easa airworthiness directive · pdf fileapplicability: airbus a380 aeroplanes, -841, -842 and...

EASA AD No.: 2009-0113R1

EASA Form 110 /3

EASA AIRWORTHINESS DIRECTIVE

AD No.: 2009-0113R1 Date: 04 March 2010 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 Airworthiness Directive applies, except in accordance with the requirements of that Airworthiness Directive 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) : A380 aeroplanes

TCDS Number : EASA.A.110

Foreign AD : Not applicable

Revision : This AD revises EASA AD 2009-0113 dated 27 May 2009

ATA 57 Wings – Movable Flap Track Fairing Number 4 (MFTF #4) – Inspection / Replacement

Manufacturer(s): Airbus (formerly Airbus Industrie)

Applicability: Airbus A380 aeroplanes, -841, -842 and -861 models, all manufacturer serial numbers, except those on which Airbus modification 69197 has been embodied in production on both wings.

Reason: As a result of the Movable Flap Track Fairing (MFTF) #6 crack findings (ref. AD 2008-0216), a detailed review has been launched for all MFTF #2 to #6.This investigation has revealed some cracking at MFTF #4 pivot support-ring.

This condition, if not corrected, could lead to in-flight loss of MFTF #4, potentially resulting in injuries to persons on the ground.

To prevent the risk of a MFTF #4 detachment, the original issue of this AD required an inspection programme and/or replacement of the fairings in order to ensure they are removed from service before any crack becomes critical.

This AD is revised to introduce the installation of reinforced MFTF #4 as an optional AD terminating action.

Effective Date: Revision 01 : 18 March 2010

Original Issue: 10 June 2009

EASA AD No.: 2009-0113R1

EASA Form 110 /3

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

Required as indicated, unless accomplished previously:

(1) Perform the following actions on Left Hand (LH) and Right Hand (RH) MFTF #4 in accordance with instructions of Airbus Service Bulletin (SB) A380-57-8016:

special detailed (Ultrasonic and High-Frequency Eddy Current) inspections of the filet radii of pivot bracket support rings and the monolithic Carbon Fibre Reinforced Plastic (CFRP) structure in the pivot support area,

or

replacement of the MFTF #4,

For -841 and -842 aeroplane models :

Before the MFTF #4 has accumulated 600 Total Flight Cycles (FC) since its first installation on an aeroplane,

For -861 aeroplane model :

Before the MFTF #4 has accumulated 300 Total FC since its first installation on an aeroplane,

(2) Further to the special detailed inspections performed in accordance with paragraph (1) of this AD :

In case there is no finding, repeat the inspections defined in paragraph (1) of this AD at intervals not exceeding :

For -841 and -842 aeroplane models: 60 FC;

For -861 aeroplane model: 30 FC.

In case of findings, before next flight, replace the MFTF #4 in accordance with instructions of Airbus SB A380-57-8016, and thereafter perform the actions defined in paragraphs (1) and (2) of this AD within the applicable threshold and intervals defined in paragraphs (1) and (2) of this AD .

(3) Reporting to Airbus:

In case of MFTF #4 replacement, submit a report including the following information to Airbus within 30 days after the MFTF #4 removal :

the removed MFTF #4 serial number.

the associated aeroplane Manufacturer Serial Number (MSN).

the number of FC accumulated by the MFTF #4 at the time of removal.

(4) The installation of reinforced MFTF #4 on LH and RH sides in accordance with the instructions of Airbus SB A380-57-8018 cancels the requirements of this AD.

Ref. Publications: Airbus Service Bulletin A380-57-8016 at Original issue;

Airbus Service Bulletin A380-57-8018 at Original issue.

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

EASA AD No.: 2009-0113R1

EASA Form 110 /3

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

3. Enquiries regarding this AD should be referred to the Airworthiness Directives, Safety Management & Research Section, Certification Directorate, EASA. E-mail: [email protected] .

4. For any questions concerning the technical content of the requirements in this AD, please contact: AIRBUS SAS - EANA (Airworthiness Office) [email protected] and [email protected] ; Phone: +33 562 110 253 ; Fax :+33 562 110 307.

EASA AD No.: 2009-0265

EASA Form 110 Page 1/2


AD No.: 2009-0265 Date: 16 December 2009 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




Supersedure : This AD supersedes EASA AD 2009-0066 dated 19 march 2009

ATA 36 Pneumatic – Overheat Detection System - Insp ection


Applicability: Airbus A380 aeroplanes, -841, -842 and -861 models, MSN (Manufacturer Serial Number) 15, 17, 19, 20, 21 and 22.

Reason During inspection in production and on in-service aircraft, a number of OverHeat Detection System (OHDS) installation non-conformities have been identified along the bleed air ducting.

Some installation issues which may lead to a degraded leak detection capability have been reported. In case of hot air leakage, the potential degradation of the OHDS would not allow preventing damages to structure or components, and therefore could lead to an unsafe condition.

To ensure that in-service aeroplanes are free of such non-conformities, EASA AD 2009-0066 required an inspection of the OHDS installation along the bleed air ducting and, in case of findings, to bring back the installation into the compliant configuration. That AD required a complete inspection for some MSN, and a partial inspection for MSN 15, 20 and 22. This partial inspection has now been assessed to be insufficient to cover the unsafe condition.

This AD, which supersedes EASA AD 2009-0066, requires to perform :

• an additional inspection on MSN 15, 20 and 22 to render it complete, and

EASA AD No.: 2009-0265


• a complete inspection on additional MSN.

Effective Date: 30 December 2009


Required as indicated, unless accomplished previously :

(1) Within 3 months from the effective date of this AD, in accordance with the instructions of Airbus Service Bulletin (SB) A380-36-8009, perform a one time Detailed Visual Inspection in order to ensure the correct installation of the OHDS Sensing Elements and Insulation Muffs and, in case of findings, bring back the installation into the compliant configuration.

(2) Within 30 days after the accomplishment of the inspection as per paragraph (1) of this AD, report the inspection results, whatever they are, to Airbus.

Ref. Publications: Airbus Service Bulletin A380-36-8009 at Original issue.

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

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



4. For any question concerning the technical content of the requirements in this AD, please contact: AIRBUS SAS - EANA (Airworthiness Office); Phone:+33 562 110253 ; Fax :+33 562 110307; E-mail: [email protected] and [email protected] .

EASA AD No.: 2010-0038



AD No.: 2010-0038 Date: 15 April 2010 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.



AIRBUS




Supersedure : None

ATA 27 Flight Controls – Outboard Elevator Electro Hydrostatic Actuator (EHA) – Inspection / Replacement


Applicability: Airbus A380 aeroplanes, -841, -842, and -861 models, all manufacturer serial numbers (MSN), except aeroplanes on which Airbus modification 69142 or 69149 has been embodied in production on both outboard elevators.

Reason: Two aileron EHAs and one elevator EHA have been removed from in-service aeroplanes due to detection of untimely damping mode or accumulator very low level.

For each case, the investigation revealed a failure of the accumulator pressure sensor: permanent low or high pressure information.

Permanent high pressure information, if not detected, combined with accumulator leakage on the same EHA and associated in flight with the loss of adjacent servocontrol active and damping modes (disconnection or high hydraulic leakage) could lead to an uncontrolled surface, the surface being neither actuated nor damped. In this condition, the aileron and the inboard elevator surfaces would be steady, but not the outboard elevator surfaces, therefore reducing the controllability of the aeroplane.

For the reason described above, this AD requires to perform repetitive operational checks of the accumulator pressure sensor of each outboard elevator EHAs having part number (P/N) 31131-302, or 31131-305 or 31131-310 and, in case of findings, either their replacement with EHAs having P/N 31131-315 or 31131-330, as applicable or replacement with

EASA AD No.: 2010-0038


EHA having the same P/N 31131-302, or 31131-305 or 31131-310. In the latter case, the repetitive requirements of this AD remain applicable.

Effective Date: 29 April 2010


Required as indicated :

(1) Unless accomplished previously, within 1 500 Flight Hours (FH) after the effective date of this AD, perform a detailed visual inspection of the Left-hand (LH) and Right-hand (RH) outboard elevators EHA in order to identify their P/N, in accordance with the instructions defined in Airbus Service Bulletin (SB) A380-27-8020, and

(2) If the identified outboard elevator EHA P/N is 31131-302, or 31131-305 or 31131-310 :

(2.1) Within 1 500 FH after the effective date of this AD, perform an operational check of the accumulator pressure sensor of the affected outboard elevator EHA in accordance with the instructions defined in Airbus SB A380-27-8020.

(2.2) Repeat the operational check defined in the paragraph (2.1) of this AD at intervals not to exceed 1 500 FH since the last inspection.

(2.3) In case of an unsuccessful operational check during the initial or the repetitive inspections as required by the paragraph (2.1) and (2.2) of this AD, before next flight, replace the affected outboard elevator EHA in accordance with the instructions defined in Airbus SB A380-27-8020.

(3) The replacement of one outboard elevator EHA by a new one having P/N 31131-315 or 31131-330 in accordance with Airbus SB A380-27-8012 cancels the requirements of this AD on that outboard elevator.

(4) Aeroplanes that have accomplished, before the effective date of this AD, the instructions of Airbus All Operator Telex (AOT) A380-27A8018 at original issue are compliant with the requirements of paragraph (1), (2.1) or (2.3) of this AD, as applicable. The repetitive operational check defined in paragraph (2.2) and the associated corrective actions of paragraph (2.3) of this AD remain applicable for aeroplanes fitted with outboard elevator EHA P/N 31131-302, or 31131-305 or 31131-310.

(5) At each replacement of an elevator EHA as required by paragraph (2.3) of this AD by an elevator EHA having P/N 31131-302, or 31131-305 or 31131-310, before next flight following its installation, perform the operational check defined in paragraph (2.1) of this AD and thereafter comply with the requirements of paragraph (2.2) and the associated corrective actions of paragraph (2.3) of this AD.

Ref. Publications: Airbus All Operator Telex A380-27A8018 at original issue;

Airbus Service Bulletin A380-27-8020 at original issue;

Airbus Service Bulletin A380-27-8012 at original issue.




EASA AD No.: 2010-0038



4. For any question concerning the technical content of the requirements in this AD, please contact: AIRBUS SAS - EANA (Airworthiness Office); Phone:+33 562 110253 ; Fax :+33 562 110307; E-mail: [email protected] and [email protected] .

EASA AD No.: 2010-0168



AD No.: 2010-0168 Date: 11 August 2010 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].


AIRBUS




Supersedure : None

ATA 52 Doors – Wing Landing Gear Door (WLGD) Hinge and Rods – Inspection / Replacement


Applicability: Airbus A380 aeroplanes, -841, -842, and -861 models, all manufacturer serial numbers, if fitted with one of the following part numbers (P/N):

L533 80722 000 (Rod WD1-1), or L533 80732 000 (Rod WD1-2), or L533 80722 008 (Rod WD1-3), or L533 80732 020 (Rod WD3-1), or L533 80722 020 (Rod WD3-2), or L533 80722 022 (Rod WD3-3), or L533 83515 000 (Hinge Fitting WD1), or L533 83515 001 (Hinge Fitting WD1), or L533 83515 002 (Hinge Fitting WD1), or L533 83515 003 (Hinge Fitting WD1), or L533 83525 000 (Hinge Fitting WD3), or L533 83525 001 (Hinge Fitting WD3), or L533 83525 002 (Hinge Fitting WD3), or L533 83525 003 (Hinge Fitting WD3),

except aeroplanes on which Airbus modification 68900 has been embodied in production on the left-hand (LH) and right-hand (RH) WLGD.

Reason: Some forward hinge rods (identified as WD1-2) on WLGD have been found broken on Airbus A380 aeroplanes.

The results of the investigation have confirmed the presence of unexpected

EASA AD No.: 2010-0168


bending behaviour of the affected rod end fittings. In addition, assembly deviations or imprecision of WLGD, such as misalignments at WLGD hinge line, or fuselage fittings found out of their expected locations, have been identified as causes able to build stresses on the hinge rods. The unexpected bending behaviour and additional stresses result in a reduction of their design fatigue life.

If the forward hinge rod WD1-2 failure is not detected, the WLGD structure might not be able to withstand the limit load, possibly leading to in flight detachment of the WLGD, and thus to damage to the aeroplane and risk of injury to persons on the ground.

To detect and prevent such condition, this AD requires repetitive detailed visual inspections (DVI) of the WLGD hinge rods WD1-2 to find any damage, and the accomplishment of the associated corrective actions.

Effective Date: 25 August 2010


Required as indicated, unless already accomplished:

(1) Before the hinge rods WD1-2 have accumulated 550 Flight Cycles (FC) since their first installation on an aeroplane, or within 55 FC after the effective date of this AD, whichever occurs later, perform a DVI of the hinge rods WD1-2 of the LH and RH WLGD in accordance with the instructions of Airbus Service Bulletin (SB) A380-53-8015.

(2) Repeat the inspection required by paragraph (1) of this AD at intervals

not to exceed 550 FC from the last inspection. (3) In case of discrepancies found during the initial or the repetitive

inspections required by paragraphs (1) or (2) of this AD, before next flight, do the following actions in accordance with the instructions defined in Airbus SB A380-53-8015:

(3.1) Perform a DVI of the WLGD hinge fittings WD1 and WD3

(3.1.1) In case of no discrepancies found during the inspection required by paragraph (3.1) of this AD :

(3.1.1.1) Replace the WLGD hinge rods WD1-2 and WD3-1

(3.1.1.2) Perform a DVI of the WLGD hinge rods WD1-1,

WD1-3, WD3-2 and WD3-3.

(3.1.1.3) In case of discrepancies found during the inspection required by paragraph (3.1.1.2) of this AD, replace the affected parts with serviceable parts.

(3.1.2) In case of discrepancies found during the inspection

required by paragraph (3.1) of this AD, reinforce the WLGD hinges 1 and 3 in accordance with the instructions of Airbus SB A380-53-8011.

(4) Within 10 days after accomplishment of each inspection in

accordance with paragraphs (1), (2), (3.1) or (3.1.1.2) of this AD, report the inspection results, including no finding, to Airbus.

(5) The replacement of the WLGD hinge rod WD1-2 in accordance with

paragraph (3.1.1.1) of this AD does not constitute terminating action for the repetitive inspection requirements of this AD.

(6) Accomplishment of Airbus SB A380-53-8011 instructions on LH and

RH WLGD cancels the requirements of paragraphs (1) and (2) of this AD.

EASA AD No.: 2010-0168


Ref. Publications: Airbus Service Bulletin A380-53-8015 at original issue;






4. For any questions concerning the technical content of the requirements in this AD, please contact: AIRBUS SAS - EANA (Airworthiness Office), Phone: +33 562110253 ; Fax:+33 562 110 307. E-mail: [email protected] or [email protected] ;

EASA AD No.: 2010-0218



AD No.: 2010-0218 Date: 22 October 2010 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.



AIRBUS




Supersedure : This AD supersedes EASA AD 2009-0213 dated 08 October 2009.

ATA 57 Wings – Inner Leading Edge Droop Nose 1 Sidestay Bracket –Inspection / Replacement


Applicability: Airbus A380 aeroplanes, -841, -842 and -861 models, all serial numbers, except aeroplanes on which Airbus modification (mod) 70175 has been embodied in production on both wings.

Reason: A crack has been found on the Droop Nose (DN) 1 master sidestay bracket on the inner leading edge of an Airbus A380 flight test aeroplane.

In case of failure of the master bracket, the sub-master bracket would be able to sustain limit loads but not ultimate loads.

This condition, if not detected and corrected, could lead to a DN failure which would affect the structural integrity of the wing leading edge.

EASA AD 2009-0213 required an inspection programme to detect any crack in the DN 1 master sidestay bracket and subsequently in the sub-master bracket, and the accomplishment of the associated corrective actions, as applicable.

This AD partially retains the requirements of EASA AD 2009-0213, which is superseded, decreases the inspection threshold / intervals for aeroplanes with earlier standard pre-mod 60728, and introduces an optional terminating action.

Effective Date: 05 November 2010

EASA AD No.: 2010-0218




(1) Within the threshold defined in Table 1. of this AD, as applicable to the aeroplane configuration, perform a Detailed Visual Inspection (DVI) of Left Hand (LH) and Right Hand (RH) DN 1 master sidestay brackets in accordance with the instructions of Airbus Service Bulletin (SB) A380-57-8019 Revision 01. Repeat the inspection thereafter at intervals not to exceed those specified in Table 1. of this AD, as applicable to the aeroplane configuration.

(2) If any discrepancy is found during the initial or repetitive inspections required by paragraph (1) of this AD, before next flight, replace the DN 1 master sidestay bracket and perform a DVI of the associated DN 1 sub-master sidestay bracket in accordance with the instructions of Airbus SB A380-57-8019 Revision 01.

(2.1) If no discrepancy is found on the DN 1 sub-master sidestay bracket, repeat the inspections required by paragraph (1) of this AD at intervals not to exceed those specified in Table 1. of this AD, as applicable to the aeroplane configuration.

(2.2) If any discrepancy is found on the DN 1 sub-master sidestay

bracket, before next flight, contact Airbus to obtain the necessary approved instructions for corrective action and accomplish those instructions accordingly.

Table 1.

Aeroplane Configuration Initial Inspection

Threshold Repetitive Inspection

Interval (not to exceed)

A380-841/-842/-861 post-mod 60728

1 250 Flight Cycles (FC) from the

aeroplane first flight 1 250 FC

A380-841/-842/-861

pre-mod 60728

850 FC from the aeroplane first flight

850 FC

(3) The replacement of the DN 1 master sidestay brackets in accordance with paragraph (2) of this AD does not constitute terminating action for the repetitive inspection requirements of this AD.

(4) Aeroplanes which have been inspected, before the effective date of this AD, in accordance with Airbus SB A380-57-8019 at Original Issue are compliant with the inspection requirements of paragraph (1) of this AD. After the effective date of this AD, the repetitive inspections must be accomplished in accordance with the instructions of Airbus SB A380-57-8019 Revision 01.

(5) The replacement of the DN 1 and DN 2 master sidestay brackets on both wings in accordance with the instructions of Airbus SB A380-57-8022 cancels the requirements of this AD.

Ref. Publications: Airbus Service Bulletin A380-57-8019 Revision 1.

Airbus Service Bulletin A380-57-8022 Original Issue.


EASA AD No.: 2010-0218





4. For any question concerning the technical content of the requirements in this AD, please contact: AIRBUS SAS - EANA (Airworthiness Office); Phone +33 562110253 ; Fax :+33 562 110 307; E-mail: [email protected] and [email protected] .

EASA AD No.: 2009-0203R1



AD No.: 2009-0203R1 Date: 22 February 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



AIRBUS

Type/Model designation(s) : A380 Aeroplanes

TCDS Number: EASA.A.110

Foreign AD: Not applicable

Supersedure: This AD revises EASA AD 2009-0203-E dated 28 September 2009.

ATA 38 Water / Waste – Potable Water Circulation Pump – Inspection / Replacement

Manufacturer(s): Airbus

Applicability: Airbus A380 aeroplanes, -841, -842, and -861 models, all manufacturer serial numbers, except those on which Airbus modification 69485 has been embodied in production or Airbus Service Bulletin (SB) A380-38-8016 has been embodied in service.

Reason: Prompted by a potable water circulation pump failure that occurred at the Airbus A380 production line, investigation showed that the pump Part Number (P/N) 38000-840 was not completely switched off after an overheat condition. The Heating and Disinfection Control Unit (HDCU) was still supplying one phase power to the pump, due to a failure of a solid-state relay internal to the HDCU. The relay failure led to a current flow of approximately 5 Amps flowing into the pump, causing the overheat condition and consequent pump failure.

This condition, if not detected and corrected, could cause the structural area surrounding the pump to be excessively heated, affecting the structural integrity of that area.

For the reasons described above, the original issue of this AD required repetitive inspections to detect any potential circulation pump overheat for Part Number (P/N) 38000-840 and possible structural impact and, depending on findings, the necessary corrective actions.

This AD is revised to introduce the replacement of the circulation pump as an optional terminating action. This new circulation pump P/N 38000-940

EASA AD No.: 2009-0203R1


has thermal fuses at each motor winding, which will cut off the power in case of single phase power.

Effective Date: Revision 1: 08 March 2011.

Original Issue: 28 September 2009.


Required as indicated :

(1) Before further flight after the effective date of this AD at original issue and thereafter before each flight, accomplish a BITE Test of the Potable Water System for potential water circulation pump overheat in accordance with the instructions of Airbus All Operator Telex (AOT) A380-38A8017 Revision 01.

(2) If, during any of the tests as required by paragraph (1) of this AD, a fault is detected, before next flight, inspect the water circulation pump in accordance with the instructions of paragraph 4.2.1 of Airbus AOT A380- 38A8017 Revision 01 and, depending on findings, accomplish the corrective action(s) described in the AOT, which can include replacement of the treatment module FIN 1000MB P/N 38000-930-203 and the pump 10MB P/N 38000-840 with serviceable units.

(3) In case replacement of the pump and treatment module as required by paragraph (2) of this AD cannot be done before next flight, further flights are allowed, prior to replacement, provided both pump and treatment module are deactivated, and the aeroplane is operated in accordance with the restrictions and under the conditions specified in paragraph 4.2.1 of Airbus AOT A380-38A8017 Revision 01.

(4) Corrective action or replacement of parts as required by paragraph (2) of this AD does not constitute terminating action for the repetitive inspections required by this AD.

(5) At the operator’s discretion, replace the water circulation pump P/N 38000-840 with P/N 38000-940 in accordance with the instructions of Airbus SB A380-38-8016. This replacement (with pump with P/N 38000-940) cancels the requirements of paragraph (1) of this AD.

Ref. Publications: Airbus AOT A380-38A8017 Revision 01 dated 25 September 2009;

Airbus Service Bulletin A380-38-8016 at Original Issue.




3. Enquiries regarding this AD should be referred to the Airworthiness Directives, Safety Management & Research Section, Certification Directorate, EASA. E-mail: [email protected].

4. For any question concerning the technical content of the requirements in this AD, please contact: AIRBUS SAS - EANA (Airworthiness Office), Phone: +33 562110253 ; Fax:+33 562 110 307. E-mail: [email protected] and [email protected].

