAES Revision 3 • Added OO-TCS (MSN 2362)

4

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C.1 Record of Temporary Revision

Incorporation of a Temporary Revision to this manual will be by inserting yellow

sheets. Each Temporary Revision must be recorded by inserting the Temporary

Revision number in the appropriate column, signing and dating.

At removal of this temporary revision, please strike the full temporary revision line.

Temp.

Revision

Effective

Date

Insertion

Date Inserted By Reason for temp. revision

0

1

2

3

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C.2 Distribution List

All owners as stated hereunder will be responsible of introducing the received

amendments, and thus keeping his/her copy up to date. All anomalies will have to

be informed to the TCW Continuous Airworthiness Manager within the shortest time

delay.

• Internal (Thomas Cook Airlines Belgium)

1 Continuous Airworthiness Manager 2 Quality Manager 3 Engineering Department

• External

E-1 BCAA – Avionics Cell E-2 BCAA – CAME supervision E-3 Sabena Technics E-4 TCW Portal – Egypt Air E-5 TCW Portal – Outstations

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C.4 Aircraft effectivities

Registration Aircraft Type MSN

OO-TCH A320-214 1929

OO-TCI A320-214 1975

OO-TCJ A320-214 1787

OO-TCN A320-232 425

OO-TCP A320-214 653

OO-TCS A319-132 2362

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C.5 Abbreviations

A LRU Line Replaceable Unit

AADDS Acceptable Aircraft Deferred Defect

Sheet

ACAS Airborne communication

addressing and reporting system

M

ADIRU Air Data/Inertial Reference unit m meter

ADR Air Data Reference MEL Minimum Equipment List

ADS Air Data System MOCC Maintenance OCC

AFM Aircraft Flight Manual MMEL Master Minimum Equipment List

AMP Aircraft Maintenance Program Mod modification

AMM Aircraft Maintenance Manual MP Maintenance Program

ASE Altimetry System Error MPD Maintenance Planning Document

ATC Air Traffic Control MRB Maintenance Review Board

ATM Air Traffic Management MSG Maintenance Steering Group

MSN Manufacturer Serial Number

B

BCAA Belgian Civil Aviation Authorities

(Belgian Airworthiness Authorities)

N

BITE Build In Test Equipment N° number

C O

CAA Civil Aviation Authorities OCC Operations Control Ceneter

CMO Contracted Maintenance

Organisation

OEM Original Equipment Manufacturer

OIT Operator Information Telex

D

Doc Document P

PANS Procedures for air navigation

services

E

EUR Europe R

RVSM Reduced Vertical Separation

Minimum

F

FAA Federal Aviation Authorities S

FCOM Flight Crew Operating Manual SB Service Bulletin

FIR Flight Information Region SIL Service Information Letter

FL Flight Level SRM Structural Repair Manual

FM Flight Manual SSR Secondary Surveillance Radar

Ft feet SL Service Letter

I T

ICAO International Civil Aviation

Organisation

TCAS Traffic Alert and Collision

Avoidance System

IPC Illustrated Parts Catalogue TCW Thomas Cook Airlines Belgium

TGL Temporary Guidance Leaflet

J TSM Trouble Shooting Manual

JAA Joint Aviation Authorities

U

L UIR Upper flight Information Region

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ISSUE: 2 1.Introduction

1. Introduction

1.1. General

The goal of RVSM is to reduce the vertical separation above flight level (FL)

290 from 2000 ft (600m) minimum to 1000 ft (300m) minimum. This will

allow aircraft to:

o Safely fly more optimum profiles

o Gain fuel savings

o Increase airspace capacity.

Full RVSM implementation between FL290 and FL410 within European

Airspace was done on January 24th 2002.