EASA AD No.: 2011-0036



AD No.: 2011-0036 [Correction: 11 March 2011] Date: 02 March 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.



AIRBUS




Supersedure: This AD supersedes EASA AD 2010-0167 dated 11 August 2010.

ATA 26, 28, 54 Fire Protection, Nacelles / Pylons – Wing Pylon Interface / Double-Wall Fuel Pipe Assembly – Inspection / Modification


Applicability: Airbus A380 aeroplanes, -841, -842, and -861 models, all manufacturer serial numbers (MSN), except aeroplanes on which Airbus Modification (mod.) 70891 or 70892 has been embodied in production.

Reason: One A380 aeroplane operator reported fuel seepage from the pylon at the Aft Pylon Fairing (APF) structure panel and exhaust location (hot surface).

Investigations have determined that this fuel leak was due to misalignment of the upper coupling of the double-wall fuel pipe, resulting from incorrect installation of the ring retainer of the upper shroud sleeve.

In flight, the leak path should not impinge exhaust area thanks to airflow around pylon and nacelle. However, on ground, such a fuel leak could lead to a fuel ignition and fire, which constitutes an unsafe condition.

As short term action, EASA AD 2010-0167 required a one time inspection of the fuel double-wall assembly for correct installation and the accomplishment of the associated corrective actions, as necessary.

Since EASA AD 2010-0167 issuance, Airbus introduced a new design which consists in replacing the ring retainer of the upper shroud sleeve and its associated washer by two half-rings with adjusted dimensions to avoid any disengagement from the groove.

To prevent any disengagement of the ring retainer and the resulting

EASA AD No.: 2011-0036


misalignment of the upper shroud sleeve, this new AD retains the requirement of EASA AD 2010-0167, which is superseded, and requires the embodiment of this new design.

This AD has been republished to amend the Part Number of the washer in the Required action(s) and Compliance Time(s) section of this AD. It was: L28210017200, it is: L2821001720000.

Effective Date: 16 March 2011.


Required as indicated, unless accomplished previously :

(1) For A380 aeroplanes with MSN 0003, 0005, 0006, 0007, 0008, 0009, 0010, 0011, 0012, 0013, 0014, 0015, 0016, 0017, 0019, 0020, 0021, 0022, 0023, 0025, 0026, 0027, 0028, 0029, 0030, 0033, 0034, 0038, 0040, 0041, 0043, 0045 and 0051, accomplish the following actions:

(1.1) Before the accumulation of 250 total Flight Cycles (FC) since the aeroplane first flight, or within 90 days after 25 August 2010 (the effective date of EASA AD 2010-0167), whichever occurs later, inspect the fuel double-wall assembly of each pylon for correct installation, in accordance with the instructions of Airbus All Operator Telex (AOT) A380-28A8022.

(1.2) In case of discrepancies found (as defined in Airbus AOT A380-28A8022) during the inspections required by paragraph (1.1) of this AD, before next flight, perform the associated corrective actions in accordance with the instructions of Airbus AOT A380-28A8022.

(2) Within 30 months after the effective date of this AD, and in accordance with the instructions of Airbus Service Bulletin (SB) A380-28-8024, replace the ring retainer (Part Number (P/N) NSA840003-250) of the upper shroud sleeve of each pylon and its associated washer (P/N L2821001720000) by two half-rings (P/N L2821002320000 and L2821002500000) with adjusted dimensions.

(3) After the effective date of this AD, do not install any ring retainer, P/N NSA840003-250, of the upper shroud sleeve and its associated washer (P/N L2821001720000) on any pylon of an aeroplane.

Ref. Publications: Airbus All Operator Telex A380-28A8022 at original issue.






4. For any question concerning the technical content of the requirements in this AD, please contact: AIRBUS SAS - EANA (Airworthiness Office), E-mail: [email protected] or [email protected] ; Phone +33 562110253 ; Fax :+33 562110307, or E-mail: [email protected] ; Phone +33 561931844.

EASA AD No.: 2011-0055



AD No.: 2011-0055 Date: 24 March 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.



AIRBUS




Supersedure: None

ATA 34 Navigation – Nose Landing Gear Glide Slope Antenna Harnesses – Replacement


Applicability: Airbus A380 aeroplanes, -841, -842, and -861 models, all Manufacturer Serial Numbers (MSN).

Reason: Incorrect crimping on a batch of A380 glide slope antenna harnesses has been reported by Messier-Dowty, the supplier of these antennas. This incorrect crimping was due to the use of incorrect tooling during the manufacturing process.

This incorrect harnesses crimping in conjunction with vibrations on the harness and/or with service time may generate interference noise on the glide slope signal and/or erroneous glide slope information.

This condition, if not corrected, may compromise the ability of the flight crew to safely operate the aeroplane for precision approaches and autoland.

For the reasons described above, this AD requires replacement of the affected glide slope antenna harnesses with serviceable units.


EASA AD No.: 2011-0055




(1) For aeroplanes with MSN 007, 009, 019, 023, 025, 029, 030, 034, 038, 041, 042, 043, 044, 045, 046, 048, 049, 051, 056 and 057 and if the Nose Landing Gear (NLG) glide slope antenna switching function is activated, accomplish the following actions:

(1.1) Within 7 calendar days after the effective date of this AD, and thereafter at intervals not to exceed 7 calendar days, monitor the Post Flight Report (PFR) in accordance with the instructions of Airbus All Operator Telex (AOT) A380-34A8013.

(1.2) If during the monitoring required by paragraph (1.1) of this AD, the Class 5 fault code 2796F0G5 “ANTENNA GLIDE TRACK 1/2 (5RT)” has been triggered for three or more consecutive flights during the past 500 Flight Hours (FH), within 100 FH, replace each affected glide slope antenna harness in accordance with the instructions of Airbus AOT A380-34A8013.

(1.3) Within 500 FH after the effective date of this AD, unless already accomplished as required by paragraph (1.2) of this AD, replace each affected glide slope antenna harness in accordance with the instructions of Airbus AOT A380-34A8013.

(1.4) Replacement of all affected glide slope antenna harnesses on an aeroplane as required by paragraph (1.2) or (1.3) of this AD, constitutes terminating action for the repetitive PFR monitoring required by paragraph (1.1) of this AD for that aeroplane.

(2) For aeroplanes with MSN 007, 009, 019, 023, 025, 029, 030, 034, 038, 041, 042, 043, 044, 045, 046, 048, 049, 051, 056 and 057, as an alternative to the actions required by paragraph (1) of this AD, the NLG glide slope antenna switching function can be deactivated in accordance with the instructions of Airbus AOT A380-34A8013. If this option is chosen, accomplish the following actions:

(2.1) Within 12 months after the NLG glide slope antenna switching function deactivation, replace each affected glide slope antenna harness of an aeroplane and concurrently reactivate the NLG glide slope antenna switching function in accordance with the instructions of Airbus AOT A380-34A8013.

(2.2) During the deactivation period, operate the aeroplane in accordance with the limitations of Airbus AOT A380-34A8013.

(3) After the effective date of this AD, do not install on an aeroplane any affected glide slope antenna harness with a P/N and s/n listed in Appendix 1 of this AD.

Ref. Publications: Airbus All Operator Telex A380-34A8013 at original issue dated 01 February 2011.


EASA AD No.: 2011-0055


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


3. Enquiries regarding this AD should be referred to the Airworthiness Directives, Safety Management & Research Section, Certification Directorate, EASA. E-mail: [email protected].

4. For any question concerning the technical content of the requirements in this AD, please contact: AIRBUS SAS - EANA (Airworthiness Office), Phone: +33 562110253 ; Fax:+33 562 110 307. E-mail: [email protected] and [email protected] and [email protected].

EASA AD No.: 2011-0055


Appendix 1: Part Number (P/N) and serial number (s/n) of affected glide slope antenna harness

Harness P/N Harness s/n

10-202201-004 B100, B101, B102, B103, B104, B106, B107, B108, B110, B111, B112, B113, B114, B115, B116, B117, B118, B119, B120, B121, B124, B125, B126, B97, B98, and B99.

10-202301-004 B104, B88, B92, B95, and B96.

10-202301-005 B100, B101, B102, B103, B105, B106, B107, B108, B109, B112, B113, B114, B115, B116, B117, B118, B119, B120, B121, B122, B123, B124, B125, B127, B85, B86, B87, B89, B90, B91, B93, B94, B97, and B99.

EASA AD No : 2011-0056






AIRBUS




Supersedure : None

ATA 92 Electrical and Electronic Common Installation – Pressure Seal Screws - Replacement


Applicability: Airbus A380 aeroplanes, -841, -842 and -861 models, MSN (Manufacturer Serial Number) 003, 005, 006, 007, 008, 009, 010, 011, 012, 013, 014, 015, 016, 017, 019, 020, 021, 022, 023, 025, 026, 027, 029, 033, 034, 040 and 045.

Reason: The cables which are connected to the proximity switches of the cargo doors sill latches are led through pressure seals at the structure near the cargo doors. In-service experience has shown that the screws installed on gaskets are too short, therefore there is a risk of detachment of one or more gaskets in the cargo compartment floor.

If this condition occurs, the air tightness of the cargo compartments may not be ensured, therefore the Halon concentration in the cargo compartments might be lower than required, leading to potential inability to extinguish fire in the cargo compartments.

For the reasons described above, this AD requires replacing the screws installed on gaskets by longer ones.


EASA AD No : 2011-0056




Within 17 months after the effective date of this AD, replace the screws at the pressure seals in the cargo compartments, in accordance with Airbus Service Bulletin (SB) A380-92-8044 or Airbus SB A380-92-8045 as applicable to aeroplane configuration.

Ref. Publications : AIRBUS SB A380-92-8044 Original Issue.

AIRBUS SB A380- 92-8045 Original Issue.



2. This AD was posted on 02 February 2011 as PAD 11-005 for consultation until 02 March 2011. No comments were received during the consultation period.

3. Enquiries regarding this AD should be referred to the Airworthiness Directives, Safety Management & Research Section, Certification Directorate, EASA. E-mail [email protected].

4. For any question concerning the technical content of the requirements in this AD, please contact: AIRBUS SAS - EANA (Airworthiness Office) ; Phone +33 562110253; Fax :+33 562 110 307; E-mail: [email protected] and [email protected].

EASA AD No : 2011-0151






AIRBUS




Supersedure : None

ATA 57 Wings – Wing Flap Track 1 Aft Z-Link (Second Load Path) Lower Attachments – Inspection / Repair


Applicability: Airbus A380 aeroplanes, -841, -842, and -861 models, manufacturer serial numbers: 003, 005, 006, 008, 010, 011, 012, 013, 014, 015 and 016.

Reason: It has been identified that on several A380 aeroplanes the nuts of the aft Z-link lower attachments to the wing flap track 1 beams have been over-torqued during production as a result of incorrect installation drawings. The aft Z-link (second load path) should normally only carry load when the first load path Z-link (forward of the two aft Z-links) fails.

Investigation revealed that such over-torquing could result in fatigue damage at the lower attachment of the aft Z-Link secondary load path, which can reduce the part fatigue life.

This condition, if not detected and corrected could, in combination with the loss of the primary load path, lead to a flap surface detachment from the wing and consequent damage to the aeroplane or injury to persons on the ground.

For the reasons described above, this AD requires a one-time inspection of the of the Left Hand (LH) and Right Hand (RH) flap track 1 lower attachment of the aft Z-links (secondary load path) and, depending on the findings, the accomplishment of corrective actions.

EASA AD No : 2011-0151




Required as indicated, unless already accomplished :

(1) Within 10 000 Flight Cycles after the aeroplane’s first flight, perform a detailed visual inspection to detect any sign of cracking, deformation or excessive wear of the lower attachment parts of the aft-Z-links (secondary load path) and the flap track beams of flap track 1 LH and RH, in accordance with the instructions of Airbus Service Bulletin (SB) A380-57-8033 Original Issue.

(2) If, during the inspection required by paragraph (1) of this AD, any discrepancy is detected, before next flight, contact Airbus for approved repair instructions and accomplish those instructions accordingly.

(3) If, during the inspection required by paragraph (1) of this AD, NO signs of cracking, deformation or excessive wear are detected, re-torque each of the affected nuts of the aft Z-link lower attachment between 80 Newton metres (Nm) and 90 Nm, in accordance with the instructions of Airbus SB A380-57-8033 Original Issue.

Ref. Publications: Airbus SB A380-57-8033 at Original Issue.



1. This AD was posted on 01 July 2011 as PAD 11-063 for consultation until 29 July 2011. No comments were received during the consultation period.

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

3. For any question concerning the technical content of the requirements in this PAD, please contact: AIRBUS SAS - EANA (Airworthiness Office), Phone: +33 562110253 ; Fax:+33 562 110 307. E-mail: [email protected] and [email protected] and [email protected]

EASA AD No.: 2011-0206



AD No.: 2011-0206 Date: 20 October 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



AIRBUS




Supersedure: None

ATA 53 Fuselage – Section 19 Frame 101 Upper Cross Beam – Inspection / Repair


Applicability: Airbus A380-841, A380-842, and A380-861 aeroplanes, manufacturer serial numbers (MSN) 0003, 0005 to 0008 inclusive, 0010 to 0017 inclusive, 0019, to 0023 inclusive, 0025 to 0027 inclusive, 0029, 0033, 0034, 0040 to 0042 inclusive, 0045, 0046 and 0048.

Reason: During an inspection on an in-production aeroplane a crack was found on Section 19 Frame 101 upper cross beam.

Investigations have revealed that this damage was originated by the Trimmable Horizontal Stabilizer (THS) tool bundles protection used during production. These THS bundles protections collided with the Section 19 Frame 101 cross beam during the flight control test, as a result of THS movements.

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

For the reasons described above, this AD requires inspections of the affected areas and, depending on the findings, the accomplishment of corrective actions.

Effective Date: 03 November 2011.

EASA AD No.: 2011-0206




(1) For all MSN listed in the Applicability section of this AD except MSN 0041, accomplish the following actions:

(1.1) Perform a Detailed Visual Inspection (DVI) of the Section 19 Frame 101 top and bottom surfaces of the upper beam (web, lower and upper cap) in accordance with the instructions of Airbus SB A380-53-8033, whichever occurs later between the following compliance times (a) or (b):

(a) within 250 FC or 750 FH, whichever occurs first after the effective date of this AD,

OR,

(b) before the accumulation of 1 250 FC after aeroplane’s first flight.

(1.2) If, during the inspection required by paragraph (1.1) of this AD, any damage is found, before next flight, accomplish, in accordance with the instructions of Airbus SB A380-53-8033, the applicable additional sequence of inspections depending on the findings found during the inspection required by paragraph (1.1) of this AD, and contact Airbus to report the inspection results and to obtain approved instructions, and accomplish those instructions accordingly.

(2) For MSN 0041, accomplish the following actions:

(2.1) Perform a DVI of the Horizontal Tail Plane Titanium Upper Tees #5 and #6 Boxes in accordance with the instructions of Airbus SB A380-53-8033, whichever occurs later between the following compliance times (a) or (b):

(a) within 250 FC or 750 FH, whichever occurs first after the effective date of this AD,

OR,

(b) before the accumulation of 1 250 FC after aeroplane’s first flight.

(2.2) Before next flight after the inspection as required by paragraph (2.1) of this AD, accomplish, in accordance with the instructions of Airbus SB A380-53-8033, the applicable additional sequence of inspections depending on the findings found during the inspection required by paragraph (2.1) of this AD, and contact Airbus to report the inspection results and to obtain approved instructions, and accomplish those instructions accordingly.

Ref. Publications: Airbus Service Bulletin A380-53-8033 original issue dated 11 August 2011.




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

EASA AD No.: 2011-0206


4. For any question concerning the technical content of the requirements in this AD, please contact: AIRBUS SAS - EANA (Airworthiness Office), Phone: +33 562110253 ; Fax:+33 562 110 307. E-mail: [email protected] and [email protected].

EASA AD No : 2011-0217



AD No.: 2011-0217 Date: 10 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.



AIRBUS




Supersedure : None

ATA 54 Nacelles / Pylons – Engine Pylon Forward Fairing Access Panels – Modification


Applicability: Airbus A380 aeroplanes, -841 and -842 models, all manufacturer serial numbers, except aircraft on which Airbus modification 71161 has been embodied in production.

Reason: During test flights, detection of overheat in pylon zone B1 has been reported on Rolls-Royce Trent 900 engines installed on A380 aeroplanes. A thermal analysis revealed that, in specific flight cases, the temperature in the affected fuel/hydraulic compartment of the pylon can exceed the allowable limit.

This condition, if not corrected, could in conjunction with a heavy fuel leak, which cannot be discounted over the life of the aircraft, lead to an ignition of fuel vapours, possibly resulting in a fuel fire.

For the reasons described above, this AD requires modification of the Forward (FWD) secondary structure panels of each engine pylon to install ventilation holes.

Affected panels are 451AR, 461AR, 471AR and 481AR which have the following Part Number (P/N): L5451094700100 or L5451094700300 or L5451094720100 or L5451094700500. Note that one P/N is not dedicated to one specific panel.


EASA AD No : 2011-0217




(1) Within 10 months after the effective date of this AD, modify the FWD Fairing Access Panels number 451AR, 461AR, 471AR and 481AR respectively from engine pylons 1, 2, 3 and 4 in accordance with the accomplishment instructions of Airbus Service Bulletin A380-54-8020.

(2) After modification of an aeroplane as required by paragraph (1) of this AD, do not install FWD Fairing Access Panels 451AR, 461AR, 471AR, 481AR having P/N L5451094700100 or L5451094700300 or L5451094720100 or L5451094700500.

Ref. Publications: Airbus Service Bulletin A380-54-8020 Original issue dated 25 July 2011.



2. This AD was posted on 30 September 2011 as PAD 11-103 for consultation until 28 October 2011. The Comment Response Document can be found at http://ad.easa.europa.eu.

3. Enquiries regarding this PAD 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 PAD, please contact: AIRBUS SAS - EANA (Airworthiness Office), Phone: +33 562110253 ; Fax:+33 562 110 307. E-mail: [email protected] and [email protected] and [email protected]

EASA AD No.: 2012-0010



AD No.: 2012-0010 Date: 18 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

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].


AIRBUS




Supersedure: None

ATA 31 Indicating & Recording Systems – Flight Data Record ing System (FDRS) – Software Installation


Applicability: Airbus A380-841, A380-842, and A380-861 aeroplanes, all manufacturer serial numbers (MSN), except aeroplanes on which Airbus modification 71738 has been embodied in production.

Reason: Reboots of the Acquisition and Flight Data Interface Application (AFDIA) software of the Centralized Data Acquisition Module (CDAM) have been reported.

Investigations have revealed that the content of the non-volatile memory had been corrupted, which causes the unit to reboot continuously.

This condition, if not corrected, could result in a deficiency in systems used to assist in the enquiry following an accident or serious incident, preventing them to perform their intended function.

For the reasons described above, this AD requires the installation of the updated AFDIA software, which ensures correct operation of the CDAM.

Effective Date: 01 February 2012

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


(1) Within 3 months after the effective date of this AD, install on CDAM the AFDIA software, having Part Number (P/N) SFI53S0002S0386, in accordance with the instructions of Airbus Service Bulletin (SB) A380-31-8050.

EASA AD No.: 2012-0010


(2) After the effective date of this AD, do not install on any aeroplane the AFDIA software having P/N SFI50S0002S0385.

Ref. Publications: Airbus Service Bulletin A380-31-8050 original issue dated 20 October 2011.





4. For any question concerning the technical content of the requirements in this AD, please contact: AIRBUS SAS - EANA (Airworthiness Office), Phone: +33 562110253 ; Fax:+33 562 110 307 E-mail: [email protected] and [email protected].

EASA AD No : 2012-0011



AD No.: 2012-0011 Date: 20 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.



AIRBUS




Supersedure : None

ATA 49 Airborne Auxiliary Power – Auxiliary Power Unit (AP U) Air Intake Duct Access Cover Cut-Out – Inspection / Repair


Applicability: Airbus A380-841, A380-842, and A380-861 Aeroplanes, manufacturer serial numbers (MSN): 0003, 0005 through 0017 inclusive, 0019 through 0023 inclusive, 0025 through 0030 inclusive, 0033, 0034, 0038, 0040, 0041, 0043, 0045 and 0051.

Reason: During an inspection on an in-production aeroplane, the following non conformities have been discovered on an APU air intake duct access cover cut-out:

- Missing epoxy resin around the inserts and at the edge of the air intake duct wall cut-out, and

- Missing epoxy adhesive at the edges of the air intake duct wall cut-out.

It was found that these materials have not been applied on a specific group of aeroplanes due to an incorrect quality process during production. However, the fire sealant ensures continuing proper fire protection.

In addition, it has been identified that task 49-16-00-210-801-A of the Airbus A380 Aircraft Maintenance Manual (AMM), titled “General Visual Inspection of inner surfaces of Air Intake Duct and P-Seal at Housing/Duct Interface”, did not contain instructions to apply fire sealant compound for the in-service installation procedure of the APU air intake duct inspection access cover.

The investigation has shown that the in-service accomplishment of this incorrect AMM task in combination with the absence of epoxy resin and

EASA AD No : 2012-0011


adhesive could lead to flammable fluids to be inserted and/or retained in the APU air intake duct.

This condition, if not detected and corrected, could lead to ignition of flammable vapour or fluid in this area, which cannot be discounted over the life of the aircraft.

For the reasons described above, this AD requires to perform a one-time inspection of the APU Air Intake Duct and, depending on findings, the accomplishment of the associated corrective actions depending on the type of air intake duct installed.

Note: AMM task 49-16-00-210-801-A has been updated through a Temporary Revision, which was released on 01 September 2010 to include instructions for the application of fire sealant compound for the in-service installation procedure of the APU air intake duct inspection access cover.




(1) Within 17 months after the effective date of this AD, inspect the APU air intake duct and apply, depending on findings, the associated corrective actions, as applicable (Repair procedure A or B) in accordance with the instructions of Airbus Service Bulletin (SB) A380-49-8005.

(2) From the effective date of this AD, do not install on an aeroplane an APU air intake duct as listed in SB A380-49-8005, Figure A-SBAAA – Sheet 01, unless it has been inspected and the associated corrective actions, as applicable, have been accomplished, in accordance with the instructions of Airbus SB A380-49-8005.

Ref. Publications: Airbus Service Bulletin A380-49-8005 Original issue dated 10 August 2011.



2. This AD was posted on 09 December 2011 as PAD 11-133 for consultation until 06 January 2012. 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 SAS - EIANA (Airworthiness Office), Telephone: +33 562110253 ; Fax:+33 562 110 307. E-mail: [email protected] and/or [email protected] and/or [email protected].

EASA AD No.: 2012-0017



AD No.: 2012-0017 Date: 26 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



AIRBUS

Type/Model designation(s) :

A380 aeroplanes



Supersedure: This AD supersedes EASA AD 2011-0248 dated 22 December 2011

ATA 28 Fuel – Feed Tank 1 and/or 4 Main and Standby Pump F ault Light Flickering – Operational Procedure / Replacement


Applicability: Airbus A380-841, A380-842, and A380-861 aeroplanes, all manufacturer serial numbers.

Reason: On the fuel overhead panel, flight crews have reported FAULT lights flickering alternatively on the FEED TK 1(4) MAIN and STBY FAULT push-button switch at a frequency of approximately 5 seconds. This flickering is not associated with an ECAM alert and is observed only on feed tank pump 1 and 4 and most of time at the end of the flight.

The subsequent technical investigations carried out by Airbus revealed that this feed tank pump flickering was due to ice accretion in the fuel pump, which restricted the movement of the pump inlet section, leading to the pump to run at low pressure.

To address and correct this potential unsafe condition, EASA issued AD 2011-0248 to require:

• Amendment of the Airplane Flight Manual (AFM) with the appropriate operational procedure, to be applied when the flew crew observes a feed tank pump fault light flickering during flight, and

• Implementation of the appropriate maintenance procedure, following a feed tank pump flickering event.

Since that AD issuance, Airbus has confirmed that a new strainer with larger mesh size, increase from mesh 8 to mesh 4, will minimise the possibility of the blocking the strainer assembly by ice accretion and causing decreased fuel flow.

For the reasons described above, this AD retains the requirements of EASA AD

EASA AD No.: 2012-0017


2011-0248, which is superseded, and, in addition:

• provides information that replacement of the strainer assemblies with larger mesh size on the main and standby feed pumps is an optional terminating action to the operational procedure and maintenance instructions required after fault light flickering between a main and standby pump on feed tanks 1 or/and 4 required by this AD, and

• prohibits, for all modified aeroplanes, installation of a strainer assembly or canister pump having a Part Number (P/N) as listed in Table 1 of this AD.




(1) Within 15 days after 05 January 2012 [the effective date of EASA AD 2011-0248], amend the applicable AFM to incorporate the operational procedure as described in Airbus A380 AFM TR 103, and operate the aeroplane accordingly.

Inserting a copy of Airbus A380 AFM TR 103 into the AFM is acceptable to comply with this requirement.

(2) After having inserted the AFM TR, as required by paragraph (1) of this AD, whenever the flight crew observes, during flight, a fault light flickering between a main and standby pump on feed tanks 1 or/and 4, before next flight after the occurrence, apply the maintenance instructions in accordance with Airbus AOT A380-28A8032.

(3) Aeroplanes which have been modified in production by Airbus modification 71957, or aeroplanes which have been modified before the effective date of this AD in accordance with the instructions of Airbus SB A380-28-8031, are not affected by the requirements of paragraphs (1) and (2) of this AD, provided it can be demonstrated that no strainer assembly or canister pump having a P/N as listed in Table 1 of this AD has been installed on that aeroplane since modification.

Table 1 - P/N of affected Strainer Assembly and Canister Pump

Part Name P/N

Strainer Assembly 568-7-30834-000

Canister Pump 568-1-30751-102

Canister Pump 568-1-30751-103

(4) After the effective date of this AD, modification of an aeroplane in accordance with the instructions of Airbus SB A380-28-8031, constitutes terminating action for the requirements of paragraphs (1) and (2) of this AD for that aeroplane.

(5) After the effective date of this AD, do not install a strainer assembly or canister pump having a P/N as listed in Table 1 of this AD on an aeroplane on which Airbus modification 71957 has been embodied in production, or on which Airbus SB A380-28-8031 has been accomplished in service.

Ref. Publications: Airbus SB A380-28-8031 original issue dated 02 September 2011.

Airbus AOT A380-28A8032 original issue dated 21 December 2011.

Airbus A380 AFM TR 103 issue 1.0.


EASA AD No.: 2012-0017





4. For any question concerning the technical content of the requirements in this AD, please contact: AIRBUS SAS - EIANA (Airworthiness Office), Telephone: +33 562110253 ; Fax:+33 562 110 307. E-mail: [email protected] and [email protected] and [email protected].

EASA AD No.: 2011-0058R3



AD No.: 2011-0058R3

Date: 29 February 2012




AIRBUS




Revision: This AD revises EASA AD 2011-0058R2 dated 16 August 2011, including the Correction dated 18 August 2011.

ATA 36 Pneumatic – Pylon Bleed Duct – Inspection / Replacement


Applicability: Airbus A380-841, A380-842, and A380-861 aeroplanes, all manufacturer serial numbers, except aeroplanes on which Airbus modification 71753 has been embodied in production.

Reason: An in-service A380 aeroplane experienced an in-flight turn back further to a malfunction of Engine #4 Bleed System components at takeoff. Further to the event, the pylon cover panel and the bleed overpressure valve, still attached to its upstream elbow duct, were recovered from the runway.

The investigation revealed that this bleed air system event is linked to a combination of a high pressure valve failure blocked in open position and of a pressure relief valve pressure sensor drift.

This condition, if not detected and corrected, could lead to the in-flight loss of pylon panels and/or equipments, and consequent potential injuries to persons on ground.

The original issue of this AD required, as an interim measure, a repetitive review of the Post Flight Report (PFR) to ensure that the bleed pressure transducer has not failed, and if failed, the accomplishment of the associated corrective actions.

Revision 1 of this AD was issued to remove the Trouble Shooting Manual (TSM) task list from the Appendix 1 of this AD. The TSM tasks to be performed are determined by the review of date retrieved from the PFR.

Since issuance of the Revision 1 of this AD, some operators commented that the “XDCR – BLEED PRESSURE SENSOR” class 1 failure message is not the

EASA AD No.: 2011-0058R3


only applicable class 1 failure message (that can be retrieved from the PFR) in case of pressure sensor drift. EASA and Airbus concur with the comments.

For the reasons described above, Revision 2 of this AD was issued to replace the “XDCR – BLEED PRESSURE SENSOR” class 1 failure message by a generic fault description term.

After the issuance of the Revision 2 of this AD, the Engine Bleed Air System (EBAS) software has been modified to enable the Bleed system to regulate the Pressure Regulating Valve (PRV) in a lower pressure mode in the event of a Regulating Pressure Transducer drift. This modification will prevent the failure scenario described above and some incorrect failures and messages.

For the reason described above, Revision 3 of this AD is issued to introduce the incorporation of a new EBAS software as an optional terminating action for the repetitive PFR reviews required by this AD.

Effective Date: Revision 3: 14 March 2012

Revision 2: 30 August 2011

Revision 1: 19 May 2011

Original issue: 08 April 2011



(1) Before the accumulation of 75 Flight Hours (FH) after 08 April 2011 [the effective date of the original issue of this AD], and thereafter at intervals not to exceed 100 FH for aeroplanes fitted with EA GP7200 engines, and 750 FH for aeroplanes fitted with RR Trent 900 engines, review the PFR in accordance with the instructions of Airbus All Operator Telex (AOT) A380-36A8014.

(2) If, during any PFR review as required by paragraph (1) of this AD, the bleed pressure sensor class 1 failure message associated with one or more of the Fault Codes listed in appendix 1 of this AD has been triggered, accomplish one of the following actions:

(2.1) Before next flight, perform each TSM task including all applicable corrective actions, depending on the Fault Codes triggered and displayed by the PFR,

or,

(2.2) Dispatch the aeroplane with one engine bleed system inoperative. This action is allowed within the provisions of Master Minimum Equipment List (MMEL) item 36-11-01A.

(3) Accomplishment of corrective actions as required by paragraph (2) of this AD does not constitute terminating action for the repetitive PFR review requirements of paragraph (1) of this AD.

(4) Modification of an aeroplane by installation of the new EBAS software, having Part Number (P/N) LIE35SL92199EAT, in accordance with the instructions of Airbus Service Bulletin (SB) A380-36-8015, constitutes terminating action for the repetitive PFR reviews required by paragraph (1) of this AD.

Ref. Publications: Airbus AOT A380-36A8014 at original issue dated 10 November 2010.

Airbus SB A380-36-8015 at original issue dated 20 December 2011.


EASA AD No.: 2011-0058R3


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


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 SAS - EIANA (Airworthiness Office), Phone: +33 562110253 ; Fax:+33 562 110 307. E-mail: [email protected] and [email protected] and [email protected].

Appendix 1

List of Fault Codes (FCs) that are associated with a bleed pressure sensor class 1 failure message:

3611F3JH 3611F4EM 3611FF2J 3611FBJ7

3611F7AH 3611FF22 3611FBJ3 3611F7Z6

3611FB2H 3611FBHM 3611F4EQ 3611F4ER

3611FEUH 3611F4EL 3611F7Z7 3611FF26

3611F3S2 3611F7Z3 3611FBHQ 3611FBHR

3611F730 3611FBHL 3611FF27

3611FEM0 3611FF23 3611F7ZN

3611FBA2 3611F7ZJ 3611F4F7

3611F7Z2 3611F4F3 3611FF2N

EASA AD No : 2012-0048






AIRBUS


A380 aeroplanes



Supersedure : None

ATA 53 Fuselage – Rivets at Junction of Stringer 21 and Fr ame 0 – Replacement



Reason: During an engineering review, it has been identified that aluminium rivets which have been used at the junction of fuselage stringer (STGR) 21 Left Hand (LH) and Right Hand (RH) and frame (FR) 0 are not in compliance with the certification requirements.

This condition, if not corrected, could lead, in case of rapid decompression, to in-flight loss of the radome which could affect the structural integrity of the aeroplane.

To address this unsafe condition, Airbus developed the modification 72043, embodied on aeroplanes in production, and published the Service Bulletin (SB) A380-53A8044 with instructions to retrofit aeroplanes in-service.

For the reasons described above, this AD requires the replacement of the affected 12 aluminium rivets with 12 hi-lite titanium fasteners (6 LH and 6 RH).


EASA AD No : 2012-0048




Within 7 months after the effective date of this AD, replace the aluminium rivets with hi-lite titanium fasteners at the junctions of the STGR21 LH and STGR21 RH and the FR0 in accordance with the instructions of Airbus SB A380-53A8044.

Ref. Publications: Airbus SB A380-53A8044 at Original Issue dated 17 October 2011.



2. This AD was posted on 15 February 2012 as PAD 12-014 for consultation until 14 March 2012. The Comment Response Document can be found at http://ad.easa.europa.eu/.



EASA AD No.: 2012-0062






AIRBUS


A380 aeroplanes



Supersedure: This AD supersedes EASA AD 2011-0026 dated 22 February 2011.

ATA 57 Wings – Movable Flap Track Fairing – Inspection / R epair / Replacement


Applicability: Airbus A380-841, A380-842 and A380-861 aeroplanes, all manufacturer serial numbers, except aeroplanes on which Airbus modification 71723 has been embodied in production.

Reason: During a detailed visual inspection of movable flap track fairing number 3 (MFTF #3), both pivot brackets were found loose, with sheared and missing fasteners.

This condition, if not detected and corrected, could lead to in-flight loss of MFTF #3, potentially resulting in injuries to persons on the ground.

To correct this potential unsafe condition, EASA issued AD 2011-0026 to require repetitive inspections to detect damage and loose or missing fasteners at the pivot brackets area, and the accomplishment of corrective actions, depending on findings.

After EASA AD 2011-0026 was issued, an Airbus Inspection Service Bulletin (ISB) A380-57-8031 was published, which supersedes All Operator Telex (AOT) A380-57A8027 and also includes amended inspection instructions.

Airbus also developed an optional terminating action to the repetitive inspections, modification of the MFTF #3 with new pivot brackets, through Airbus modification 71723 and associated Modification Service Bulletin (MSB) A380-57-8040.

For the reasons described above, this AD which supersedes EASA AD 2011-0026, requires the accomplishment of amended repetitive inspections and

EASA AD No.: 2012-0062


introduces an optional terminating action to the repetitive inspections required by this AD.




(1) Before the accumulation of 200 flight cycles (FC) after the aeroplane first flight, or within 50 FC after 08 March 2011 [the effective date of EASA AD 2011-0026], whichever occurs later, and thereafter at intervals not to exceed 200 FC, accomplish a detailed visual inspection of the pivot brackets, identified by Part Number (P/N) in Table 1 of this AD, of the left-hand (LH) and right-hand (RH) MFTF #3 and of the pivot tube assembly, having a P/N as listed in Appendix 1 of this AD, in accordance with the instructions of Airbus ISB A380-57-8031.

Table 1 - List of LH and RH Pivot Brackets P/N affected by this AD:

L5758500000000

L5758502000000

L5758434500000

L5758434500100

L5758501020000

L5758500320000

Note: The P/Ns of the MFTF #3 and pivot tube assemblies, on which the affected brackets can be installed, are listed in Appendix 1 of this AD.

(2) If, during any inspection as required by paragraph (1) of this AD, any discrepancy (as defined in Airbus ISB A380-57-8031) is found, before next flight, accomplish the applicable corrective actions in accordance with the instructions of Airbus ISB A380-57-8031.

(3) Accomplishment of the applicable corrective actions required by paragraph (2) of this AD does not constitute terminating action for the repetitive inspections required by paragraph (1) of this AD.

(4) Inspections and corrective actions, accomplished before the effective date of this AD in accordance with the instructions of Airbus AOT A380-57A8027 at original issue, are acceptable to comply with the requirements of paragraph (1) and (2) of this AD. After the effective date of this AD, the repetitive inspections required by paragraph (1) of this AD must be accomplished in accordance with the instructions of Airbus ISB A380-57-8031.

(5) Modification of an aeroplane in accordance with the instructions of Airbus MSB A380-57-8040, constitutes terminating action for the repetitive inspections required by paragraph (1) of this AD for that aeroplane.

(6) From the effective date of this AD, do not install a MFTF #3 or a pivot tube assembly with a P/N as listed in Appendix 1 of this AD on any aeroplane, unless the part has been inspected as required by paragraph (1) of this AD and depending on findings, corrected as required by paragraph (2) of this AD.

Ref. Publications: Airbus ISB A380-57-8031 original issue dated 02 February 2012.

Airbus MSB A380-57-8040 original issue dated 02 February 2012.

Airbus AOT A380-57A8027 original issue dated 24 June 2011.


EASA AD No.: 2012-0062





4. For any question concerning the technical content of the requirements in this AD, please contact: AIRBUS SAS - EIANA (Airworthiness Office), Phone: +33 562110253 ; Fax:+33 562 110 307. E-mail: [email protected] and/or [email protected] and/or [email protected].

Appendix 1

List of parts on which the RH and LH Pivot Brackets affected by this AD can be installed:

MFTF #3 P/N:

L5758411300000

L5758411300100

L5758411300200

L5758411300300

L5758411300400

L5758411300500

L5758411300600

L5758411300700

L5758411300800

L5758411300900

Pivot Tube Assembly P/N:

L5758728000400

L5758742300000

EASA AD No.: 2012-0089R1

TE.CAP.00110-003 © European Aviation Safety Agency. All rights reserved. 1/2

Proprietary document. Copies are not controlled. Confirm revision status through the EASA-Internet/Intranet.


AD No.: 2012-0089R1 Date: 16 April 2014


This AD is issued in accordance with EU 748/2012, Part 21.A.3B. In accordance with EC 2042/2003 Annex I, Part M.A.301, the continuing airworthiness of an aircraft shall be ensured by accomplishing any applicable ADs. Consequently, no person may operate an aircraft to which an AD applies, except in accordance with the requirements of that AD, unless otherwise specified by the Agency [EC 2042/2003 Annex I, Part M.A.303] or agreed with the Authority of the State of Registry [EC 216/2008, Article 14(4) exemption].

Design Approval Holder’s Name :

AIRBUS


A380 aeroplanes



Revision: This AD revises EASA AD 2012-0089 dated 24 May 2012.

ATA 57 Wings – Die-Forged Front Spar – Inspection / Repair


Applicability: Airbus A380-841 and A380-861 aeroplanes, all manufacturer serial numbers on which Airbus left hand (LH) wing modification (mod) 64526 or right hand (RH) wing mod 64527 has been embodied in production.

Reason: During the full scale aeroplane fatigue test, cracks were found on the wing main structure on the die-forged front spar between Rib 4 and Rib 8. These cracks are linked to mod 64526 and 64527 and initiated from the attachment holes of the reinforcing strap introduced by the above modifications.

This condition, if not detected and corrected, could reduce the structural integrity of the wing front spar.

For the reasons described above, EASA issued AD 2012-0089 to require repetitive inspections of the die-forged front spar and, depending on the findings, the accomplishment of the applicable corrective actions.

Since that AD was issued, Airbus issued Service Bulletin (SB) A380-57-8048 introducing redesigned reinforcing straps manufactured from 7040T7651 plate material to replace the existing reinforcing straps, made from 7085T7652 die- forged material.

This AD is revised to introduce an optional terminating action for the repetitive inspections required by this AD.

Effective Date: Revision 1: 16 April 2014

Original issue: 07 June 2012

EASA AD No.: 2012-0089R1





(1) Before the accumulation of 3 074 flight cycles (FC) after the aeroplane’s first flight, and thereafter at intervals not to exceed 1 250 FC, accomplish a detailed visual inspection of the die-forged front spar web, between Rib 4 and Rib 8, RH wing and / or LH wing, as applicable, in the area of the attachment holes of the reinforcing straps, in accordance with the instructions of the Airbus SB A380-57-8039.

(2) If, during any of the inspections as required by paragraph (1) of this AD, any crack is found, before next flight, contact Airbus to obtain approved repair instructions and accomplish those instructions accordingly.

(3) Modification of an aeroplane in accordance with the instructions of Airbus SB A380-57-8048 constitutes terminating action for the repetitive inspections required by paragraph (1) of this AD for that aeroplane.

Ref. Publications: Airbus SB A380-57-8039 original issue dated 17 November 2011.

Airbus SB A380-57-8048 original issue dated 25 February 2014.



2. The original issue of this AD was posted on 18 April 2012 as PAD 12-030 for consultation until 16 May 2012. 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 SAS - EIANA (Airworthiness Office), Telephone: +33 562110253 ; Fax:+33 562 110 307. E-mail: [email protected].

EASA AD No.: 2012-0096

CAP.00110-001 © European Aviation Safety Agency. All rights reserved. 1/2



AD No.: 2012-0096 Date: 04 June 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.



AIRBUS


A380 aeroplanes



Supersedure : None

ATA 49 Airborne Auxiliary Power – Suspension System Assemb ly – Replacement



Reason: Engineering investigations have shown that the anticipated service life of the current suspension system assembly of the auxiliary power unit (APU) mounts could not be attained.

This condition, if not corrected, could lead to failure of the APU mounts, potentially resulting in damage of the surrounding aeroplane structures and/or injuries to persons on the ground.

For the reasons describe above, this AD requires replacement of the APU suspension system assembly with a new design APU suspension system assembly.

Effective Date: 18 June 2012



(1) Within the compliance time indicated in Table 1 of this AD, as applicable, replace the APU suspension system assembly equipped with :

EASA AD No.: 2012-0096



- Conebolt Brackets having Part Number (P/N) 96102-04, or - Mount Vibration-Isolators having P/N 96102-01, or - Mount Vibration-Isolators having P/N 96102-07

in accordance with the accomplishment instructions of Airbus Service Bulletin (SB) A380-49-8004.

Table 1

Can the aeroplane flight cycles (FC) accumulated by the APU suspension system assembly be determined?

Compliance time

Yes

Before the accumulation of 3 800 aeroplane FC by the APU suspension system assembly since its first installation on an aeroplane.

No Within 18 months after the effective date of this AD.

(2) After modification of an aeroplane as required by paragraph (1) of this AD, do not install on any aeroplane an APU suspension system assembly equipped with :

- Conebolt Brackets having P/N 96102-04, or

- Mount Vibration-Isolators having P/N 96102-01, or

- Mount Vibration-Isolators having P/N 96102-07.

Ref. Publications: Airbus SB A380-49-8004 Original issue dated 10 November 2011.



2. This AD was posted on 30 April 2012 as PAD 12-034 for consultation until 28 May 2012. The Comment Response Document can be found at http://ad.easa.europa.eu.



EASA AD No.: 2012-0105







AIRBUS




Supersedure : None

ATA 25 Equipment / Furnishings – Galley Seat Rail F itting – Replacement


Applicability: Airbus A380-841 and A380-861 aeroplanes, manufacturer serial numbers: 0007, 0009, 0023, 0025, 0028, 0030, 0038, 0041, 0042, 0044, 0046, 0048, 0056, 0057, 0061 and 0066.

Reason: Engineering investigations have shown that ultimate static load applied on lower galley G2M3, G2M4, GM23 and GM24 attachments may lead to a failure of the seat rail fitting.

This condition if not corrected, combined with an emergency landing, could lead to galley separation from its installation location, possibly resulting in damage to the aeroplane and/or injury to its occupants.

For the reasons describe above, this AD requires the replacement of the affected cast seat rail fittings with milled fittings in order to restore the certification load requirements.




(1) Within 48 months after the date of the original certificate of airworthiness or export certificate airworthiness issuance, whichever occurs first, replace the affected galley seat rail fitting with Part Number (P/N) ABS1262C010 by galley seat rail fitting with P/N ABS1262F010 in accordance with the instructions of Airbus Service Bulletin (SB) A380-25-8101.

(2) After the effective date of this AD, do not install on any aeroplane a galley

EASA AD No.: 2012-0105



seat rail fitting with P/N ABS1262C010.

Ref. Publications: Airbus SB A380-25-8101 Original issue dated 29 September 2011.



2. This AD was posted on 08 May 2012 as PAD 12-036 for consultation until 05 June 2012. No comments were received during the consultation period.