Today, RVSM is applied in the volume of airspace between FL290 and

FL410 inclusive in the following flight information regions/upper flight

information regions (FIRs/UIRs):

Amsterdam, Ankara, Baku, Barcelona, Beograd, Berlin, Bratislava, Brindisi,

Bruxelles, Bucuresti, Budapest, Casablanca, Chisinau, France, Hannover,

Hellas, Istanbul, Kaliningrad, Kharkiv, København, Kyiv, Lisboa, Ljubljana,

London, L'viv, Madrid, Malta, Milano, Minsk, Nicosia, Norway, Odesa, Praha,

Rhein, Riga, Roma, Rostov, Rovaniemi, Sarajevo, Scottish, Shannon,

Simferopol, Skopje, Sofia, Sweden, Switzerland, Tallinn, Tampere, Tbilisi,

Tirana, Tunis, Varna, Vilnius, Warszawa, Wien, Yerevan.

RVSM is also applied in part of the volume of airspace between FL290 and

FL410 inclusive in the Algiers FIR and the Canarias UIR (AFI Region).

Note 1: The volume of airspace specified above is referred to as EUR RVSM

airspace.

Note 2: In the Rostov FIR, RVSM has been implemented over the high seas

only.

Transition tasks associated with the application of a 300m (1000ft) vertical

separation minimum within EUR RVSM airspace shall be carried out in all or

parts of the following FIRs/UIRs:

Algiers, Ankara, Baku, Canarias (AFI Region), Casablanca, France, Hellas,

Kharkiv, Kyiv, Madrid, Malta, Minsk, Nicosia, Riga, Rostov, Rovaniemi,

Simferopol, Tallinn, Tampere, Tbilsi, Tunis.

Note: This volume of airspace is referred to as EUR RVSM transition

airspace.

The CAA/JAA have released the reference (a) Guidance Material that

describes the RVSM approval process. The FAA has released the reference

(b) Guidance Material that also describes the RVSM approval process.

References (a) and (b) are considered equivalent. As part of the RVSM

approval process, the original equipment manufacturer (OEM), Airbus

Industries, is required to obtain regulatory approval for each airplane type

intending to use RVSM airspace. Operators are then required to obtain

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regulatory approval for each individual airplane intending to use RVSM

airspace based on the OEM's service bulletin(s) (SB) and service letter

(SL). Each operator is also required to obtain regulatory approval for

maintenance programs and operational procedures required for RVSM

operations. In addition, each operator must participate in a height keeping

verification and monitoring program. This application for RVSM approval

provides the requirements defined in the reference (a) Guidance Material

that must be satisfied to obtain RVSM approval. The applicable reference

(a) Guidance Material requirements are listed in this application and are

followed by the method of compliance by Thomas Cook Airlines Belgium.

1.2. Purpose

Paragraph 6 of the reference (a) Guidance Material specifies the

requirements for the necessary actions required to obtain approval for both

the individual operator and the specific aircraft type that the operator

intends to operate in RVSM airspace. This RVSM application provides

information on the engineering data, necessary avionics equipment, and

procedures concerning the certification of the reference (f) Thomas Cook

Airlines Belgium model A320-200 aircraft to use RVSM airspace. The

information contained within this RVSM manual will document compliance

to the reference (a) requirements for state approval of aircraft for

operations in RVSM airspace. The model A320-200 aircraft that Thomas

Cook Airlines Belgium is seeking RVSM approval are listed in the reference

(f).

1.3. RVSM Requirements

The RVSM requirements described in reference (a) and (b) can be

summarized as follows:

“The mean Altimetry System Error (ASE) should not exceed +/- 80

feet (+/- 25m)”.

Note: The 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.

“The sum of the absolute value of the mean ASE and three standard

deviations of ASE should not exceed +/- 200 feet (+/- 60m)”

Note: This requirement means that 99.7% of the aircraft taken as

individuals among a fleet type should not exhibit an altimetry error in

excess of +/- 200ft (+/- 60m)

“An automatic altitude control system should be required and

should be capable of controlling the altitude within +/- 65 feet

(+/- 60m) about the acquired altitude when operated in the

straight and level flight under non turbulent, non gust conditions.”

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1.4. References

(a) JAA Temporary Guidance Leaflet No. 6 rev 1: "Guidance Material On

The Approval of Aircraft and Operator for Flight in Airspace Above

Flight Level 290 where a 300m (1000 ft) Vertical Separation

Minimum is Applied“, dated October 1999.

(b) FAA Memorandum 91-RVSM, "Guidance Material on the Approval of

Operations/Aircraft for RVSM Operations", dated 2 October 2004.

(c) Airbus Industries Service Information Letter 34-064 "Reduced

Vertical Separation Minima (RVSM) Guidelines"

(d) Thomas Cook Airlines Belgium Maintenance Programme (Doc

TCA/MS/A320-200/02).

(e) Extract from Airbus A320-200 FM section 2.05.00 P 06 “Limitations

– Systems – RVSM”, Ref 02 -dated 23 October 2003.

Required equipment on an aircraft

• Two independent altitude measurement systems • One SSR altitude reporting transponder

• One Altitude alert system • One Autopilot with automatic altitude control capabilities • Pitot heaters (for a/c with operational restrictions)

AIRPLANES THAT ARE TEMPORARY DOWNGRADED TO

“NON-RVSM” FOR TECHNICAL REASONS ARE NOT ALLOWED TO FLY ABOVE FL 290.

!!! THIS HAS AN IMPACT ON THE OPERATIONS !!!

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ISSUE: 2 2. Airworthiness Approval

2. Airworthiness approval

2.1. Aircraft Manufacturer’s certification

Requirement (Reference (a), paragraph 9.1):

9.1.1 Obtaining RVSM airworthiness approval is a two step process which

may involve more than one authority.

9.1.2 For the first step:

• in the case of a newly built aircraft, (…)

• in the case of an aircraft already in service, the aircraft constructor

(or an approved design organisation), submits to the responsible

authority, either in the state of manufacture or the state in which

the aircraft is registered, the performance and analytical data that

supports RVSM airworthiness approval of a defined build standard.

The data will be supplemented with a Service Bulletin, or its

equivalent, that identifies the work to be done to achieve the build

standard, continued airworthiness instructions, and an amendment

to the AFM stating related conditions and limitations. Approval by

the responsible authority, and, where applicable, validation of that

approval by other authorities, indicates acceptance of that aircraft

type and build standard as complying with the RVSM airworthiness

criteria.

9.1.3 The combination of performance and analytical data, Service

Bulletin(s) or equivalent, continued airworthiness instructions, and the

approved amendment or supplement to the Aircraft Flight Manual is known

as the RVSM approval data package.

Thomas Cook Airlines Belgium Compliance

As per Service Information Letter 34-064, Airbus Industries obtained the

RVSM type certification for the A318/A319/A320/A321 family.

The type certification was originally granted for RVSM operation with three

ADIRUs. Further to findings that the ADIRU #3 may fail to meet the RVSM

criteria at high speed (Mach 0.82), the type certification was granted for

operation with ADIRU #1 and ADIRU #2 only. Refer to OIT 999.0019/00

Rev 1.

Then, an aircraft can be certified RVSM on 2 or 3 ADIRU, according to

embodied modifications.

Solutions have been defined to extend the RVSM certification on three

ADIRU:

- Structural modification on static port n°3: mod 28913

- Pitot relocation: mod 25490 (retrofit) and mod 25570 (production)

- Trim correction law ADIRU implementation: mod 31038

Refer to SIL 34-064 for more details.