EASA AD No.: 2012-0114







AIRBUS


A380 aeroplanes




ATA 57 Wings – Wing Rib Foot – Inspection / Repair / Replacement


Applicability: Airbus A380-841, A380-842, and A380-861 aeroplanes, all serial numbers, except those modified in production in accordance with Airbus modification 68705.

Reason: Following an unscheduled internal inspection of an A380 wing, some rib feet have been found with cracks, originating from the rib-to-wing skin panel attachment holes (Type 1 cracks according to Airbus All Operators Transmission (AOT) terminology). Prompted by this finding, inspections were carried out on a number of other aeroplanes, the results of which confirmed the existence of these cracks. During one of those inspections, a new form of rib foot cracking, originating from the forward and aft edges of the vertical web of the rib feet, was identified (Type 2 cracks according to Airbus AOT terminology).

This condition, if not detected and corrected, may reduce the structural integrity of the wing.

To address this potential unsafe condition, EASA issued AD 2012-0013 to require detailed visual inspections (DVI) to detect cracks on the wing rib feet and, depending on findings, repair. After that AD was issued, it has been confirmed that Type 2 cracks may develop on other aeroplanes after a certain period of time of service.

This prompted the issuance of EASA AD 2012-0026, which superseded EASA AD 2012-0013, extending the applicability to all aeroplane serial numbers and required accomplishment of a one-time high frequency eddy current (HFEC) inspection of certain wing rib feet and, depending on

EASA AD No.: 2012-0114



findings, accomplishment of applicable corrective actions.

Subsequently, pending the availability of a terminating action, it has been determined that to maintain the safety of the A380 fleet, repetitive inspections are necessary.

For the reasons describe above, this AD retains the requirement of EASA AD 2012-0026, which is superseded, and requires repetitive inspections of certain wing rib feet and, depending on findings, accomplishment of applicable corrective actions.

This AD is considered an interim action, pending the introduction of a terminating modification.

Effective Date: 02 July 2012



(1) Within 1 300 flight cycles (FC) since the aeroplane’s first flight and, thereafter, except as specified in paragraph (2) of this AD, at intervals not to exceed 560 FC, accomplish HFEC inspections of the Left Hand (LH) and Right Hand (RH) wings in accordance with the instructions of Airbus AOT A380-57A8058 at Revision 4.

(2) For those aeroplanes on which all lower panel rib boom sections, as defined in Table 1 of this AD, have been replaced in accordance with approved Airbus repair instructions, within 1 200 FC after the initial inspection as required by paragraph (1) of this AD and, thereafter, at intervals not to exceed 560 FC, accomplish HFEC inspection of the LH and RH wings in accordance with the instructions of Airbus AOT A380-57A8058 at Revision 4.

Table 1 - Lower panel rib booms sections

Rib 24, stringer 18 to stringer 21




(3) HFEC inspections and corrective actions, accomplished before the effective date of this AD, in accordance with the instructions of Airbus AOT A380-57A8058 at Revision 1, Revision 2, or Revision 3, are acceptable for compliance with the initial inspection requirements of paragraph (1) of this AD.

(4) If, during any HFEC inspection as required by paragraphs (1) or (2) of this AD, any crack is detected, before next flight, contact Airbus for approved repair instructions and, within the compliance time specified in those repair instructions, accomplish those instructions accordingly.

(5) Repair or replacement of panel rib boom sections does not constitute terminating action for the repetitive HFEC inspections required by this AD.

(6) Within 2 days after each HFEC inspection as required by paragraph (1) or (2) of this AD, as applicable, report the inspection results (including no findings) to Airbus.

Ref. Publications: Airbus AOT A380-57A8058 Revision 4 dated 27 June 2012.



EASA AD No.: 2012-0114



2. Based on the required actions and the compliance time, EASA have decided to issue a Final AD with Request for Comments, postponing the public consultation process until after publication.


4. For any question concerning the technical content of the requirements in this AD, please contact: AIRBUS SAS - EIANA (Airworthiness Office), Phone: +33 562110253 ; Fax:+33 562 110 307 E-mail: [email protected] and [email protected].

EASA AD No : 2012-0135




AD No.: 2012-0135

Date: 20 July 2012




AIRBUS


A380 Aeroplanes



Supersedure: None

ATA 35 Oxygen – Crew Oxygen / Rod Fitting and Cylinder Bra ckets of Oxygen Box and Reverse Z Stop Fitting Screws – Mod ification


Applicability: Airbus A380-841, A380-842, and A380-861 aeroplanes, all manufacturer serial numbers , except aeroplanes on which both Airbus modifications 70498 and 71229, or modifications 71089 and 71230 have been embodied in production.

Reason: Possible interference was reported between the crew oxygen cylinder 11HT (and optional 13HT, if installed) located between Frame (FR)19 and FR20 at upper deck Right Hand (RH) and the surrounding aeroplane`s structure.

This condition, if not detected and corrected, could lead to a contact between an oxygen cylinder and a surrounding structure with a possible consequence of oxygen cylinder damage and leakage at contact point and a loss of the crew oxygen system which, in case of depressurization, could lead to flight crew hypoxia, possibly resulting in loss of control of the aeroplane.

For the reasons describe above, this AD requires a modification of the rod fitting and cylinder brackets of the oxygen box assembly and fasteners of Z Stop fitting located between FR19 and FR20 upper deck RH.




Within 13 months after the effective date of this AD, modify the cylinder brackets of the oxygen box, and/or rod fitting of the oxygen box, and/or fasteners of the Z stop fitting located between FR19 and FR20 upper deck

EASA AD No.: 2012-0153





(1) Within the compliance time as specified in Table 1 of this AD, and thereafter at intervals not to exceed 1 200 flight cycles (FC), perform on the left hand and right hand wings a DVI of the IOFLE forward intercostals and gooseneck brackets, as applicable to gooseneck bracket position, in accordance with the instructions of Airbus AOT A57R001-12.

Table 1

FC accumulated at the effective date of this AD by the aeroplane

Compliance Time

Less than 1 200 FC Before exceeding 1 200 FC after the aeroplane's first flight, or within 350 FC after the effective date of this AD, whichever occurs later.

1 200 FC or more and less than 1 500 FC

Within 350 FC after the effective date of this AD, but not exceeding 1 750 FC after the aeroplane's first flight.

1 500 FC or more Within 250 FC after the effective date of this AD.

(2) If, during any inspection as required by paragraph (1) of this AD, any crack is detected, before next flight, accomplish repair or replacement of the gooseneck bracket and/or intercostal, as applicable, in accordance with AOT A57R001-12, as applicable to gooseneck bracket position.

(3) If, during any inspection as required by paragraph (1) of this AD, a crack is found on intercostals at position 1 or 4, as defined by AOT A57R001-12, before next flight, contact Airbus for approved repair instructions and accomplish the repair accordingly, within the compliance time as specified in those instructions. If no compliance time is defined in the repair instructions, accomplish the repair before next flight.

(4) Corrective actions as required by paragraphs (2) or (3) of this AD do not constitute terminating action for the repetitive inspections required by paragraph (1) of this AD.

Ref. Publications: Airbus AOT A57R001-12 at original issue dated 14 May 2012.



2. Based on the required actions and the compliance time, EASA have decided to issue of a Final AD with Request for Comments, postponing the public consultation process until after publication.


4. For any question concerning the technical content of the requirements in this AD, please contact: AIRBUS SAS - EIANA (Airworthiness Office), Telephone: +33 562110253 ; Fax:+33 562 110 307. E-mail: [email protected] and [email protected] and [email protected].

EASA AD No.: 2012-0165






Design Approval Holder’s Name:

AIRBUS

Type/Model designation(s):

A380 aeroplanes



Supersedure: None

ATA 52 Doors – Main Deck Doors Sensor Target Brackets – Replacement


Applicability: Airbus A380-841, A380-842 and A380-861 aeroplanes, all manufacturer serial numbers, on which Airbus Modification (mod.) 66278 has been embodied in production.

Reason: On A380 aeroplanes, two S6/S7 sensor target brackets are installed at the main deck doors M1, M2, M4 and M5 to supply a near/far signal of the emergency escape slide armed lever position. Generated signals are involved in the escape slide inflation logic. The results of a recent design review have revealed the possibility of damaging the S6/S7 sensor target brackets by tightening the locking screws.

This condition, if not corrected, could lead to the functional loss of the main deck emergency exit doors, possibly preventing the passengers and the flight crew from safely evacuating the aeroplane during an emergency.

To address this potential unsafe condition, Airbus issued Service Bulletin (SB) A380-52-8044 providing instructions to install reinforced sensor brackets to avoid cracks during bracket screw tightening.

For the reasons described above, this AD requires replacement of the affected S6/S7 sensor target brackets with a new design of reinforced brackets.

Effective Date: 14 September 2012

EASA AD No.: 2012-0165





(1) Within 12 months after the effective date of this AD, replace each S6/S7 sensor target bracket having Part Number (P/N) L5217681700000 at the left-hand (LH) and right-hand (RH) main deck doors M1, M2, M4 and M5 with a serviceable part in accordance with the instructions of Airbus SB A380-52-8044.

(2) Aeroplanes on which Airbus mod 72026 has been embodied in production are not affected by the requirements of paragraph (1) of this AD, provided that, since aeroplane first flight, no S6/S7 sensor target bracket having P/N L5217681700000 has been installed on the LH or RH main deck doors M1, M2, M4 and M5 of that aeroplane.

(3) After modification of an aeroplane as required by paragraph (1) of this AD, do not install a S6/S7 sensor target bracket having P/N L5217681700000 on the LH or RH main deck doors M1, M2, M4 and M5 of that aeroplane.

Ref. Publications: Airbus Service Bulletin A380-52-8044 original issue dated 12 July 2012.



2. This AD was posted on 30 July 2012 as PAD 12-092 for consultation until 27 August 2012. 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 SAS - EIANA (Airworthiness Office), Telephone : +33 562 110 253 ; Fax: +33 562 110 307 E-mail: [email protected] and [email protected] and [email protected].

EASA AD No: 2012-0177




AD No.: 2012-0177 Date: 10 September 2012 Note: This Airworthiness Directive (AD) is issued by EASA, acting in accordance with Regulation (EC) No 216/2008 on behalf of the European Community, its Member States and of the European third countries that participate in the activities of EASA under Article 66 of that Regulation.



AIRBUS


A380 aeroplanes



Supersedure: This AD supersedes EASA AD 2011-0166 dated 01 September 2011.

ATA 52 Doors – Main Wing Landing Gear Door (MWLGD) Rear Hi nge Fitting – Inspection / Replacement



Reason: One operator reported the Right Hand (RH) Auxiliary Wing Landing Gear Door (AWLGD) missing after landing. Further inspection revealed structural damages on the MWLGD rear hinge to which the AWLDG is attached.

This condition, if not detected and corrected, could lead to an in-flight loss of an AWLGD, possibly resulting in injuries to persons on the ground.

To address that potential unsafe condition, EASA issued AD 2011-0166 to require repetitive inspections of both RH and Left Hand (LH) MWLGD rear hinge fittings for cracks and, depending on findings, replacement of the rear hinge fittings with reinforced rear hinge fittings, which was terminating action for the repetitive inspections.

Since that AD was issued, fatigue analysis of reinforced MWLGD rear hinge fittings has been completed and demonstrated the need of repetitive inspection requirement.

For the reasons described above, this AD retains the requirements of EASA AD 2011-0166, which is superseded. Furthermore this AD requires inspections of the reinforced MWLGD rear hinge fittings and refers to Airbus SB A380-52-8039 to introduce reinforced MWLGD rear hinge fittings.

EASA AD No: 2012-0177






(1) Within the initial and repetitive compliance times indicated in Appendix 1 of this AD, as applicable to MWLGD rear hinge fitting configuration, accomplish a High Frequency Eddy Current (HFEC) inspection of the MWLGD rear hinge fittings in accordance with the instructions of Airbus Service Bulletin (SB) A380-52A8040 Revision 01.

(2) If, during any inspection as required by paragraph (1) of this AD, any discrepancy is found, before next flight, apply the corrective actions, as applicable to MWLGD rear hinge fitting configuration, indicated in Appendix 1 of this AD.

(3) Inspections, accomplished before the effective date of this AD on MWLGD rear hinge fittings in configuration A, as defined in Appendix 1 of this AD, in accordance with the instructions of Airbus All Operator Telex (AOT) A380-52A8040, are acceptable to comply with the initial and/or repetitive inspections as required by paragraph (1) of this AD. After the effective date of this AD, the instructions of Airbus SB A380-52-8040 Revision 01 must be used.

(4) From the effective date of this AD, do not install on an aeroplane a MWLGD rear hinge fitting having a Part Number (P/N) as listed in Appendix 2, unless in compliance with the requirements of this AD.

Note: The MWLGD rear hinge fittings upper assemblies P/N, on which the MWLGD rear hinge fittings affected by this AD are known to be installed, are listed in Appendix 3 of this AD.

Ref. Publications: Airbus All Operator Telex A380-52A8040 at Original issue dated 12 May 2011.

Airbus SB A380-52-8039 at Original issue dated 17 January 2012 and Revision 01 dated 14 August 2012.

Airbus SB A380-52A8040 Revision 01 dated 01 February 2012.



2. This AD was posted on 14 May 2012 as PAD 12-042 for consultation until 11 June 2012. The Comment Response Document can be found at http://ad.easa.europa.eu.



EASA AD No: 2012-0177



Appendix 1 – Compliance Time(s) and Corrective Action(s)

MWLGD rear hinge fitting configuration

Initial HFEC Inspection Compliance Time

Repetitive Interval (not to exceed)

Action, in case discrepancies are found

Configuration A: For MWLGD rear hinge fitting NOT modified in production in accordance with Airbus modification 69177 and NOT modified in service in accordance with Airbus SB A380-52-8039 at Original issue or Revision 01

Before the accumulation of 700 flight cycles (FC) after MWLGD first installation on an aeroplane, or within 50 FC after 15 September 2011 [the effective date of EASA AD 2011-0166], whichever occurs later

60 FC Modify the affected rear hinge fitting(s) in accordance with the instructions of SB A380-52-8039 Revision 01

Configuration B: For MWLGD rear hinge fitting modified in production in accordance with Airbus modification 69177 or modified (including the re-identification procedure) in service in accordance with Airbus SB A380-52-8039 at Original issue or Revision 01

Before the accumulation of 10 500 FC after aeroplane first flight, or after accomplishment of SB A380-52-8039 or Technical Disposition TD-FX-L-DAOR-2182/2011, as applicable

1 900 FC Contact Airbus to obtain approved instructions for corrective action and accomplish those instructions accordingly

EASA AD No: 2012-0177



Appendix 2: List of RH and LH MWLGD rear hinge fitting Part Numbers (P/N), affected by this AD:

L5288123120000

L5288123120100

L5288123120200

L5288123120300

Appendix 3: List of known upper assemblies P/N on which the RH and LH MWLGD rear hinge fittings,

affected by this AD, are installed:

List of Rear hinge fitting assembly P/N:

L5288123000000

L5288123000100

L5288123000200

L5288123000300

L5288123000600

L5288123000700

L5288123000800

L5288123000900

List of MWLGD assembly P/N:

L5288110200200 L5288110201595

L5288110200300 L5288110201600

L5288110200400 L5288110201700

L5288110200495 L5288110201800

L5288110200500 L5288110201900

L5288110200595 L5288110202000

L5288110200800 L5288110202100

L5288110200900 L5288110202200

L5288110201000 L5288110202300

L5288110201095

L5288110201100

L5288110201195

L5288110201200

L5288110201295

L5288110201300

L5288110201395

L5288110201400

L5288110201495

L5288110201500

EASA AD No.: 2012-0200R1




AD No.: 2012-0200R1 Date: 06 December 2013 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.



AIRBUS


A380 aeroplanes



Supersedure: This AD revises EASA AD 2012-0200 dated 28 September 2012.

ATA 52 Doors – Upper Deck Door Visual Indication Mechanism –Replacement



Reason: An A380 operator reported an occurrence of blockage of one upper deck passenger/crew door.

Investigation results have shown that the door blockage resulted from jamming of the visual indication mechanism of the upper deck door.

This condition, if not corrected, could lead to the functional loss of the emergency exit doors of the upper deck, possibly preventing the passengers and the flight crew from safely evacuating the aeroplane during an emergency.

For the reasons described above, this AD requires the replacement of the visual indication mechanisms of the affected upper deck doors with a new design mechanism.

This AD has been revised to extend the compliance time of the visual indication mechanism replacement.

EASA AD No.: 2012-0200R1



Effective Date: Original issue: 12 October 2012

Revision 1: 06 December 2013



(1) Within 18 months after 12 October 2012 [the effective date of the original issue of this AD], replace the affected visual indication mechanisms of the left-hand (LH) and right-hand (RH) upper deck doors U1, U2 and U3 with serviceable ones, in accordance with the instructions of Airbus Service Bulletin (SB) A380-52-8019 or Airbus SB A380-52-8046, as applicable to affected aeroplane.

(2) Aeroplanes on which Airbus modification 70914 has been embodied in production are not affected by the requirements of paragraph (1) of this AD, provided that, since aeroplane first flight, no visual indication mechanism components, having Part Number (P/N) as listed in Appendix 1 of this AD, has been installed on the LH or RH upper deck doors U1, U2 and U3 of that aeroplane.

(3) After modification of an aeroplane as required by paragraph (1) of this AD, do not install any visual indication mechanism components, having a P/N as listed in Appendix 1 of this AD, on the LH or RH upper deck doors U1, U2 and U3 of that aeroplane.

Ref. Publications: Airbus SB A380-52-8019 original issue, dated 13 January 2012.

Airbus SB A380-52-8046 original issue, dated 20 April 2012.



2. The original issue of this AD was posted on 23 August 2012 as PAD 12-081 for consultation until 20 September 2012. 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 SAS - EIANA (Airworthiness Office), Telephone : +33 562 110 253 ; Fax: +33 562 110 307 E-mail: [email protected].

EASA AD No.: 2012-0200R1



Appendix 1: List of part names and P/N of visual indication mechanism components, affected by this AD

Part Description P/N

Tube Assembly L5217798700200




Bracket-Target L5217703920200


Bearing Assembly L5217797200000









Bearing Assembly L5217797200200

EASA AD No.: 2012-0222







AIRBUS


A380 aeroplanes



Supersedure: None

ATA 53 Fuselage – Cone/Rear Fuselage Lower Beam at Section 19 Frame 102 – Inspection / Modification


Applicability: Airbus A380-841, A380-842, and A380-861 aeroplanes, all manufacturer serial numbers (MSN) except MSN 002, and aeroplanes on which Airbus modification 71345 has been embodied in production.

Reason: During full scale fatigue tests, cracks were found at the attachments of Frame (FR) 102 to the Left-Hand (LH) and Right-Hand (RH) lower beams in the cone/rear fuselage at section 19.

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

To address this unsafe condition, Airbus issued Service Bulletin (SB) A380-53-8054 and SB A380-53-8039 to provide accomplishment instructions for inspection of the attachments of FR102 to the LH and RH Lower Beams in the Cone/Rear Fuselage Section 19 and instructions for Beam Reinforcement on the LH and RH Lower Beams at the attachments to Frame 102.

For the reasons described above, this AD requires a one-time Detailed Visual Inspection (DVI) and a High-Frequency Eddy Current (HFEC) inspection of Section 19 LH and RH lower beam at FR102 and, depending on crack findings, accomplishment of applicable corrective actions. This AD also requires installation of beam reinforcements on the LH and RH lower beams at the attachments to Frame 102.


EASA AD No.: 2012-0222





(1) Before the accumulation of 2 600 flight cycles after the aeroplane first flight, accomplish a DVI, followed by a HFEC, of Section 19 LH and RH lower beams at FR102 joint for upper and lower side in accordance with the instructions of Airbus SB A380-53-8054.

(2) If, during the inspections as required by paragraph (1) of this AD, any crack is detected on the LH or RH lower beams, before next flight, accomplish the actions defined in Table 1 of this AD, as applicable to the crack condition:

Table 1

Crack condition Corrective Action

The crack runs in the lower beam radius and the crack length is equal to or less than 35 mm

Accomplish repair and report to Airbus in accordance with the instructions of Airbus SB A380-53-8054 and install the beam reinforcement on the lower beams at FR102 joint in accordance with the instructions of Airbus SB A380-53-8039.

The crack runs in any other direction than the lower beam radius or the crack length is more than 35 mm

Contact Airbus to get approved repair instructions and, within the compliance time specified in those instructions, accomplish the repair accordingly.

(3) If, during the inspections as required by paragraph (1) of this AD, no crack is detected, before next flight, install the beam reinforcement on the LH and RH Lower Beams at Frame 102 joint in accordance with the instructions of Airbus SB A380-53-8039.

Ref. Publications: Airbus SB A380-53-8039 original issue dated 21 June 2012.

Airbus SB A380-53-8054 original issue dated 21 June 2012.



2. This AD was posted on 11 September 2012 as PAD 12-116 for consultation until 09 October 2012. 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 SAS - EIANA (Airworthiness Office), Telephone: +33 562110253 ; Fax:+33 562 110 307. E-mail: [email protected], [email protected] and [email protected].

mailto:[email protected]




EASA AD No.: 2012-0226







Airbus


A380 aeroplanes



Supersedure: None

ATA 92 Electric and Electronic Common Installation – EN6049 Sleeve / Backshell Tightening in Landing Gear Bays – Inspection / Rework


Applicability: Airbus A380-841, A380-842, and A380-861 aeroplanes, manufacturer serial numbers 0003, 0005 through 0017 inclusive, 0019 through 0023 inclusive, 0025 through 0030 inclusive, 0033 through 0035 inclusive, 0038, 0040 through 0052 inclusive, 0055 through 0058 inclusive, 0061, 0062, 0064, 0066 and 0069.

Reason: One Airbus A380 operator reported a defect on the wing landing gear (WLG) freefall Channel B. The result of the subsequent investigation revealed that there is a potential of incorrect installation of the EN6049 split sleeve conduit at proximity sensors backshell level and chaffing has been identified on the WLG freefall unlock actuator harness at connector level. After visual checks in the other landing gear bays, chaffing risks were identified on several connectors, up-lock sensors and proximity sensors of the landing gear doors.

This condition, if not detected and corrected, could result in an electrical short circuit and potential loss of landing gear functionalities.