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ISSUE: 2 2. Airworthiness Approval

Compliance with this requirement has been met by TCW as follows:

a) Aircrafts that are RVSM without operational restrictions:

OO-TCI, OO-TCJ, OO-TCH, OO-TCS

These aircrafts have SB A320-34-1137 (Mod 25861 or 25952) incorporated

after:

the in service incorporation of SB’s A320-34-1246, A320-34-1240,

A320-34-1247, A320-34-1222

Or

Mod 28913 + mod 31528 in production ( “Navigation – RVSM

without operational restrictions”. Three ADIRU’s available for RVSM)

Note: To be RVSM compliant with 3 ADIRUs, all A320 family aircraft

(including A318) are manufactured with mod. 31528 / SB A320-34-1252

from MSN 1564 for A320 aircraft.

b) Aircraft that are RVSM with operational restrictions (only two

ADIRU’s available):

OO-TCN, OO-TCP

These aircraft have SB A320-34-1115 ( “Navigation – RVSM with

operational restrictions”. Two ADIRU’s available for RVSM) incorporated.

These SB’s give instructions for a visual check of the aircraft probe areas, a

precision check of the instruments and a data recording of the two (three)

Air Data Systems. After incorporation from the SB, the aircraft documents

are revised to include the RVSM specific items.

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ISSUE: 2 3.Continuous Airworthiness

(Maintenance Requirements)

3. Continued Airworthiness (Maintenance Requirements)

3.1. General

Requirement (Reference (a) paragraph 10.1):

General:

(a) The integrity of the design features necessary to ensure that altimetry

systems continue to meet RVSM approval criteria should be verified by

scheduled tests and inspections in conjunction with an approved

maintenance programme. The operator should review its maintenance

procedures and address all aspects of continued airworthiness that may be

relevant.

(b) Adequate maintenance facilities will need to be available to enable

compliance with the RVSM maintenance procedures.


Thomas Cook Airlines Belgium Engineering Department, maintains the

reference aircraft under a BCAA approved continuous airworthiness

maintenance program (MP). The Thomas Cook Airlines Belgium AMP is

based on the Airbus Maintenance Planning Data (MPD) document and

Maintenance Review Board (MRB) document. As stated in reference (c), an

MSG-3 analysis has confirmed that neither scheduled maintenance tasks,

nor specific recommendations on RVSM involved parts (Air Data Channel,

autopilot, structure) are needed on any Airbus aircraft to hold their RVSM

capability. Hence the current status of the Maintenance Schedule holds the

necessary maintenance procedures to ensure continued airworthiness with

respect to RVSM capability.

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3.2. Maintenance Program Approval Requirements


Maintenance Programmes:

Each operator requesting RVSM operational approval should establish

RVSM maintenance and inspection practices acceptable to, and as required

by, the responsible authority, that include any required maintenance

specified in the data package (sub-paragraph 9.2). Operators of aircraft

subject to maintenance programme approval will need to incorporate these

practices in their maintenance programme.


No additional scheduled maintenance tasks are needed to hold the RVSM

capability. Subsequently no changes or modifications to the maintenance

program are required for the reference aircraft.

However, for the skin waviness, the Structural Repair Manual (SRM) has

been updated to reflect the structural tolerance needed to meet the RVSM

requirements in case of structural repair in the area of the Air Data probes.

Also the flight crew are required to check for the condition of the skin area

around the static ports during their pre-flight check’s in accordance with

the exterior inspection as defined in FCOM 3.03.05.

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3.3. Maintenance Documents Requirements


Maintenance Documents Requirements:

The following items should be reviewed, as appropriate:

(a) Aircraft Maintenance Manual (AMM)

(b) Structural Repair Manual (SRM)

(c) Standards Practices Manuals

(d) Illustrated Parts Catalogue (IPC)

(e) Maintenance Schedule

(f) MMEL/MEL


Airbus Industries revised the technical publications at the time of

incorporation of Service Bulletin A320-34-1137 “Navigation – RVSM without

operational restrictions”.

3.3.1. Aircraft Maintenance Manual (AMM) Revision

No RVSM specific changes were needed for the AMM.

3.3.2. Structural Repair Manual (SRM) Revision

Regarding the skin waviness, the SRM chapter 53-11-11 has been

revised to reflect the structural tolerance in case of structural repair

in the area of the Air Data probes.