To address this potential unsafe condition, Airbus issued Service Bulletin (SB) A380-92-8059 which contains instructions to inspect the wiring of the affected proximity sensors.

For the reasons described above, this AD requires a one-time detailed visual inspection (DVI) of the EN6049 Sleeve/Backshell Tightenings in landing gear bays and, depending on findings, rework of the electrical installation.


EASA AD No.: 2012-0226





(1) Within 24 months after the effective date of this AD, perform a DVI of the EN6049 Sleeve/Backshell Tightenings in Nose, Wing and Body Landing Gear Bay, Left Hand and Right Hand, in accordance with the instructions of Airbus SB A380-92-8059.

(2) If, during the inspection as required by paragraph (1) of this AD, any discrepancies as identified in Airbus SB A380-92-8059 are detected, before next flight, accomplish applicable corrective actions in accordance with the instructions of Airbus SB A380-92-8059.

Ref. Publications: Airbus SB A380-92-8059 original issue dated 05 April 2012.



2. This AD was posted on 24 September 2012 as PAD 12-123 for consultation until 22 October 2012. 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 SAS - EIANA (Airworthiness Office), Telephone: +33 562110253 ; Fax:+33 562 110 307. E-mail: [email protected], [email protected] and [email protected].





EASA AD No.: 2013-0005







AIRBUS


A380 aeroplanes



Supersedure: None

ATA 32 Landing Gear – Body Landing Gear Retraction Actuator Pin Collar – Replacement



Reason: During fatigue testing of the A380 body landing gear (BLG), the retraction actuator pin collar failed on several occasions.

This condition, if not corrected, could result in collapse of a BLG unit, adversely affecting the structural integrity of the aeroplane.

Further analyses of the retraction actuator pin collar failures demonstrated a reduced fatigue life, equal to 2 895 accumulated flight cycles (FC).

For the reasons described above, this AD requires the replacement of the retraction actuator pin collar fitted on both Left Hand (LH) and Right Hand (RH) BLG with a new design retraction actuator pin collar, which restores the aeroplane to a condition that meets the Design Service Goal.

Effective Date: 24 January 2013

EASA AD No.: 2013-0005





(1) Within 2 895 FC from LH or RH BLG first installation on an aeroplane, as applicable, modify the LH and RH BLG in accordance with the instructions of Airbus Service Bulletin (SB) A380-32-8015 at revision 01:

(1.1) Replace the retraction actuator pin collar having Part Number (P/N) 2144M5279-1 with a retraction actuator pin collar having P/N 2144M5279-2, and

(1.2) Re-identify the BLG pintle frame by striking number 17 on the BLG pintle frame nameplate.

(2) Aeroplanes which have been modified in production in accordance with Airbus modification 68762, or aeroplanes which have been modified in service before the effective date of this AD in accordance with the instructions of Airbus SB A380-32-8015 at original issue or revision 01, are not affected by the requirements of paragraph (1) of this AD, provided it can be demonstrated that retraction actuator pin collar having P/N 2144M5279-1 are not currently installed on that aeroplane.

(3) After modification of an aeroplane as required by paragraph (1) of this AD, or from the effective date of this AD for aeroplanes which have been modified in production in accordance with Airbus modification 68762, as applicable, do not install any retraction actuator pin collar having P/N 2144M5279-1 on a BLG pintle frame assembly on that aeroplane. In addition, from the effective date of this AD, do not install a BLG unit on any aeroplane, unless it has been determined that retraction actuator pin collar having P/N 2144M5279-1 is not fitted on that BLG.

Note: Retraction actuator pin collar having P/N 2144M5279-1 is not fitted on pintle frame assemblies having P/N (first 9 digits) 2144A5305 or 2244A5305 which have been modified in accordance with the instructions of Goodrich SB 2144A5305-32-014 at original issue or revision 01, provided that no replacement of retraction actuator pin collar has been done after that modification.

Ref. Publications: Airbus SB A380-32-8015 original issue dated 15 June 2009 or revision 01 dated 21 December 2012.


Goodrich SB 2144A5305-32-014 original issue dated 05 May 2009 or revision 01 dated 07 August 2009.


2. This AD was posted on 28 November 2012 as PAD 12-150 for consultation until 12 December 2012. 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 SAS - EIANA (Airworthiness Office), E-mail: [email protected].



EASA AD No.: 2013-0006







AIRBUS


A380 aeroplanes



Supersedure: None

ATA 35 Oxygen – Passenger Oxygen Rigid Pipe – Inspection / Replacement / Modification


Applicability: Airbus A380-841, A380-842, and A380-861 aeroplanes, manufacturer serial numbers 0023, 0025, 0028 through 0030 inclusive, 0033, 0034, 0038 and 0040 through 0052 inclusive.

Reason: During an inspection on an in-production aeroplane a low clearance between a cabin oxygen rigid pipe, located on the upper deck ceiling on frame (FR) 54 stringer 4 Left Hand (LH) side and the surrounding structure, was reported.

This condition, if not detected and corrected, could lead to cabin oxygen rigid pipe damage, leakage at contact point and loss of the passenger oxygen system, possibly resulting in exposure of the passengers to hypoxia following aeroplane depressurization.

To address this potential unsafe condition, Airbus issued Service Bulletins (SB) A380-35-8018, SB A380-35-8011 and SB A380-35-8012 to provide instructions for a one-time inspection and, depending on findings, replacement and modification of the affected oxygen rigid pipe.

For the reasons described above, this AD requires a one-time Detailed Visual Inspection (DVI) of the cabin oxygen rigid pipe at FR54 stringer 4 LH side and, depending on findings, accomplishment of applicable corrective action(s).


EASA AD No.: 2013-0006





(1) Within 72 months after the aeroplane first flight, accomplish a one-time DVI of the cabin oxygen rigid pipe at FR54 stringer 4 LH side in accordance with the instructions of Airbus SB A380-35-8018.

(2) If, during the inspection as required by paragraph (1) of this AD, a damaged pipe is found, before next flight, replace the affected oxygen rigid pipe with a serviceable oxygen rigid pipe in accordance with the instructions of Airbus SB A380-35-8011.

(3) If, during the inspection as required by paragraph (1) of this AD, no damaged pipe is found, before next flight, measure the clearance between the oxygen rigid pipe and FR54 stringer 4 LH side in accordance with the instructions of Airbus SB A380-35-8018.

(3.1) If the clearance, measured as required by paragraph (3) of this AD, is less than 3 mm, before next flight, replace the affected oxygen rigid pipe with a serviceable oxygen rigid pipe in accordance with the instructions of Airbus SB A380-35-8011.

(3.2) If the clearance, measured as required by paragraph (3) of this AD, is equal to or more than 3 mm but less than 5 mm, before next flight, modify the installation of the affected oxygen rigid pipe in accordance with the instructions of Airbus SB A380-35-8012.

Note: If the clearance, measured as required by paragraph (3) of this AD, is equal to or more than 5 mm, no further action is required by this AD.

Ref. Publications: Airbus SB A380-35-8011 at original issue dated 31 August 2012.

Airbus SB A380-35-8012 at original issue dated 31 August 2012.

Airbus SB A380-35-8018 at original issue dated 31 August 2012.



2. This AD was posted on 09 November 2012 as PAD 12-139 for consultation until 07 December 2012. 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 SAS - EIANA (Airworthiness Office), Telephone : +33 562 110 253 ; Fax: +33 562 110 307 E-mail: [email protected], [email protected] and [email protected].

EASA AD No.: 2013-0056




AD No.: 2013-0056 [Correction: 08 March 2013] Date: 08 March 2013 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.



AIRBUS


A380 aeroplanes



Supersedure: None

ATA 53 Fuselage – Belly Fairing / Rivets Installation – In spection / Modification


Applicability: Airbus A380-841, A380-842, and A380-861 aeroplanes, manufacturer serial numbers 0003, 0005 to 0008 inclusive, 0010 to 0017 inclusive, 0019 to 0023 inclusive, 0025 to 0027 inclusive, 0029, 0033, 0034, 0040 and 0045.

Reason: During a production quality review, interference and incorrect edge margin distances were found between fasteners on Central Belly Fairing Frame (FR) 56 joint to Stringer (STGR) 1. Subsequent investigation identified aeroplanes which might be potentially affected by deviation of rivet installation distance from acceptable design values.

This condition, if not detected and corrected, could lead to the in-flight loss of some Belly Fairing panels, possibly resulting in injury to persons on the ground.

To address this potentially unsafe condition, Airbus issued Service Bulletin (SB) A380-53-8045 and SB A380-53-8046, providing instructions to detect and modify any incorrect rivet installations.

For the reasons described above, this AD requires a one-time Detailed Visual Inspection (DVI) of affected short edge distances to detect any incorrectly installed rivets at FR56 STGR1 and, depending on findings, modification of the affected Belly Fairing structure.

This AD was republished to correct erroneously referenced SB revision status in Ref. Publication paragraph.

EASA AD No.: 2013-0056



Effective Date: 22 March 2013



(1) Within 3 204 flight cycles (FC) since the aeroplane first flight, accomplish a DVI of the rivets installed at STGR1 / FR56 and measure the short edge distance (A) in accordance with the instructions of Airbus SB A380-53-8045.

Note: For the purpose of this AD, distances (A), (B) and (C) are defined in Airbus SB A380-53-8045.

(2) If distance (A), measured as required by paragraph (1) of this AD, is more than 28 mm (1.10 in.), before next flight, modify the Belly Fairing assembly at STGR1 / FR56 in accordance with the instructions of Airbus SB A380-53-8046.

(3) If, distance (A), measured as required by paragraph (1) of this AD, is equal to or less than 28 mm (1.10 in.), before next flight, measure the distances (B) and (C) in accordance with the instructions of Airbus SB A380-53-8045.

(4) If, any of distances (B) or (C), measured as required by paragraph (3) of this AD, is less than 11 mm (0.43 in.), before next flight, modify the Belly Fairing assembly at STGR1 / FR56 in accordance with the instructions of Airbus SB A380-53-8046. If the distances (B) and (C) are more than or equal to 11 mm (0.43 in.), no further action is required.

Ref. Publications: Airbus SB A380-53-8045 at Original Issue, dated 16 January 2012, or Revision 1, dated 22 February 2013.

Airbus SB A380-53-8046 at Original Issue, dated 19 October 2012.



2. This AD was posted on 18 January 2013 as PAD 13-011 for consultation until 15 February 2013. The Comment Response Document can be found at http://ad.easa.europa.eu.



EASA AD No.: 2013-0066







AIRBUS


A380 aeroplanes



Supersedure: None

ATA 53 Fuselage – Vertical Tail Plane / Dorsal Fin Attachm ent – Modification


Applicability: Airbus A380-841, A380-842, and A380-861 aeroplanes, manufacturer serial numbers (MSN): 0003, 0005, 0006, 0008, 0010 through 0016 inclusive, 0020, 0022, and 0026.

Reason: The dorsal fin is the glass fibre reinforced polymer lower fairing of the vertical tail plane (VTP) leading edge and is attached to the upper fuselage structure with a T-shape profile. During the test flight campaign of A380 aeroplanes, this T-shape profile was found broken, with the crack length over several centimetres, on one aeroplane.

The results of the subsequent investigation revealed the presence of peak loads in this area which could result in crack initiation and propagation.

This condition, if not corrected, could lead to in-flight detachment of the VTP dorsal fin, possibly resulting in injury to persons on the ground.

To address this unsafe condition, Airbus implemented a temporary solution for a first batch of aeroplanes, and later on, developed a final improved production solution.

For aeroplanes on which the temporary design solutions have been embodied, Airbus developed a modification, which can be embodied in service through Airbus Service Bulletin (SB) A380-53-8003, or SB A380-53-8008, as applicable to the aeroplane MSN, to adapt the VTP dorsal fin to the final improved solution.

EASA AD No.: 2013-0066



For the reasons described above, this AD requires a modification of the dorsal fin connection on the affected aeroplanes.




Within 12 years or 7 600 flight cycles, whichever occurs first after the aeroplane first flight, modify the VTP dorsal fin and replace the associated profiles and fairing panels in accordance with the instructions of Airbus SB A380-53-8003 or Airbus SB A380-53-8008, as applicable to the aeroplane MSN.

Ref. Publications: Airbus SB A380-53-8003 original issue dated 12 May 2010.

Airbus SB A380-53-8008 original issue dated 12 May 2010.



2. This AD was posted on 08 February 2013 as PAD 13-029 for consultation until 08 March 2013. No comments were received during the consultation period.



EASA AD No.: 2013-0118





This AD is issued in accordance with EC 748/2012, Part 21.A.3B. In accordance with EC 2042/2003 Annex I, Part M.A.301, the continuing airworthiness of an aircraft shall be ensured by accomplishing any applicable ADs. Consequently, no person may operate an aircraft to which an AD applies, except in accordance with the requirements of that AD, unless otherwise specified by the Agency [EC 2042/2003 Annex I, Part M.A.303] or agreed with the Authority of the State of Registry [EC 216/2008, Article 14(4) exemption].


AGUSTAWESTLAND S.p.A.


A109 and A119 helicopters

TCDS Number: EASA.R.005


Supersedure: None

ATA 63 Main Rotor Drive – Main Gear Box / Gleason Crown – Inspection / Replacement

Manufacturer(s): AgustaWestland S.p.A (formerly Agusta S.p.A.), AgustaWestland Philadelphia Corporation (formerly Agusta Aerospace Corporation).

Applicability: A109K2, A109E, A119 and AW119MKII helicopters, all serial numbers (s/n).

Reason: During the overhaul of an A119 helicopter main transmission, Part Number (P/N) 109-0400-05-103, a crack on Gleason crown P/N 109-0403-07-103 was found.

The investigation of this occurrence carried out by AgustaWestland revealed that the crack was originated from the bottom of one of 40 threaded holes in the Gleason crown. The Gleason crown P/N 109-0403-07-103 is also eligible for installation on A109 helicopters.

This condition, if not detected and corrected, could cause damage to, or loss of, the main rotor drive, possibly resulting in loss of control of the helicopter.

To address this potential unsafe condition, AgustaWestland published Bollettino Tecnico (BT) 109K-57 Rev. A, BT 119-058 Rev. A and BT 109EP-128 Rev. A (hereafter called “the applicable BT”), providing instructions for additional inspections of the Gleason crown and, depending on findings, replacement of the affected part with a new support assembly Gleason crown (welded to the mast support, which does not have the 40 threaded holes).

EASA AD No.: 2013-0118



For the reasons described above, this AD requires repetitive inspections of the Gleason crown and, depending on findings, accomplishment of the applicable corrective actions.




(1) Within the compliance time specified in the applicable BT, depending on the time in service of the affected main transmission on the effective date of this AD, accomplish repetitive magnetic particle inspections of the Gleason crown in accordance with the instructions of the applicable BT.

Note 1: For the purpose of this AD, the affected main transmissions are listed in Table 1 of this AD.

Table 1 – Affected Main Transmission

Helicopter Model(s) P/N S/N

A109K2 109-0400-03-103

Defined in the applicable BT

A119 and AW119MKII 109-0400-05-103

A109E 109-0400-03-109

(2) If, during any inspection as required by paragraph (1) of this AD, any crack is identified, before next flight, replace the affected Gleason crown with an improved part in accordance with the instructions of the applicable BT.

(3) An inspection, accomplished before the effective date of this AD in accordance with the instructions of the applicable AgustaWestland BT at original issue, is acceptable to comply with the initial inspection as required by paragraph (1) of this AD.

(4) Replacement of a Gleason crown as required by paragraph (2) of this AD constitutes terminating action for the repetitive inspections as required by paragraph (1) of this AD.

(5) From the effective date of this AD, do not install on any helicopter a Gleason crown P/N 109-0403-07-103 and do not install on any helicopter a Gleason crown assembly P/N 109-0401-27-101 or -109 (Gleason crown P/N 109-0403-07-103 is part of these assemblies).

Ref. Publications: AgustaWestland BT 109K-57 Rev. A dated 28 May 2013.

AgustaWestland BT 119-058 Rev. A dated 28 May 2013.

AgustaWestland BT 109EP-128 Rev. A dated 28 May 2013.





4. For any question concerning the technical content of the requirements in this AD, please contact: Agusta S.p.A. Customer Support Via del Gregge, 100 - 21015 Lonate Pozzolo (VA) – Italy Telephone + 39 0331 664600 ; Fax: + 39 0331 664684 E-mail: [email protected].



EASA AD No.: 2013-0161




AD No.: 2013-0161 Date: 25 July 2013 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.



AIRBUS


A380 aeroplanes



Supersedure: None

ATA 57 Wings – Movable Flap Track Fairing #3 / Side Load S tay Bearing – Inspection / Replacement


Applicability: Airbus A380-841, A380-842 and A380-861 aeroplanes, manufacturer serial numbers (MSN) 0010, 0012, 0013, 0015, 0016, 0017, 0020, 0022 and 0026.

Reason: The side load stay (SLS) rear lever at the movable flap track fairing number 3 (MFTF#3) has been found damaged and rotated on an in-service aeroplane. Investigation results revealed that the damage was fatigue related and caused by high break-away torque values imposed under dynamic loading of the SLS rear lever, combined with insufficient tightening pre-tension torque required for fixing the spherical bearing within the SLS rear lever lug. Subsequently, a limited batch of aeroplanes, potentially affected by this insufficient tightening pre-tension torque, has been identified. Airbus has also taken measures to prevent recurrence during production.

This condition, if not detected and corrected, could lead to the in-flight loss of the MFTF#3, possibly resulting in injuries to persons on the ground.

To address this potential unsafe condition, Airbus issued Service Bulletin (SB) A380-57-8086 to provide instructions for a one-time Detailed Visual Inspection (DVI) of the SLS rear lever at the MFTF#3.

For the reasons described above, this AD requires a one-time DVI of the SLS rear lever of MFTF#3 on the Left Hand (LH) and Right Hand (RH) wings and, depending on findings, replacement of the affected SLS rear level assembly.


EASA AD No.: 2013-0161





(1) Before exceeding 1 100 flight cycles since the aeroplane first flight, or within 6 months after the effective date of this AD, whichever occurs later, accomplish a DVI of the SLS rear lever of MFTF#3 on the LH and RH wings in accordance with the instructions of Airbus SB A380-57-8086.

(2) If, during the inspection as required by paragraph (1) of this AD, any discrepancy (as defined in Airbus SB A380-57-8086) is detected, before next flight, replace the affected SLS rear lever with a serviceable part in accordance with the instructions of Airbus SB A380-57-8086.

(3) Aeroplane, on which each SLS rear lever of MFTF#3 on the LH and RH wings were inspected before the effective date of this AD in accordance with the instructions of Airbus SB A380-57-8054, and no findings on SLS rear lever part was detected during this inspection, is compliant with requirement of paragraph (1) of this AD.

Ref. Publications: Airbus SB A380-57-8086 Original issue, dated 06 June 2013,

Airbus SB A380-57-8054 Original issue, dated 17 July 2012.



2. This AD was posted on 20 June 2013 as PAD 13-081 for consultation until 04 July 2013. 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 SAS - EIANA (Airworthiness Office) E-mail: [email protected].

EASA AD No.: 2013-0169







Airbus


A380 aeroplanes



Supersedure: None

ATA 25 Equipment & Furnishings – Passenger Seat – R eplacement


Applicability: Airbus A380-841, A380-842 and A380-861 aeroplanes, manufacturer serial numbers (MSN) 0003, 0005, 0006, 0008,0010, 0012, 0019, 0021, 0034, 0045 and 0051, equipped with passenger seats manufactured by Koito Industries.

Reason: The Japan Civil Aviation Bureau (JCAB) have informed EASA that a review of the safety of passenger seats manufactured by Koito industries has disclosed discrepancies which include falsification of static, dynamic and flammability testing, as well as uncontrolled changes to production data (material and dimensional). In addition, JCAB confirmed that Koito records, showing evidence of falsification, could not be deemed complete.

Examples include:

• Fictitious dynamic test pulse plots inserted into test reports following failure to meet required certification requirements.

• Flammability test coupons not representative of production parts, for instance by use of alternative adhesive not specified on the approved drawing.

• Fictitious deformation values entered in test reports when values exceeded the maximum allowed.

JCAB and EASA have concluded that all data (both design and manufacturing) generated by Koito must be treated as suspect.

Results from tests performed by Koito with the supervision of JCAB confirmed that a high proportion of seat models failed the requirements for structural,

EASA AD No.: 2013-0169



flammability and occupant injury criteria.

The level of falsification and the length of time over which the falsification occurred, in combination with the lack of retained records, prompted EASA to deem that all Koito Seats exhibit unsafe conditions of varying degrees.




(1) Within 2 month after the effective date of this AD, for each affected seat, perform one of the following three actions;

(1.1) Successfully complete a full certification programme to show that the seat and its installation comply with the appropriate certification basis. The certification programme plan and results must be presented to EASA for agreement. In addition it must be shown, through a process agreed by EASA, that each seat installed on an aeroplane is in conformance to the approved seat design. Following successful completion of the agreed programme, no further action is required,

or

(1.2) Remove the seat,

or

(1.3) Determine whether the seat is eligible to remain in service for a longer period in accordance with the relevant requirements of paragraphs (2) and (3) of this AD. The test/analysis plan and results, must be presented to EASA for agreement.

If, it has been demonstrated that the seat may remain in service for a longer period, at any time during that period the seat and its installation may be shown to fully comply with the appropriate certification basis, i.e. paragraph (1.1) above may still be followed.

(2) Within 1 year after the effective date of this AD, perform testing to determine whether the seat cushions (here defined as seat bottom and seat backrest, excluding head and leg rest cushions) comply with CS/JAR/FAR 25.853(c) (i.e. Appendix F Part II).

(2.1) Remove Koito Industries seat cushions that are not shown to be compliant with the flammability testing defined by CS/JAR/FAR 25.853(c) (i.e. Appendix F Part II).

Note 1: In order to account for unknown production non-conformities, test articles should be constructed from in-service cushions. The guidance in FAA AC 25.853-1 is applicable.

It is also acceptable to test brand new test specimens, provided that it is shown that the in-service cushions consist of foams/ covers which were supplied to Koito and marked by a different production organisation approved by EASA and/ or FAA.

Test reports issued by any qualified design organisation acceptable to the Agency, including Koito under JCAB supervision, will be acceptable. Any tests performed in the Koito seat cushion oil burner test facility before 23rd May 2011 are not acceptable.