3.3.3. Illustrated Parts Catalogue (IPC) Revision

No RVSM specific changes were needed for the IPC.

3.3.4. Thomas Cook Airlines Belgium Maintenance

Schedule Revision

As indicated in section 3.2 of this manual, neither RVSM specific

scheduled maintenance tasks, nor specific recommendations on

RVSM involved parts are needed to hold the RVSM capability of the

A320-200 aircraft. Hence no revision of this document is necessary

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3.3.5. Minimum Equipment List (MEL)

To satisfy the requirements of reference (a) Guidance Material,

paragraph 8.1, the following equipment must be operative for RVSM

operations:

(1) Two air data computers

� ADR1 and ADR2 for RVSM a/c with operational

restrictions

� ADR1 and ADR2 or ADR3 for a/c without operational

restrictions

(2) One Secondary Surveillance Radar (SSR) altitude reporting

transponder

(3) One altitude alert system

(4) One autopilot systems with altitude hold capability

(5) Pitot heaters for a/c with operational restrictions

The current Thomas Cook Airlines Belgium MEL requires that:

� two air data computers (position 1 and 2)

� one SSR transponder

� one altitude alert system (i.e. Flight Warning Computer)

� one autopilot system (i.e. Flight Management & Guidance

Computer and Flight Control Unit)

be operational for dispatch. Hence the minimum requirements for

dispatch in RVSM airspace are met.

In addition aircraft with operational restrictions must have the pitot

heaters working.

As per Eurocontrol ACAS bulletin N° 9, which is valid for RVSM operations in EUR-

RVSM airspace:

Flying with an inoperative TCAS II is permitted, including the RVSM

airspace, provided it is done in accordance with the applicable MEL.

ATC authorities are not required to determine whether an aircraft is fitted with

TCAS II, nor is it the role of ATC to police the TCAS II serviceability.“The

procedures to be applied for the provision of air traffic services to aircraft

equipped with ACAS shall be identical to those applicable to non-ACAS equipped

aircraft” (ICAO PANS-ATM, Doc 4444).Consequently, there is no requirement to

annotate in the flight plan that TCAS II is unserviceable.

An aircraft that has a TCAS failure during flight, can continue to its

destination.

As long as the transponder of an aircraft with an unserviceable TCAS II

continues to report altitude, it will be visible to other aircraft operating

TCAS II.

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3.4. Maintenance Practices

Requirement (Ref. (a) paragraph 10.4):

Maintenance Practices: If the operator is subject to an approved

maintenance program, that programme should include, for each aircraft

type, the maintenance practices stated in the applicable aircraft and

component manufacturer's maintenance manuals. In addition, for all

aircraft, including those not subject to an approved maintenance

programme, attention should be given to the following items:

(a) All RVSM equipment should be maintained in accordance with

the component manufacture's maintenance requirements and the

performance criteria of the RVSM approval data package.

(b) Any modification or design change, which in any way alters the

initial RVSM approval, should be subject to a design review

acceptable to the responsible authority.

(c) Any repairs, not covered by approved maintenance documents,

that may affect the integrity of the continuing RVSM approval, e.g.

those affecting the alignment of pitot/static probes, dents, repairs to

dents or deformation around static plates, should be subject to a

design review acceptable to the responsible authority.

(d) Built-in Test Equipment (BITE) testing should not be used for

system calibration unless it is shown to be acceptable by the aircraft

constructor or an approved design organisation, and with the

agreement of the responsible authority.

(e) An appropriate system leak check (or visual inspection where

permitted) should be accomplished following reconnection of a

quick-disconnect static line.

(f) Airframe and static systems should be maintained in accordance

with the aircraft constructor's inspection standards and procedures.

(g) To ensure the proper maintenance of airframe geometry for

proper surface contours and the mitigation of altimetry system

error, surface measurements or skin waviness checks will need to

be made, as specified by the aircraft constructor, to ensure

adherence to RVSM tolerances. These checks should also be

performed following repairs, or alterations having an effect on

airframe surface and airflow.