Replacement cushions for seats installed on aeroplanes required to meet CS/JAR/FAR 25.562 requirements (either by their original Certification Bases or Post TC Modifications) must have consistent seat bottom geometry, stiffness and density (measured according to accepted industry standards) as compared with the cushions they replace. However, compliance with CS/JAR/FAR

EASA AD No.: 2013-0169



25.562(c)(2), i.e. lumbar load, does not need to be shown.

(3) Perform dynamic and/or static testing on passenger seats:

(3.1) Within 8 years after the effective date of this AD, remove Koito Industries passenger seats that have been shown to be compliant to CS/JAR/FAR 25.562(b)(2) and (c)(7),

or

(3.2) Within 4 years after the effective date of this AD, remove Koito Industries passenger seats that have been shown to be compliant to CS/JAR/FAR 25.561(b)(3)(ii) and (b)(3)(iii) but have not been shown to be compliant to CS/JAR/FAR 25.562(b)(2) and (c)(7),

or

(3.3) Within 2 months after the effective date of this AD, remove Koito Industries passenger seats for which:

i) tests have neither been performed in accordance with CS/JAR/FAR 25.561(b)(3)(ii) and (b)(3)(iii), nor CS/JAR/FAR 25.562(b)(2) and (c)(7),

or

ii) tests in accordance with CS/JAR/FAR 25.561(b)(3)(ii) and (b)(3)(iii) and have been performed but failed,

or

iii) tests in accordance with CS/JAR/FAR 25.561(b)(3)(ii) and (b)(3)(iii) have not been performed but tests in accordance with CS/JAR/FAR 25.562(b)(2) and (c)(7) have been performed and have failed.

Note 2: With regards to the load factors to be applied when testing to the CS/JAR/FAR 25.561 paragraphs specified above, it is acceptable to consider the airworthiness code amendment included in the original certification basis of the aeroplane or that used for the approval of the Koito Industries seat installation, as appropriate. The use of an EASA Part 21 DOA holder to develop and conduct the test programme (in accordance with their procedures, including the control and oversight of the test facility) will facilitate the EASA approval process.

The use of a new build test article is acceptable for static testing. However, in order to account for unknown production nonconformities, test articles for dynamic testing must be seats removed from service or spare seats delivered at the same time as the aeroplane shipset.

For test articles consisting of a seat from the fleet (or from spares), conformity checks should confirm aspects such as matching the seat part number to that noted in the test plan, of noting the general condition of the seat, of noting revisions/modifications that have been made to the seat (typically noted on modification placards), and of verifying the date of manufacture.

It is not required to test all in-service seat part numbers. The use of similarity is acceptable to show that the results obtained from a chosen test article are valid for other seat part numbers. Koito interface loads reports/test plans/drawings may be used as input data for the similarity analysis. The similarity methodology does not necessarily need to follow standard practice, i.e. all guidelines in FAA AC 25.562-1B, however, the methodology must be agreed with the Agency.

The generation of sharp edges or injurious surfaces during the structural testing performed to comply with this AD may also be

EASA AD No.: 2013-0169



considered failure criteria. Therefore, test results must include full recording of any post-test sharp edges and injurious surfaces.

(4) After the effective date of this AD, do not install any Koito Industries passenger seat or component on any aeroplane, unless in compliance with the requirements of this AD.

Koito Industries passenger seats that successfully complete the relevant requirements of paragraphs (3) of this AD are permitted to remain in service for the defined length of time but are limited in how they can be used as follows:

i) They may remain installed on the aeroplane;

ii) New seats/components and seats/components removed from service may be installed as direct spares for the same part number seats or components;

iii) Re-arrangement of the existing installed seats is acceptable following the same installation instructions and limitations as the original certification (e.g., if the original limitations allowed 32” to 34” pitch, the new layout shall be pitched within that range);

Any other use, including installation on aeroplanes that do not have Koito seats installed on the effective date of this AD, would be considered a new installation approval and must comply with all regulations.

(5) Design Changes to Seats

Wear-out component replacement parts such as food trays, arm rest covers, and other non-structural members may be approved by minor modification and installed on seats affected by this AD, until the compliance time as specified in this AD.

Any other category of change (e.g. In-Flight Entertainment upgrade) must be discussed with EASA.

Ref. Publications: None





EASA AD No.: 2013-0233







AIRBUS


A380 aeroplanes




ATA 53 Fuselage – Belly Fairing Structure – Inspection / Repair


Applicability: Airbus A380-841, A380-842 and A380-861 aeroplanes, all manufacturer serial numbers.

Reason: During scheduled maintenance checks accomplished by Airbus A380 operators, multiple corrosion spots were identified on belly fairing supports between frames (FR)35 and FR40 and between FR72 and FR76. Subsequent investigation results revealed that the corrosion of these frame areas was due to a lack of connection between drainage lines and belly fairing funnels, which caused water to flow into the affected frame zones.

This condition, if not detected and corrected, could lead to uncontrolled corrosion development, possibly resulting in in-flight loss of belly fairing panels, and consequent injury to persons on the ground.

To address this unsafe condition, EASA issued AD 2013-0024 to require repetitive Detailed Inspections (DET) of belly fairing structure between FR35 and FR40 and between FR72 and FR76, and depending on findings, corrective action.

Since that AD was issued, Airbus issued Airbus Service Bulletin (SB) A380-53-8057 to provide instructions for corrosion protection of in-service aeroplanes, embodied in production through Airbus modification 73133, and identified an extended scope of belly fairing access panel part numbers (P/N) vulnerable to corrosion.

For the reasons described above, this AD retains the requirements of EASA AD 2013-0024, which is superseded, but adds certain belly fairing access panels,

EASA AD No.: 2013-0233



identified by P/N in Appendix 1 of this AD, which are also subject to the repetitive DET required by this AD.

This AD also introduces an optional terminating action for the repetitive DET required by this AD.

Effective Date: 10 October 2013



(1) Initially within 24 months since the aeroplane first flight, or within 6 months after 21 February 2013 [the effective date of EASA AD 2013-0024], whichever occurs later, and thereafter, at intervals not to exceed 24 months, accomplish a DET of the belly fairing structure between FR35 and FR40 and between FR72 and FR76 in accordance with the instructions of Airbus SB A380-53-8056.

(2) If, during any inspection as required by paragraph (1) of this AD, corrosion is found, before next flight, contact Airbus for approved repair instructions and accomplish those instructions accordingly.

(3) Inspections and corrective actions, accomplished before 21 February 2013 [the effective date of EASA AD 2013-0024] in accordance with A380 Maintenance Planning Document (MPD) task 533500-00501-01, are acceptable to comply with the initial requirements of paragraph (1) of this AD. After 21 February 2013 [the effective date of the EASA AD 2013-0024], repetitive inspections and corrective actions must be accomplished in accordance with the instructions of Airbus SB A380-53-8056.

(4) Modification of an aeroplane in accordance with the instructions of Airbus SB A380-53-8057 after the initial DET as required by paragraph (1) of this AD and accomplishment of next scheduled DET, as required by paragraph (1) of this AD, constitute terminating action for the repetitive DET as required by paragraph (1) of this AD.

(5) Modification of an aeroplane in accordance with the instructions of Airbus SB A380-53-8057, provided this is accomplished before or concurrently with the initial DET, as required by paragraph (1) of this AD, constitutes terminating action for the repetitive DET as required by paragraph (1) of this AD.

(6) Aeroplanes, on which Airbus mod 73133 has been embodied in production, are not affected by the requirements of paragraph (1) of this AD, unless a belly fairing access panel, as identified in Appendix 1 of this AD, has been installed on that aeroplane. Following installation of such a panel, the aeroplane must be repetitively inspected and, depending on findings, corrected as required by paragraphs (1) and (2) of this AD.

(7) After modification of an aeroplane in accordance with the instructions of Airbus SB A380-53-8057, installation on that aeroplane of a belly fairing access panel, as identified in Appendix 1 of this AD, is allowed, provided that, following installation of such a panel, the aeroplane is repetitively inspected and, depending on findings, corrected as required by paragraphs (1) and (2) of this AD.

Ref. Publications: Airbus SB A380-53-8056 original issue dated 11 December 2012.

Airbus SB A380-53-8057 original issue dated 18 April 2013.



EASA AD No.: 2013-0233



2. This AD was posted on 02 September 2013 as PAD 13-132R1 for consultation 16 September 2013. No comments were received during the consultation period.



EASA AD No.: 2013-0233



Appendix 1 – Affected Belly Fairing Access Panel pa rt numbers (P/N) (pre-MOD 73133 or pre SB A380-53-8057)

Belly Fairing Access Panel Reference P/N

191BB

L5338178300000

L5338172200200

L5338172200400

L5338178200200

L5338178200400

192BB

L5338178700000

L5338178600400

L5338178600600

199AB

L5338577300200

L5338572200400

L5338572200600

L5338572200800

L5338577200400

L5338577200600

L5338577200800

199HB

L5338579700200

L5338579600400

L5338579600600

L5338572400400

L5338572400600

L5338572401000

L5338572401200

199FB

L5338577500000

L5338577400400

L5338577400600

199BB

L5338579500000

L5338579400200

L5338579400400

EASA AD No.: 2013-0266R1




AD No.: 2013-0266R1 Date: 14 February 2014 Note: This Airworthiness Directive (AD) is issued by EASA, acting in accordance with Regulation (EC) No 216/2008 on behalf of the European Community, its Member States and of the European third countries that participate in the activities of EASA under Article 66 of that Regulation.



AIRBUS


A380 aeroplanes



Revision: This AD revises EASA AD 2013-0266 dated 04 November 2013.

ATA 57 Wings – Cruciform Fitting Frame 56 – Inspect ion / Modification


Applicability: Airbus A380-841, A380-842 and A380-861 aeroplanes, all manufacturer serial numbers, except those on which Airbus modification 68010 has been embodied in production.

Reason: During full scale fatigue testing of the A380 aeroplane, cracks were detected on a cruciform fitting at frame (FR) 56. The results of the subsequent investigations determined that the subject cracks were fatigue related and initiated by high local stress.

This condition, if not detected and corrected, could reduce the structural integrity of the wing.

To address this potential unsafe condition, Airbus issued Service Bulletin (SB) A380-57-8076 to provide inspection instructions.

For the reasons described above, this AD requires a one-time special detailed inspection (SDI) of the Left Hand (LH) and Right Hand (RH) cruciform fittings at FR56 and modification of the cruciform flange.

This AD is revised to clarify that inspections or modification, as required by this AD, provide an equivalent level of safety for certain A380 Airworthiness Limitations Section (ALS) Part 2 task. This AD is considered to be an interim measure and further inspections may follow on modified cruciform flange.

Effective Date: Revision 1: 14 February 2014

Original issue: 18 November 2013

EASA AD No.: 2013-0266R1





(1) Within 4 200 FC or 30 900 flight hours (FH), whichever occurs first since aeroplane first flight, accomplish a SDI of the LH and RH cruciform fittings at FR56 in accordance with the instructions of Airbus SB A380-57-8076.

(2) If, during the SDI as required by paragraph (1) of this AD, no crack is detected, before next flight, accomplish one of the two actions, as specified in paragraph (2.1) or (2.2) of this AD:

(2.1) Modify the aeroplane in accordance with the instructions of Airbus SB A380-57-8074 (LH) and/or SB A380-57-8075 (RH), as applicable, or

(2.2) Accomplish a detailed inspection of the holes for damage and hole dimensions on LH and/or RH side, as applicable, in accordance with the instructions of Airbus SB A380-57-8076.

(3) If, during the detailed inspection of the holes as required by paragraph (2.2) of this AD, no damage is found, before exceeding 5 000 FC or 36 800 FH, whichever occurs first since aeroplane first flight, accomplish a SDI of the LH and/or RH, as applicable, cruciform fitting at FR56 in accordance with the instructions of Airbus SB A380-57-8076.

(4) If, during the detailed inspection of the holes as required by paragraph (2.2) of this AD, any damage is found, before next flight, modify the aeroplane in accordance with the instructions of SB A380-57-8074 (LH) and/or SB A380-57-8075 (RH), as applicable.

(5) If, during the SDI as required by paragraph (3) of this AD, no crack is found, before next flight, modify the aeroplane in accordance with the instructions of Airbus SB A380-57-8074 (LH) and/or SB A380-57-8075 (RH), as applicable.

(6) If, during the SDI as required by paragraph (1) or (3) of this AD, any crack is found, before next flight, depending on crack depth, modify the aeroplane in accordance with Airbus SB instructions as defined in Table 1 of this AD, or contact Airbus for approved repair instructions and, within the compliance time as specified in those instructions, accomplish the repair accordingly. If no compliance time is defined in the repair instructions, accomplish the repair before next flight.

Table 1 – Modification

Crack Depth Accomplishment Instructions

Less than or equal to 1 mm SB A380-57-8074 (LH) or SB A380-57-8075 (RH), as applicable

More than 1 mm but less than or equal to 5 mm

SB A380-57-8072 (LH) or SB A380-57-8073 (RH), as applicable

More than 5 mm Contact Airbus

(7) From the effective date of this AD, maintenance task defined in A380 ALS Part 2 – ALI task 572100-00093-01A is no longer applicable for aeroplanes affected by this AD.

Ref. Publications: Airbus SB A380-57-8072 Original issue dated 12 July 2013,

Airbus SB A380-57-8073 Original issue dated 12 July 2013,


EASA AD No.: 2013-0266R1




Airbus SB A380-57-8076 Original issue dated 12 July 2013.



2. The original issue of this AD was posted on 23 September 2013 as PAD 13-146 for consultation until 21 October 2013. The Comment Response Document can be found at http://ad.easa.europa.eu.



EASA AD No.: 2013-0292







AIRBUS


A380 aeroplanes



Supersedure: None

ATA 53 Fuselage – Belly Fairing Frame 46 T-Profile and Sti ffeners – Inspection / Replacement / Modification



Reason: During an A380 transit check, Belly Fairing (BF) panels 191HL and 191EL in the underwing area were found displaced out of fuselage contour and loose at the aft end of Frame (FR) 46. After removal of the BF panels, the BF FR 46 T-profile was found broken and the associated underwing spar found cracked.

Subsequent investigation determined that the structural damage detected at the FR46 underwing panel was most likely caused by a combination of vibration in the area and a preload force, transmitted from the wing profile to the seal profile in the BF panel, which is dependent on the affected structure assembly tolerances.

This condition, if not detected and corrected, could lead to in-flight loss of BF panels, possibly resulting in injury to persons on the ground.

To address this potential unsafe condition, Airbus issued Service Bulletin (SB) A380-53-8051 to provide instructions for repetitive inspections of the affected fuselage BF frames, and developed a modification, embodied in production through Airbus mod 71525, and in-service through Airbus SB A380-53-8049.

For the reasons described above, this AD requires repetitive detailed inspections (DET) of BF frame T-profile and stiffeners at FR 46 and, depending on findings, accomplishment of applicable corrective actions. This AD also

EASA AD No.: 2013-0292



introduces an optional terminating action for the repetitive fuselage BF frame inspections.




(1) Before exceeding 1 200 flight cycles (FC) accumulated by the aeroplane since first flight, or within 270 FC after the effective date of this AD, whichever occurs later, and, thereafter, at intervals not to exceed 1 200 FC, accomplish a DET of the BF Frame T-profile and stiffeners at FR 46 and of the under wing spar between FR 44 and FR 46 on the left-hand and right-hand sides in accordance with the instructions of Airbus SB A380-53-8051.

(2) If, during any inspection as required by paragraph (1) of this AD, any crack is detected, before next flight, accomplish one of the corrective actions, as specified in paragraph (2.1), or (2.2), or (2.3) of this AD:

(2.1) Replace the affected BF T-profile and stiffeners at FR 46 and the affected under wing spar between FR 44 and FR 46 with serviceable parts in accordance with the instructions of Airbus SB A380-53-8051, or

(2.2) Contact Airbus for approved repair instructions and, within the compliance time as specified in those instructions, accomplish the repair accordingly. If no compliance time is defined in the repair instructions, accomplish the repair before next flight, or

(2.3) Modify the BF under wing spar at FR 46 in accordance with the instructions of Airbus SB A380-53-8049.

(3) Replacement of the affected BF T-profile and stiffeners at FR 46 and of the affected under wing spar between FR 44 and FR 46 on an aeroplane, as specified in paragraph (2.1) of this AD, does not constitute terminating action for the repetitive inspections required by paragraph (1) of this AD for that aeroplane.

(4) Modification of an aeroplane in accordance with the instructions of Airbus SB A380-53-8049, as specified in paragraph (2.3) of this AD, constitutes terminating action for the repetitive inspections required by paragraph (1) of this AD for that aeroplane.

Ref. Publications: Airbus SB A380-53-8049 original issue dated 10 October 2013,

Airbus SB A380-53-8051 original issue dated 11 October 2013.



2. This AD was posted on 18 October 2013 as PAD 13-159 for consultation until 15 November 2013. 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 SAS - EIANA (Airworthiness Office), Telephone : +33 562 110 253; Fax: +33 562 110 307 E-mail: [email protected].

EASA AD No.: 2013-0297







AIRBUS


A380 aeroplanes



Supersedure: None

ATA 27 Flight Controls – Slat Wing Tip Brake – Inspection / Modification



Reason: During strip-down inspection of a damaged A380 aeroplane slat Wing Tip Brake (WTB) part number (P/N) TY2761-02A, accomplished by Goodrich, the part supplier, the friction paper material of some stator discs was found detached. Subsequent investigation revealed that the detected friction paper material delamination was caused by a too short cure period (30 seconds instead of 90 seconds) for the adhesive, making it susceptible to chemical attack by aviation hydraulic fluid Skydrol. The probability of the paper delamination from the metal plate increases with exposure time and temperature. The higher the temperature, the faster the Skydrol hydraulic fluid dissolves the adhesive bond. Due to design features of the WTB unit, detached flakes of friction paper may migrate into the unit and, under certain conditions, prevent full actuation of the brake pack, resulting in the inability to react against torque.

This condition, if not detected and corrected, could lead to slat asymmetric movement, possibly resulting in loss of control of the aeroplane.


For the reasons described above, this AD requires a one-time inspection to identify and replace or modify the affected WTB.


EASA AD No.: 2013-0297





(1) Within 6 months after the effective date of this AD, inspect each WTB to identify the WTB P/N and serial number (S/N) in accordance with the accomplishment instructions of Airbus SB A380-27-8025.

A review of aeroplane maintenance records, in lieu of an inspection of the part, is acceptable to determine the P/N and S/N of the installed WTB, provided those records can be relied upon for that purpose.

(2) If, during the inspection as required by paragraph (1) of this AD, it is determined that a WTB having P/N TY2761-02A, with S/N as listed in Appendix 1 of this AD and without a dot of paint on the identification label, is installed, before next flight, replace the WTB with a serviceable part in accordance with the instructions of Airbus SB A380-27-8025, or modify the WTB in accordance with the instructions of Goodrich SB 2761-27-630.

(3) Aeroplanes, modified before the effective date of this AD in accordance with the instructions of Airbus SB A380-27-8025, are not affected by the requirement of paragraph (1) of this AD, provided that no WTB having P/N TY2761-02A and S/N listed in Appendix 1 of this AD without dot of paint on the identification label has been installed on an aeroplane since that modification.

(4) Aeroplanes, that, on the effective date of this AD, have a P/N TY2761-02A WTB installed that has been modified in accordance with the instructions of Goodrich SB 2761-27-630, are not affected by the requirement of paragraph (1) of this AD.

(5) From the effective date of this AD, do not install on any aeroplane a WTB P/N TY2761-02A, with S/N as listed in Appendix 1 of this AD, unless it has been modified in accordance with the instructions of Goodrich SB 2761-27-630.

Ref. Publications: Airbus SB A380-27-8025 original issue dated 05 November 2010;

Goodrich SB 2761-27-630 original issue dated 23 June 2010.



2. This AD was posted on 30 October 2013 as PAD 13-161 for consultation until 27 November 2013. The Comment Response Document can be found at http://ad.easa.europa.eu.



EASA AD No.: 2013-0297



Appendix 1 – WTB P/N TY2761-02A – List of affected S/N

276101AGA0031 276101AGA0045 276101AGA0067 276102AGA0082

276101AGA0032 276101AGA0046 276101AGA0068 276102AGA0083

276101AGA0033 276101AGA0049 276102AGA0074 276102AGA0086

276101AGA0034 276101AGA0052 276102AGA0075 276102AGA0087

276101AGA0038 276101AGA0055 276102AGA0076 276102AGA0095

276101AGA0039 276101AGA0061 276102AGA0077 276102AGA0096

276101AGA0041 276101AGA0065 276102AGA0080 276102AGA0100

276101AGA0044 276101AGA0066 276102AGA0081 276102AGA0101

EASA AD No.: 2014-0017







AIRBUS


A380 aeroplanes


Foreign AD: Not Applicable

Supersedure: None

ATA 53 Fuselage – Belly Fairing Junction Frame 35-37 / Str inger 11 – Inspection / Modification

Manufacturer(s): Airbus (Formerly Airbus Industrie)

Applicability: Airbus A380-841, A380-842, and A380-861 aeroplanes, all manufacturer serial numbers

Reason: During scheduled maintenance checks accomplished by Airbus A380 operators, several cracks were reported on the belly fairing leading edge profile on frame (FR) 35 - FR 37 / Stringer (STRG) 11. A fatigue phenomenon was identified as the most probable cause of the damages.

This condition, if not detected and corrected, could lead to reduction of the belly fairing structural integrity, possibly resulting in in-flight loss of belly fairing panels, and consequent injury to persons on the ground.

To address this unsafe condition, Airbus issued Service Bulletin (SB) A380-53-8052 to provide accomplishment instructions for inspection of the affected area to detect crack before it becomes critical. Airbus also developed a modification (mod) 72506 to reinforce the affected zone, embodied on aeroplanes in production, and available for in-service aeroplanes through Airbus SB A380-53-8063.

For the reasons described above, this AD requires repetitive detailed inspections (DET) of the belly fairing affected area and, depending on findings, accomplishment of applicable corrective action(s).