(h) The maintenance and inspection programme for the autopilot

will need to ensure continued accuracy and integrity of the

automatic altitude control system to meet the height keeping

standards for RVSM operations. This requirement will typically be

satisfied with equipment inspections and serviceability checks.

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(i) Where the performance of installed equipment has been

demonstrated to be satisfactory for RVSM approval, the associated

maintenance practices should be verified to be consistent with

continued RVSM approval. Examples of equipment to be considered

are:

(i) Altitude alerting

(ii) Automatic altitude control system

(iii) Secondary surveillance radar altitude reporting

equipment

(iv) Altimetry systems


As stated in reference (c), the current BCAA approved Maintenance Program that

is based on the Airbus MPD and MRB documents can ensure the continued

airworthiness with respect to RVSM requirements. The in the Maintenance

Program referenced Aircraft Maintenance Manual (AMM) procedures are

acceptable for RVSM specific maintenance and will continue to be followed. These

procedures include the above-mentioned points. Please also refer to sections 3.1,

3.2 and 3.3 for additional information on maintenance requirements.

3.4.1. Avionics Requirements

The ADS, automatic altitude hold control system, Altitude Alert

System, ATC transponder and TCAS installed on the aircraft provide

the required system performance for RVSM qualification.

The components related to these systems can only be replaced with

components from the by TCW subcontracted pool provider.

All work on these systems has to be performed in accordance with

the procedure defined in the AMM, TSM, … manuals.

3.4.2. Skin smoothness around the static ports

In order to exclude any errors in the static pressure measurement,

due to disturbed air flow, the areas around the static ports have to

be examined against the applicable standards mentioned in the SRM

and AMM. This is to examine if the smoothness is adversely affected

by cracks, dents, missing or protrudent fasteners, protrudent

aerodynamic sealant or other reasons. If the smoothness around the

static pressure sensing component is in doubt, refer to the SRM and

AMM that describe the techniques and limits of measuring the skin

smoothness.

3.4.3. Leaks in the static system

Any leaks in the static pressure system may influence the precision

of the height measurement. Therefore suspected leaks must be

verified and detected leaks must be corrected to the impact on

height keeping performance and the RVSM capability in accordance

with the AMM procedures.

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3.5. Maintenance Practices for non-compliant aircraft

Requirement (Ref. (a) paragraph 10.4.1):

Action for Non-Compliant Aircraft: Those aircraft positively identified as

exhibiting height-keeping performance errors that require investigation, as

discussed in sub-paragraph 11.7, should not be operated in RVSM airspace

until the following actions have been taken:

(1) The failure or malfunction is confirmed and isolated

and,

(2) Corrective action is taken as necessary to comply with sub-

paragraph 9.5.5 (f) and verified to support RVSM approval.


Thomas Cook Airlines Belgium has already established an information

system (Acceptable Aircraft Deferred Defect Sheet, AADDS), which enables

crew and the contracted maintenance organisation to identify non-

compliance of aircraft. The appropriate actions to follow are detailed in item

3.5.1. RVSM downgrading/upgrading.

3.5.1. RVSM downgrading/upgrading

Downgrading

When an airplane is found to be in non-compliant with the RVSM

requirement (i.e. it is not allowed to fly in RVSM airspace, due to out

of limit findings against the data provided in the manuals or

according to the TCW MEL after the deferral of a problem) and if for

any reason the airplane does not or will not meet the requirements

of RVSM before the departure, the following procedure shall be

applied:

� The Work Order that contains the initial finding has to be

entered in the aircraft AADDS. Use the MEL with regards

to system components (LRU’s) failure to dispatch the

aircraft and to know the impact on the RVSM status.

For any structural damage affecting the RVSM status that

is entered in the aircraft AADDS, clearly state that the

aircraft lost it’s RVSM capabilities with the following

statement “This aircraft is not RVSM capable”

� The CMO will inform the TCW MOCC department

regarding the non-RVSM status from the aircraft.

TCW/RVSM/A320

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� The TCW MOCC department has to inform the TCW OCC

department regarding the RVSM status of the aircraft.

� The CMO and the TCW MOCC department will implement

the necessary corrective actions to correct the problem.

� When needed the TCW Engineering Department can be

contacted to provide additional troubleshooting guidance.

Upgrading

The conditions to be met before a downgrading can be cleared are:

� The subject fault has been positively identified and

rectified in accordance with the procedures mentioned in

the applicable manuals.

� When necessary, skin waviness measurements can be

accomplished to isolate the fault.

� All ground test requirements have been successfully

completed

� Any additional troubleshooting requested by the TCW

Engineering department has been carried out.

When the discrepancy is corrected in accordance with the above mentioned

conditions the following steps shall be applied:

o The AADDS entry related to the system failure that has an

impact on the RVSM capabilities from the aircraft is closed.

For any structural damage that affected the RVSM capabilities

and that was entered in the aircraft AADDS clearly state when

closing the AADD entry that the aircraft regained it’s RVSM

capabilities. This can be accomplished with the following

statement “This airplane is upgraded to RVSM capable”.

o The CMO informs the TCW MOCC department that the aircraft

regained it’s RVSM status.

o The TCW MOCC department informs the TCW OCC department

regarding the aircraft RVSM status.

TCW/RVSM/A320

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3.6. Maintenance Training Requirements


Maintenance Training Requirements

New training may be necessary to support RVSM approval. Areas that may

need to be highlighted for initial and recurrent training of relevant

personnel are:

(1) Aircraft geometric inspection techniques.

(2) Test equipment calibration and use of that equipment.

(3) Any special instructions or procedures introduced by RVSM

approval.


Operator and contracted maintenance personnel, MOCC, quality assurance

or engineering personnel (if applicable), should receive initial and recurrent

training as necessary for an effective program.

The training content should include maintenance policies and procedures

applicable to RVSM operations and is based on the content from this

manual.

Recurrent training will be accomplished every two years.

TCW/RVSM/A320

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3.7. Test Equipment


Test Equipment

(a) The test equipment should have the capability to demonstrate

continuing compliance with all the parameters established in the data

package for RVSM approval or as approved by the responsible authority.

(b) Test equipment should be calibrated at periodic intervals as agreed by

the responsible authority using reference standards whose calibration is

certified as being traceable to national standards acceptable to that

authority. The approved maintenance programme should include an

effective quality control programme with attention to the following:

(i) Definition of required test equipment accuracy.

(ii) Regular calibrations of test equipment traceable to a master

standard. Determination of the calibration interval should be

a function of the stability of the test equipment. The

calibration interval should be established using historical data

so that degradation is small in relation to the required

accuracy.

(iii) Regular audits of calibration facilities both in-house and

outside.

(iv) Adherence to approved maintenance practices.

(v) Procedures for controlling operator errors and unusual

environmental conditions which may affect calibration

accuracy.


Maintenance on the TCW aircraft is performed by a CMO.

It is the responsibility of the CMO to use test equipment that is functionally

equivalent to the test equipment defined in the AMM procedures.

The CMO is responsible for keeping the used test equipment within the calibration

requirements specified by the OEM.

Any training deemed necessary to operate the test equipment is also the

responsibility from the CMO.

The compliance from the CMO on the use from calibrate equipment will be verified

by TCW thru the regular audits of the CMO.

TCW/RVSM/A320

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ISSUE: 2 4. Appendix

4. Appendix

APPENDIX I Aircraft Qualification Documents

A320-200 AFM extract

Airbus Industries A320-200 Flight Manual, section 2.05.00, “Limitations – Systems

-Reduced Vertical Separation Minimum (RVSM)”

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