EASA AD No.: 2014-0017





Aeroplanes on which Airbus mod 72506 has NOT been e mbodied in production:

(1) Within the threshold indicated in Table 1 of this AD, as applicable, and, thereafter, at intervals not to exceed 200 flight cycles (FC) or 1 475 flight hours (FH), whichever occurs first, accomplish a DET of the belly fairing junction FR 35-FR 37 / STRG 11 on the left-hand (LH), and right-hand (RH) side in accordance with the instructions of Airbus SB A380-53-8052.

Table 1 – Initial inspection

Compliance time (whichever occurs later, A or B)

A Within 1 425 FC or 10 500 FH, whichever occurs first, after aeroplane first flight or since the last installation of new parts having part number (P/N) as listed in Appendix 1 of this AD, as applicable.

B Within 150 FC or 1 100 FH, whichever occurs first, after the effective date of this AD.

(2) If, during any inspection as required by paragraph (1) of this AD, any damage is found, before next flight, accomplish one of the following actions:

(2.1) Contact Airbus for approved repair or replacement instructions and accomplish the repair or replacement accordingly and, within the compliance time specified in those instructions, replace the affected parts as specified in paragraph (2.2) of this AD, or

(2.2) Modify the belly fairing structure at the leading edge area in accordance with the instructions of Airbus SB A380-53-8063. Thereafter, paragraph (5) of this AD becomes applicable.

(3) After modification of the belly fairing structure, as specified in paragraph (2.2) of this AD, the repetitive inspections required by paragraph (1) of this AD are no longer applicable.

(4) Within 30 days after each inspection, as required by paragraph (1) of this AD, report the inspection results, including no findings, to Airbus.

Aeroplanes on which Airbus mod 72506 has been embod ied in production and aeroplanes on which Airbus SB A380-53-8063 has been embodied in service:

(5) Before exceeding 11 000 FC or 80 300 FH, whichever occurs first since aeroplane first flight, accomplish a DET of the belly fairing junction FR 35-FR 37 / STRG 11 on the LH and RH side in accordance with the accomplishment instructions of Airbus SB A380-53-8052.

(6) Before next flight after the DET as required by paragraph (5) of this AD, contact Airbus to report the inspection results to obtain approved instructions for replacing the reinforced belly fairing structure at the leading edge area and the rod having part number L533-80706-068, and accomplish the replacements accordingly.

Ref. Publications : Airbus SB A380-53-8052 original issue, dated 31 October 2013,

Airbus SB A380-53-8063 original issue, dated 31 October 2013.



2. This AD was posted on 21 November 2013 as PAD 13-173 for consultation

EASA AD No.: 2014-0017



until 19 December 2013. 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 SAS – EIANA (Airworthiness Office), Telephone: +33 562110253 ; Fax:+33 562 110 307. E-mail: [email protected].

Appendix 1 – List of affected belly fairing structure parts at the leading edge area

Affected Parts P/N

Fitting Assembly L5338112400000 (LH side) L5338112400100 (RH side)

Profile L5338105220000 (LH side) L5338105220100 (RH side)

Profile L5338105120000 (LH side) L5338105120100 (RH side)

EASA AD No.: 2012-0267R2




AD No.: 2012-0267R2 Date: 25 July 2014 Note: This Airworthiness Directive (AD) is issued by EASA, acting in accordance with Regulation (EC) No 216/2008 on behalf of the European Community, its Member States and of the European third countries that participate in the activities of EASA under Article 66 of that Regulation.



Airbus


A380 aeroplanes



Revision: This AD revises EASA AD 2012-0267R1 dated 20 December 2013, including the Correction dated 05 February 2014.

ATA 35 Passenger Oxygen – Oxygen Distribution Pressure Line and Container Manifolds – Inspection


Applicability: Airbus A380-841, A380-842 and A380-861 aeroplanes, all manufacturer serial numbers, except aeroplanes that have embodied Airbus Modification (mod) 73623 in production.

Reason: During maintenance checks of the passenger oxygen distribution line, some minor leaks were detected inside the oxygen containers. Investigations confirmed that a cracked manifold is the origin of the leak.

This condition, if not detected and corrected, could lead to a decrease of the available oxygen capacity, possibly resulting in exposure of the cabin occupants to hypoxia following a depressurization event.

Prompted by this potential unsafe condition, EASA issued AD 2012-0267 to require repetitive special detailed inspections (SDI) of the oxygen Distribution Pressure Line (DPL) and container manifolds and, depending on the detected leak rate, accomplishment of applicable corrective action(s). That AD also required the reporting of the inspection results.

After EASA AD 2012-0267 was issued, Airbus developed mod 73623 for aeroplanes in production, available in service for A380-842 aeroplanes through Airbus Service Bulletin (SB) A380-35-8020 (retrofit mod 73624) providing instructions for installing improved oxygen Passenger Dispensing Unit (PDU).

Consequently, EASA issued AD 2012-0267R1 to exclude from the Applicability aeroplanes that embody Airbus mod 73623 in production and to introduce the in-service installation of improved oxygen PDU (for A380-842 aeroplanes) as

EASA AD No.: 2012-0267R2



an optional terminating action for the repetitive SDI required by this AD.

Since EASA AD 2012-0267R1 was issued, Airbus issued SB A380-35-8021 (retrofit mod 74766) providing instructions for installing improved oxygen PDU on A380-841 and A380-861 aeroplanes.

For the reasons described above, this AD is revised to introduce in-service installation of an improved oxygen PDU on an A380-841 or A380-861 aeroplane as optional terminating action for the repetitive SDI required by this AD for that aeroplane.

Effective Date: Revision 2: 25 July 2014

Revision 1: 20 December 2013

Original Issue: 03 January 2013



(1) Within 5 000 flight hours (FH) after aeroplane first flight, or within 1 000 FH after 03 January 2013 [the effective date of the original issue this AD], whichever occurs later, and, thereafter, at intervals not to exceed 5 000 FH, accomplish a SDI of the oxygen DPL and container manifolds in accordance with the instructions of Airbus SB A380-35-8019.

(2) If, during any SDI as required by paragraph (1) of this AD, the detected leak rate is not within the tolerance as defined in Airbus SB A380-35-8019 and/or damaged oxygen containers are found, accomplish the actions specified in paragraphs (3) and (4) of this AD.

(3) Before next flight after detection of discrepancies as specified in paragraph (2) of this AD, accomplish a leak check of the oxygen DPL and record the elapsed time to pass from 5 bar to 2 bar in accordance with the instructions of Airbus SB A380-35-8019.

(4) Within the applicable compliance time, as defined in Paragraph 1.E.(2) of Airbus SB A380-35-8019, depending on the elapsed time, recorded as required by paragraph (3) of this AD, repair or replace the damaged oxygen container and accomplish a validation leak check of the oxygen DPL in accordance with the instructions of Airbus SB A380-35-8019.

(5) Aeroplanes that, before 03 January 2013 [the effective date of the original issue this AD], passed the leak check (leak rate within the tolerance) in accordance with the instructions of A380 Aircraft Maintenance Manual task 35-22-00-790-801, are compliant with the initial requirement of paragraph (1) of this AD. After 03 January 2013 [the effective date of the original issue of this AD], repetitive inspections and corrective actions must be accomplished in accordance with the instructions of Airbus SB A380-35-8019.

(6) From 03 January 2013 [the effective date of the original issue of this AD], within 10 days after accomplishment of any SDI as required by paragraph (1) of this AD, as applicable, report all recorded inspection results (including no findings) to Airbus in accordance with the instructions of Airbus SB A380-35-8019.

(7) Repair or replacement of oxygen containers as required by paragraph (4) of this AD does not constitute terminating action for the repetitive SDI as required by paragraph (1) of this AD.

(8) Modification of an aeroplane in accordance with the instructions of Airbus SB A380-35-8020 or Airbus SB A380-35-8021, as applicable to aeroplane model, constitutes terminating action for the repetitive SDI as required by paragraph (1) of this AD for that aeroplane.

EASA AD No.: 2012-0267R2



Ref. Publications: Airbus SB A380-35-8019, original issue dated 31 July 2012.

Airbus SB A380-35-8020, original issue dated 18 October 2013.

Airbus SB A380-35-8021, original issue dated 03 July 2014.



2. The original issue of this AD was posted on 05 November 2012 as PAD 12-135 for consultation until 03 December 2012. 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 SAS - EIANA (Airworthiness Office), E-mail: [email protected].

EASA AD No.: 2013-0089R1







AIRBUS


A380 aeroplanes



Revision: This AD revises EASA AD 2013-0089 dated 12 April 2013.

ATA 29 Hydraulic Power – Hydraulic Power Accumulato r – Replacement



Reason: During a fatigue cycling test on the hydraulic power (HP) accumulator, a failure occurred in an unusual, sudden rupture mode. The HP accumulator developed a fatigue crack on the full circumference (360°) starting at the electron beam (EB) weld root.

The result of the subsequent investigation revealed that a change occurred in the HP accumulator manufacturing process in May 2009, which led to narrower accumulator weld width. The accumulator manufacturer (Eaton) introduced a new inspection procedure to prevent delivery of HP accumulators with narrowed weld width. However, for some parts with part number (P/N) 299000-1, manufactured since 2009, the original cyclic life can no longer be supported.

This condition, if not corrected, could lead to accumulator burst and consequent fuselage structure damage, possibly resulting in decompression of the aeroplane and injury to occupants.

To address this unsafe condition, Airbus issued a Service Bulletin (SB) A380-29-8018 to provide instruction for replacement of affected HP accumulator.

For the reasons described above, EASA issued AD 2013-0089 to require replacement of the affected HP accumulators.

EASA AD No.: 2013-0089R1



Revision 1 of this AD is issued to clarify the replacement time of HP accumulators having a serial number (S/N) listed in Table 4 of Appendix 1 of this AD without a yellow dot of paint added on the identification label (S/N higher than 02122990).


Original issue : 26 April 2013



(1) Within the compliance time as defined in Table 1 of this AD, depending on part configuration, or within 20 days after 26 April 2013 [the effective date of this AD at original issue], whichever occurs later, identify the installed HP accumulator and replace the HP accumulator having P/N 299000-1 and S/N listed in Appendix 1 of this AD with a serviceable part in accordance with the instructions of Airbus SB A380-29-8018. A review of aeroplane maintenance records is acceptable for identifying of the installed HP accumulator, provided those records can be relied upon for that purpose.

Table 1: HP Accumulator P/N 299000-1 Replacement Compliance Time

Affected HP Accumulator Configuration

Compliance Time (whichever occurs first)

A: S/N listed in Table 2 of appendix 1 of this AD

Within 750 flight cycles (FC) or 6 200 flight hours (FH) accumulated by the part

B: S/N listed in Table 3 of appendix 1 of this AD

Within 3 525 FC or 29 350 FH accumulated by the part since it has been tested in accordance with EATON SB 299000-29A01

C: S/N listed in Table 4 of appendix 1 of this AD

Within 4 275 FC or 35 600 FH accumulated by the part

(2) Aeroplanes on which Airbus modification (mod) 71175 has been embodied in production, and aeroplanes which have been modified in service in accordance with the instructions of Airbus SB A380-29-8016, are not affected by the requirement of paragraph (1) of this AD, provided that no HP Accumulator having P/N 299000-1 and S/N listed in Appendix 1 of this AD has been installed since the aeroplane first flight or since modification in accordance with Airbus SB A380-29-8016.

(3) From 26 April 2013 [the effective date of this AD at original issue], do not install on an aeroplane a HP accumulator P/N 299000-1 with a S/N as listed in Appendix 1 of this AD, unless in compliance with the requirements of this AD.

Ref. Publications: Airbus SB A380-29-8018 original issue dated 23 December 2011,

Airbus SB A380-29-8016 original issue dated 05 February 2013,

EATON SB 299000-29A01 original issue dated 07 June 2011, or Revision 01 dated 19 February 2013, or Revision 02 dated 06 January 2014.



2. The original issue of this AD was posted on 19 November 2012 as PAD 12-145 for consultation until 17 December 2012, and re-published on

EASA AD No.: 2013-0089R1



08 March 2013 as PAD 12-145R1 for additional consultation until 22 March 2013. The Comment Response Document can be found at http://ad.easa.europa.eu.



EASA AD No.: 2013-0089R1



Appendix 1

Table 2 – List of HP accumulators P/N 299000-1, in configuration A, identified by S/N

(without a yellow or pink dot of paint on the identification label)

01512990 01562990 01672990 01692990 01762990

01532990 01642990 01682990 01742990 01832990

Table 3 – List of HP accumulators P/N 299000-1 in configuration B, identified by S/N

(with a pink dot of paint on the identification label, which confirms that the part has been tested in accordance with EATON SB 299000-29A01)

01522990 01602990 01652990 01712990

01542990 01612990 01662990 01722990

01592990 01622990 01702990 01782990

Table 4 – List of HP accumulators P/N 299000-1 in configuration C, identified by S/N

(with or without a yellow dot of paint on the identification label)

01732990 02142990 02392990 02652990 02902990

01752990 02152990 02402990 02662990 02912990

01772990 02162990 02412990 02672990 02922990

01812990 02172990 02422990 02682990 02932990

01822990 02182990 02432990 02692990 02942990

01842990 02192990 02442990 02702990 02952990

01852990 02202990 02452990 02712990 02962990

01862990 02212990 02462990 02722990 02972990

01872990 02222990 02472990 02732990 02982990

01882990 02232990 02482990 02742990 02992990

01892990 02242990 02492990 02752990 03002990

01912990 02252990 02502990 02762990 03012990

01962990 02262990 02512990 02772990 03022990

01972990 02272990 02522990 02782990 03032990

01982990 02282990 02532990 02792990 03042990

01992990 02292990 02542990 02802990 03052990

02052990 02302990 02552990 02812990 03062990

02062990 02312990 02562990 02822990 03072990

02072990 02322990 02572990 02832990 03082990

02082990 02332990 02582990 02842990 03092990

02092990 02342990 02602990 02852990 03102990

02102990 02352990 02612990 02862990 03112990

02112990 02362990 02622990 02872990 03122990

02122990 02372990 02632990 02882990 03132990

02132990 02382990 02642990 02892990 03142990

EASA AD No.: 2014-0041




AD No.: 2014-0041 Date: 24 February 2014 Note: This Airworthiness Directive (AD) is issued by EASA, acting in accordance with Regulation (EC) No 216/2008 on behalf of the European Community, its Member States and of the European third countries that participate in the activities of EASA under Article 66 of that Regulation.



AIRBUS


A380 aeroplanes



Supersedure: None

ATA 92 Electric and Electronic Common Installation – Left Hand Pylons / Clearance between G Route and Door Restrai ner – Inspection / Modification

Manufacturer(s): Airbus (Formerly Airbus Industrie)

Applicability: Airbus A380-841, A380-842 and A380-861 aeroplanes, all manufacturer serial numbers, except aeroplanes on which Airbus modification (mod) 73989 or mod 73990 has been embodied in production.

Reason: During an inspection on an in-production A380 aeroplane, the route 1G harness in Zone F was found in contact with the overpressure door restrainer system located in left hand (No.1 and No.2 engines) pylons. This lack of clearance is not in conformity with A380 aeroplane specification for this area, which requires this gap to be greater than 10 mm.

This condition, if not detected and corrected, may lead to G route chafing and, consequently, create an ignition source in the area adjacent to the fuel tank. This failure condition combined with a fuel/hydraulic leak (an additional independent failure) may result in an uncontained fire.

To address this potential unsafe condition, Airbus developed a modification and issued Service Bulletin (SB) A380-92-8079 (Airbus mod 73989) for aeroplanes fitted with RR Trent 900 engines, and Airbus SB A380-92-8080 (Airbus mod 73990) for aeroplanes fitted with EA GP7200 engines, to ensure the required clearance for affected engine pylons.

For the reasons described above, this AD requires a one-time inspection of clearance between route G harness and the overpressure door restrainers system on No.1 and No.2 engine pylons, and depending on findings,

EASA AD No.: 2014-0041



modification of the affected pylon(s).




(1) Within 24 months after the effective date of this AD, measure the gap between the route G harness and overpressure door restrainer on No.1 and No.2 engine pylons and check if lacing tape is installed in accordance with the instructions of Airbus SB A380-92-8079 or Airbus A380-92-8080, as applicable to aeroplane model and configuration.

(2) If, during the inspection as required by paragraph (1) of this AD, a gap less than 10 mm is detected on any pylon, or no lacing tape is found to be installed, before next flight, modify the affected pylon by installing a lacing tape in accordance with the instructions of Airbus SB A380-92-8079 or Airbus A380-92-8080, as applicable to aeroplane model.

Ref. Publications: Airbus SB A380-92-8079 original issue dated 18 October 2013.




2. This AD was posted on 22 January 2014 as PAD 14-015 for consultation until 19 February 2014. No comments were received during the consultation period.



EASA AD No.: 2010-0105R2





This AD is issued in accordance with EU 748/2012, 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].


AIRBUS


A380 aeroplanes



Revision: This AD revises EASA AD 2010-0105R1 dated 25 February 2013.

ATA 54 Nacelle and Pylons – Aft Pylon Fairing / Fasteners – Inspection / Modification


Applicability: Airbus A380-841, A380-842 and A380-861 aeroplanes, all manufacturer serial numbers, except those that have been modified in production by installation of improved design (reinforced) APF in accordance with Airbus Modification (mod.) 70343 or 70344, as applicable to aeroplane model.

Reason: Several cases of broken, missing or loosed fasteners have been reported on in-service A380 aeroplanes at the rear interface of the Aft Pylon Fairing (APF). These damages have been confirmed, through a one-time inspection program of the APF, to be present on a limited number of aeroplanes only.

The APF is attached to the pylon primary structure through a forward, an intermediate and a rear interface. The rear interface is secured with 4 fasteners with associated anchor nuts (2 adjacent fasteners at the inboard side of the pylon, and 2 adjacent fasteners at the outboard side of the pylon).

In case of failure at the rear interface, the forward and the intermediate interfaces are able to sustain the ultimate loads but the residual fatigue life is significantly decreased. This situation, if not detected and corrected, could lead to the in-flight loss of the fairing, possibly resulting in injuries to persons on the ground.

To address this potential unsafe condition, EASA issued AD 2010-0105 to require repetitive inspections of the four fasteners at each APF rear attachment to detect disengaged fasteners, the reporting of the inspection

EASA AD No.: 2010-0105R2



results and the accomplishment of the applicable corrective actions.

Since that AD was issued, Airbus developed a reinforced APF with improved structural integrity, which is embodied in production through Airbus mod. 70343 or Airbus mod. 70344, and in service through associated Airbus Service Bulletin (SB) A380-54-8016 or Airbus SB A380-54-8017, as applicable to aeroplane model.

EASA AD 2010-0105R1 was issued to reduce the Applicability by excluding aeroplanes that have the reinforced APF installed, and introducing installation of reinforced APF as an optional terminating action for the repetitive inspections required by this AD.

After EASA AD 2010-0105R1 was issued, Airbus issued Airbus SB A380-54-8040 to provide instructions for installation of reinforced APF with improved fairings.

For the reasons described above, this AD is revised to introduce in-service installation of reinforced APF in accordance with Airbus SB A380-54-8040 as an optional terminating action for the repetitive inspections required by this AD.


Revision 1 : 04 March 2013

Original Issue : 22 June 2010



(1) Within 200 flight cycles (FC) since the last APF installation, or within 50 FC after 22 June 2010 [the effective date of the original issue of this AD], whichever occurs later, and, thereafter, at intervals not exceeding 200 FC, accomplish a visual inspection of the four fasteners at the APF rear attachment of each pylon, in accordance with the instructions of Airbus SB A380-54-8011.

(2) Cancelled.

(3) Cancelled – transferred to paragraph (1).

(4) If, during any inspection as required by paragraph (1) of this AD:

(4.1) More than one fastener is found disengaged on a pylon: before next flight, replace all disengaged and horizontally adjacent fasteners on this pylon and accomplish the applicable corrective actions, in accordance with the instructions of Airbus SB A380-54-8011.

(4.2) Only one fastener is found disengaged on a pylon: within 10 FC after the inspection, replace the disengaged and its horizontally adjacent fasteners on this pylon and accomplish the applicable corrective actions, in accordance with the instructions of Airbus SB A380-54-8011.

(5) Accomplishment of corrective actions as required by paragraph (4) of this AD does not constitute terminating action for the repetitive inspections required by paragraph (1) of this AD.

(6) Within 10 days after the accomplishment of each inspection in accordance with paragraph (1) of this AD, report the inspection results, including no findings, to Airbus.

(7) Cancelled.

(8) Modification of an aeroplane by replacement of all APF with improved design (reinforced) APF in accordance with the instructions of Airbus SB A380-54-8016 or SB A380-54-8017 or SB A380-54-8040, as applicable to aeroplane model, constitutes terminating action for the repetitive

EASA AD No.: 2010-0105R2



inspections as required by paragraph (1) of this AD for that aeroplane.

Ref. Publications: Airbus SB A380-54-8011 original issue dated 17 December 2009, or Revision 01 dated 10 May 2010.


Airbus SB A380-54-8017 original issue dated 15 November 2012.

Airbus SB A380-54-8040 original issue dated 14 January 2014.








EASA AD No.: 2012-0078R2







AIRBUS


A380 aeroplanes



Revision: This AD revises EASA AD 2012-0078R1 dated 26 February 2013.

ATA 54 Nacelles / Pylons – Finger Seals at the Interface with Nacelle – Inspection / Replacement / Modification


Applicability: Airbus A380-841, A380-842, and A380-861 aeroplanes, all manufacturer serial numbers, except aeroplanes on which Airbus modification (mod.) 70343 or Airbus mod. 70344 has been embodied in production.

Reason: In-service finding has been reported, describing damaged finger seals at the interface of the nacelle Inner Fixed Structure (IFS) trailing edge with the Aft Pylon lower Fairing (APF).

Investigations identified that installation beyond tolerances or stiffness of finger seal foot could cause hard contact between rear edge of IFS wear plates and pylon finger seals.

This condition, if not detected and corrected, could lead to damages to some APF finger seals. The finger seals are composed of two overlapping rows of seals and are part of fire barrier of the core zone. In case of significant damages on these finger seals, if an engine fire event occurs, the engine fire protection means may be compromised, which would affect the aeroplane safe flight.

To address this potential unsafe condition, EASA issued AD 2012-0078 to require repetitive detailed visual inspections (DVI) of the lower fairing finger seal plates for each pylon, and depending on findings, the accomplishment of the applicable corrective actions.

In addition, Airbus developed a reinforced APF with improved structural integrity, which is embodied in production through Airbus mod 70343 or Airbus mod 70344, and in-service through associated Airbus Service Bulletin (SB) A380-54-8016 or Airbus SB A380-54-8017, as applicable to aeroplane model.

EASA AD No.: 2012-0078R2



EASA AD 2012-0078R1 was issued to introduce the in-service installation of reinforced APF as an optional terminating action for the repetitive inspections required by this AD.

After AD 2012-0078R1 was issued, Airbus issued Airbus SB A380-54-8040 to provide instruction for installation of the reinforced APF with improved fairings.

For the reasons described above this AD is revised to introduce in-service installation of reinforced APF in accordance with Airbus SB A380-54-8040 as an optional terminating action for the repetitive inspections required by this AD.


Revision 1 : 05 March 2013

Original Issue : 21 May 2012



(1) Within the threshold indicated in Table 1 of this AD, as applicable to aeroplane model, or within 50 Flight Cycle (FC) after 21 May 2012 [the effective date of the original issue of this AD], whichever occurs later, and thereafter, at intervals not to exceed the values indicated in Table 1 of this AD, perform a DVI of the finger seal plates for each pylon in accordance with the instructions of Airbus SB A380-54-8024 or SB A380-54-8025, as applicable to aeroplane model.

Table 1

Aeroplane Model

Threshold for initial inspection

Interval for repetitive inspections

A380-841 and A380-842

Within 1 250 FC since first APF installation on an aeroplane, or since last inspection performed in accordance with Airbus SB A380-54-8014, as applicable

1 250 FC

A380-861 Within 500 FC since first APF installation on an aeroplane, or since last inspection performed in accordance with Airbus SB A380-54-8014, as applicable

500 FC

(2) If, during any of the inspections required by paragraph (1) of this AD, the number of missing finger seals is greater than or equivalent to a through hole of 3 finger seals, within the compliance time indicated in Table 2 of this AD, replace the affected finger seal plate with a serviceable part in accordance with the instructions of Airbus SB A380-54-8024 or Airbus SB A380-54-8025, as applicable to aeroplane model.

Table 2

Number of missing finger seals Compliance Time

greater than a through hole of 3 finger seals

Before next flight

equivalent to a through hole of 3 finger seals

Within 10 FC

Note: As finger seals are made of two layers, a through hole of 3 finger seals is equivalent to 6 missing finger seals.

(3) Replacement of finger seal plate as required by paragraph (2) of this AD does not constitute terminating action for the repetitive inspection required

EASA AD No.: 2012-0078R2



by paragraph (1) of this AD.

(4) Modification of an aeroplane by replacement of all APF with improved design (reinforced APF) in accordance with the instructions of Airbus SB A380-54-8016 or SB A380-54-8017 or SB A380-54-8040, as applicable to aeroplane model, constitutes terminating action for the repetitive inspections as required by paragraph (1) of this AD for that aeroplane.

Ref. Publications: Airbus SB A380-54-8014 original issue dated 30 July 2010.

Airbus SB A380-54-8024 original issue dated 26 March 2012.









4. For any question concerning the technical content of the requirements in this AD, please contact: AIRBUS SAS - EIANA (Airworthiness Office), Telephone: +33 562110253 ; Fax:+33 562 110 307. E-mail: [email protected].



EASA AD No.: 2014-0049







AIRBUS


A380 aeroplanes



Supersedure: This AD supersedes EASA AD 2011-0215 dated 04 November 2011.

ATA 57 Wings – Movable Flap Track Fairing Number 3 (MFTF #3) and 4 (MFTF #4) Bracket Assemblies and Fasteners – Inspection / Replacement / Modification



Reason: After arrival at the gate of an A380 aeroplane, the operator reported the right-hand (RH) MFTF #4 hanging down while all flaps were fully retracted. Upon examination of the fairing, the fasteners attaching the supporting bracket were found sheared off. In addition, the bracket assembly was found cracked.

Further inspections on other A380 aeroplanes of this operator have revealed similar findings of loose or missing fasteners on the operating strut bracket of MFTF #3 and #4. The affected bracket assemblies are identified by Part Number (P/N) L5758152300200, P/N L5758152300300, P/N L5758156700200 and P/N L5758156700300.

This condition, if not corrected, could lead to in-flight loss of MFTF #3 or #4, possibly resulting in injuries to persons on the ground.

To address this potential unsafe condition, EASA issued AD 2011-0022 to require, as an interim measure pending the development of an optional terminating action, the repetitive inspections of the bracket assemblies and of their fasteners at each MFTF #3 and #4, and, depending on findings, accomplishment of applicable corrective actions.

EASA AD 2011-0022 was superseded by EASA AD 2011-0215, to clarify the repetitive inspection instructions (Airbus Service Bulletin (SB) A380-57-8030) and to introduce an optional terminating action (Airbus SB A380-57-8028) to

EASA AD No.: 2014-0049



the repetitive inspections required by the AD.

Since EASA AD 2011-0215 was issued, Airbus issued:

SB A380-57-8045 to provide inspection instructions for H-brackets on the left-hand (LH) and RH MFTF #3 and #4 for all aeroplanes, and

SB A380-57-8059 to provide inspection instructions for the fairing bracket on the LH and RH MFTF #3 and #4 for aeroplanes modified in production in accordance with Airbus modifications (mod) 70453 and 70454 or in service through Airbus SB A380-57-8028.

Note: Airbus mod 70453 and 70454 have been introduced in production and in service (Airbus SB A380-57-8028) as an interim solution to extend inspection intervals.

For the reasons described above, this AD retains the requirements of EASA AD 2011-0215, which is superseded, and requires inspections of the H-brackets on the LH and RH MFTF #3 and #4, as applicable to aeroplane configuration and the fairing bracket on the LH and RH MFTF #3 and #4, for aeroplanes modified in production in accordance with Airbus mod 70453 and 70454 or in service through Airbus SB A380-57-8028.




Part A: For all aeroplanes, except those modified in production in accordance with Airbus modifications 70453 and 70454, or modified in service through Airbus SB A380-57-8028:

(1) Before exceeding 200 flight cycles (FC) since the aeroplane first flight, or after the last inspection accomplished in accordance with Airbus SB A380-57-8030, whichever occurs later, and, thereafter, at intervals not to exceed the compliance time(s) as defined in Airbus SB A380-57-8030, as applicable, accomplish a detailed inspection (DET) of the fasteners attaching the bracket assembly and of the AFT face of the bracket assembly of the LH and RH MFTF #3 and MFTF #4 in accordance with the instructions of Airbus SB A380-57-8030.

(2) If, during any DET as required by paragraph (1) of this AD, any discrepancy, as defined in Airbus SB A380-57-8030, is detected, within the compliance time(s) as defined in Airbus SB A380-57-8030, as applicable, accomplish the applicable corrective action(s) in accordance with the instructions of Airbus SB A380-57-8030.

(3) Accomplishment of corrective action(s) as required by paragraph (2) of this AD does not constitute terminating action for the repetitive inspections as required by paragraph (1) of this AD.

(4) Before exceeding 600 FC since the aeroplane first flight, or within the threshold as defined in Table 1 of this AD, whichever occurs later, and, thereafter, at intervals not to exceed the compliance time(s) as defined in Airbus SB A380-57-8045, inspect each H-bracket on the LH and RH MFTF #3 and #4 in accordance with the instructions of Airbus SB A380-57-8045.

(5) If, during any inspection as required by paragraph (4) of this AD, any crack is found, before next flight, contact Airbus for approved repair instructions and, within the compliance time specified in those instructions, accomplish the repair accordingly. If no compliance time is defined in the repair instructions, accomplish the repair before next flight.

EASA AD No.: 2014-0049



Table 1 – Initial H-Bracket Inspection

Airbus SB A380-57-8030 Inspection Findings

Compliance Time

(after the effective date of this AD)

Any finding detected during any of the previous accomplishments of Airbus SB A380-57-8030 or any previous reported replacements of fairing bracket or fasteners

Within 50 FC

No finding detected during any of the previous accomplishments of Airbus SB A380-57-8030 and no previous reported replacements of the fairing bracket or fasteners

Within 100 FC

Part B: For aeroplanes modified in production in accordance with Airbus mod 70453 and 70454, or modified in service through Airbus SB A380-57-8028:

(6) Before exceeding 4 840 FC since aeroplane first flight, or since modification of an aeroplane in accordance with Airbus SB A380-57-8028, as applicable, and, thereafter, at intervals not to exceed the compliance time(s) as defined in the Airbus SB A380-57-8059, as applicable, accomplish a Special Detail Inspection (SDI) of each fairing bracket on the LH and RH MFTF #3 and #4 in accordance with the instructions of Airbus SB A380-57-8059.

(7) If, during any SDI as required by paragraph (6) of this AD, any discrepancy, as defined in Airbus SB A380-57-8059, is detected, before next flight, accomplish the applicable corrective action(s) in accordance with the instructions of Airbus SB A380-57-8059.

(8) Accomplishment of corrective action(s) as required by paragraph (7) of this AD does not constitute terminating action for the repetitive inspections as required by paragraph (6) of this AD.

(9) Within the threshold as defined in Table 2 of this AD, as applicable, and, thereafter, at intervals not to exceed the compliance time(s) as defined in Airbus SB A380-57-8045, as applicable, inspect each H-bracket on the LH and RH MFTF #3 and #4 in accordance with the instructions of Airbus SB A380-57-8045.

Table 2 – Initial H-Bracket Inspection

Compliance Time (whichever occurs later, A or B)

A Before exceeding 1 000 FC since aeroplane first flight, or since modification of the aeroplane in accordance with Airbus SB A380-57-8028, as applicable

B within 200 FC after the effective date of this AD

(10) Inspection of each H-bracket on the LH and RH MFTF#3 and MFTF#4, accomplished before the effective date of this AD in accordance with the instructions of Airbus Technical Disposition TD/L57D13006165 and TD/L57D13006366, is acceptable to comply with the initial requirement of paragraph (9) of this AD, provided that no finding was detected during that inspection. The next due inspection, as required by paragraph (9) of this AD, has to be accomplished within 700 FC after accomplishment of last inspection of each H-bracket on the LH and RH MFTF#3 and #4 in accordance with Airbus Technical Disposition TD/L57D13006165 and

EASA AD No.: 2014-0049



TD/L57D13006366.

(11) If, during any inspection as required by paragraph (9) of this AD, any crack is detected, before next flight, contact Airbus for approved repair instructions and, within the compliance time specified in those instructions, accomplish the repair accordingly. If no compliance time is defined in the repair instructions, accomplish the repair before next flight.


Airbus SB A380-57-8030 original issue dated 20 July 2011.

Airbus SB A380-57-8045 original issue dated 06 December 2013.



Airbus Technical Disposition TD/L57D13006165 issue A dated 13 February 2013.

Airbus Technical Disposition TD/ L57D13006366 issue A dated 13 February 2013.


2. This AD was posted on 07 February 2014 as PAD 14-033 for consultation until 21 February 2014. No comments were received during the consultation period.





EASA AD No.: 2014-0090







AIRBUS


A380 aeroplanes



Supersedure: This AD supersedes EASA AD 2011-0013R1 dated 27 March 2012.

ATA 53 Fuselage – Wing-To-Body Fairing Support Structure – Inspection / Replacement / Repair



Reason: One A380 aeroplane operator reported that, during removal of a belly fairing panel, due to a damaged seal, the support structure of panel 195DT/196DT and panel 195ET/196ET at frames (FR) 48, FR50, FR52 and FR54, were found cracked or broken. The results of subsequent investigations indicated that the root cause is fatigue related, due to an unexpected bending moment and also stress corrosion at FR54.

This condition, if not detected and corrected, could lead to the in-flight loss of the affected support structure and/or (parts of) panels, possibly resulting in injury to persons on the ground.

To address this potential unsafe condition, Airbus issued All Operators Telex (AOT) 380-53A8028 to provide inspection instructions and EASA issued AD 2011-0013 to require detailed visual inspections (DVI) of the affected structural parts to detect cracks or damages, reporting of the inspection results and accomplishment of the applicable corrective actions.

After that AD was issued, Airbus developed reinforced webs and fittings of the wing-to-body fairing support structure at FR48, FR50, FR52 and FR54, available for in-service application through Service Bulletin (SB) A380-53-8030,

EASA AD No.: 2014-0090



to ensure the structural integrity of this area. Consequently, EASA issued AD 2011-0013R1 to introduce that modification as an optional terminating action for the repetitive inspections required by the AD.

Since EASA AD 2011-0013R1 was issued, Airbus issued SB A380-53-8050, which supersedes the requirements of AOT A380-53A8028.

For the reason described above, this new AD retains the requirements of EASA AD 2011-0013R1, which is superseded, and requires accomplishment of repetitive inspections of the affected area.

Effective Date: 01 May 2014



(1) Within the threshold as specified in Table 1 of this AD, and, thereafter, at intervals not to exceed 350 flight cycles (FC) or 3 000 flight hours (FH), whichever occurs first, accomplish a DVI of the belly fairing webs and rear and forward fittings from FR48 to FR54 on the left-hand and right-hand sides in accordance with the instructions of Airbus SB A380-53-8050.

Table 1 – Threshold (whichever occurs later, A or B)

A Before exceeding 950 FC or 8 000 FH, whichever occurs first since aeroplane first flight

B Within 50 FC or 400 FH, whichever occurs first after the effective date of this AD

(2) If, during any DVI as required by paragraph (1) of this AD, any discrepancy is detected, as specified in Airbus SB A380-53-8050, before next flight, accomplish one of the two actions, as specified in paragraph (2.1) or (2.2) of this AD:

(2.1) Replace the cracked or damaged parts with serviceable parts in accordance with the instructions of Airbus SB A380-53-8050, or

(2.2) Replace the complete set of belly fairing webs, rear fittings and forward fittings at FR48, FR50, FR52 and FR54, in accordance with the instructions of Airbus SB A380-53-8050.

(3) Inspections and corrective actions, accomplished before the effective date of this AD, in accordance with the instructions of Airbus AOT A380-53A8028, are acceptable to comply with the requirements of paragraphs (1) and (2) of this AD. After the effective date of this AD, the repetitive inspections and applicable corrective actions must be accomplished in accordance with the instructions of Airbus SB A380-53-8050.

(4) Accomplishment of corrective actions as required by paragraph (2) of this AD does not constitute terminating action for the repetitive DVI as required by paragraph (1) of this AD. After replacement of parts as specified in paragraph (2.2) of this AD, the next due DVI, as required by paragraph (1) of this AD, can be deferred to 950 FC or 8 000 FH, whichever occurs first after that replacement.

(5) If, during any DVI as required by paragraph (1) of this AD, any discrepancy is detected, within 30 days after the inspection, report the results to Airbus.

(6) Modification of an aeroplane by installation of reinforced webs and fittings in accordance with the instructions of SB A380-53-8030 constitutes terminating action for the repetitive DVI as required by paragraph (1) of this AD for that aeroplane.

EASA AD No.: 2014-0090



Ref. Publications: Airbus AOT A380-53A8028 original issue, dated 02 December 2010.

Airbus SB A380-53-8030 original issue, dated 26 August 2011.

Airbus SB A380-53-8050 original issue, dated 09 December 2013.



2. This AD was posted on 07 March 2014 as PAD 14-047 for consultation until 04 April 2014. No comments were received during the consultation period.



EASA AD No.: 2013-0198R1




AD No.: 2013-0198R1 Date: 30 May 2014 Note: This Airworthiness Directive (AD) is issued by EASA, acting in accordance with Regulation (EC) No 216/2008 on behalf of the European Community, its Member States and of the European third countries that participate in the activities of EASA under Article 66 of that Regulation.



AIRBUS


A380 aeroplanes



Revision: This AD revises EASA AD 2013-0198 dated 30 August 2013.

ATA 57 Wings – Droop Nose 1 and 2 Hinge Arm Knuckled Conne ction – Inspection / Replacement


Applicability: Airbus A380-841, A380-842 and A380-861 aeroplanes, manufacturer serial numbers (MSN): 0003, 0005 through 0017 inclusive, 0019 through 0023 inclusive, 0025 through 0030 inclusive, 0033, 0034, 0038 through 0051 inclusive, 0056, 0057, 0059, 0069 and 0070.

Reason: During the A380 final assembly process, several cases of incorrect bushing and bolt installation, at the forward lower attachment of wing leading edge droop nose 1 (hinge arms 1 through 4) and droop nose 2 (hinge arm 5 through 8) knuckle interface connection, were identified. Subsequent investigation results identified a deficient assembly process as the origin for this deviation from the approved design of the affected interface connection. The MSN of aeroplanes that may be affected by this deviation have been identified.

This condition, if not detected and corrected, could cause deformation and fatigue damage to the hinge arm forks, leading to in-flight loss of the droop nose and possibly resulting in damage to the tail plane and/or injury to persons on the ground.


For the reasons described above, EASA issued AD 2013-0198 requiring a one-time Detailed Inspection (DET) of the hinge arms 1 through 8 knuckled connection at droop nose 1 and droop nose 2 on the Left Hand (LH) and Right Hand (RH) wings and, depending on findings, accomplishment of applicable

EASA AD No.: 2013-0198R1



corrective action(s).

Since that AD was issued, Airbus conducted further investigations, the outcome of which demonstrated that, under specific conditions, more time can be allowed for the replacement of the hinge arm.

Consequently, this AD is revised to extend the compliance time for hinge arm replacement.

Effective Date: Revision 1: 30 May 2014

Original Issue: 13 September 2013



(1) Within 4 400 flight cycles (FC) since aeroplane first flight, perform a DET of each hinge arm 1 to 8 assembly at droop nose 1 and 2 on the LH and RH wings to measure the gap between the bolt head and bushing at the lower forward bolt of the knuckle interface connection in accordance with the instructions of Airbus SB A380-57-8088.

(2) If, during the DET as required by paragraph (1) of this AD, the gap of any hinge arm between the bolt head and bushing at the lower forward bolt of the knuckle interface connection is less than or equal to 0.10 mm, and visible damage is detected at the affected hinge arm, before next flight, contact Airbus for approved repair instructions and, within the compliance time specified in those instructions, accomplish the repair accordingly.

(3) If, during the DET as required by paragraph (1) of this AD, the gap of any hinge arm between the bolt head and bushing at the lower forward bolt of the knuckle interface connection is less than or equal to 0.10 mm, and no visible damage is detected at the affected hinge arm, accomplish the actions as required by paragraphs (3.1) and (3.2) of this AD in accordance with the instructions of Airbus SB A380-57-8088:

(3.1) Before next flight, replace the bolts and bushings at the affected hinge arm with new parts.

(3.2) Within 2 000 FC after the DET as required by paragraph (1) of this AD, replace the affected hinge arm with a new part.

Note: If, during the DET of the hinge arm as required by paragraph (1) of this AD, a gap of more than 0.10 mm is detected, no further action is required for this hinge arm.

Ref. Publications: Airbus SB A380-57-8088 original issue dated 09 July 2014, or Revision 1 dated 20 May 2014.



2. The original issue of this AD was posted on 24 July 2013 as PAD 13-103 for consultation until 21 August 2013. The Comment Response Document can be found at http://ad.easa.europa.eu.



EASA AD No.: 2014-0153







AIRBUS


A380 aeroplanes



Supersedure: This AD supersedes EASA AD 2011-0002R1 dated 29 April 2013.

ATA 57 Wings – Movable Flap Track Fairing (MFTF) #6 – Insp ection / Replacement / Modification


Applicability: Airbus A380-841, A380-842 and A380-861 aeroplanes, all manufacturer serial numbers on which Airbus modification (mod) 68729 or 71589 has been embodied in production, or Airbus Service Bulletin (SB) A380-57-8017 or SB A380-57-8036 has been embodied in service.

Reason: As a result of introduction of reinforced MFTF #6 pivot, flight tests and stress assessments have shown that cracks can occur at the U-Frame structure of the reinforced Left-Hand (LH) and Right-Hand (RH) MFTF #6.

For aeroplanes fitted with this reinforced MFTF #6 pivot (corresponding to the following Part Numbers: L5758411600200, L5758411600300, L5758411600400, L5758411600500, L5758411600600, L5758411600700, L5758411600800, L5758411600900), cracks at the aft attachment of the mid flap track fairing could lead to in flight detachment of the fairing.

This condition, if not detected and corrected, could result in injuries to persons on the ground.

To address this unsafe condition, EASA issued AD 2011-0002 to require repetitive inspections of the MFTF #6 U-Frame to early detect cracks and, if any crack is found, to replace the MFTF#6.

Since that AD was issued, Airbus developed mod 71589 of affected MFTF #6, available for accomplishment in service through Airbus SB A380-57-8036, as an interim fix to the repetitive inspections required by that AD.

Consequently, EASA issued AD 2011-0002R1 to exclude aeroplanes that

EASA AD No.: 2014-0153



embodied Airbus mod 71589 in production and to specify that aeroplanes modified in service in accordance with Airbus SB A380-57-8036 were (temporarily) no longer affected by the repetitive inspections.

Since that AD was issued, Airbus issued SB A380-57-8096 to provide inspection instructions for aeroplanes that embody Airbus mod 71589 in production, or modified in service in accordance with Airbus SB A380-57-8036.

For the reasons described above, this AD retains the requirements of EASA AD 2011-0002R1, which is superseded, and add repetitive inspections for post-mod 71589 and post-SB A380-57-8036 aeroplanes.




For aeroplanes incorporating Airbus mod 68729 in pr oduction or Airbus SB A380-57-8017 in service, except those incorporat ing Airbus mod 71589 in production, or Airbus SB A380-57-8036 in s ervice:

(1) Before the MFTF #6 exceeds 800 flight cycles (FC) since its first installation on an aeroplane, and, thereafter, at intervals not to exceed 160 FC, accomplish a High Frequency Eddy Current (HFEC) inspection of the LH and RH MFTF #6 to detect any crack in accordance with the instructions of Airbus SB A380-57A8032.

(2) If, during any HFEC inspection as required by paragraph (1) of this AD, any crack is detected, before next flight, replace the MFTF#6 with a serviceable part in accordance with the instructions of Airbus SB A380-57A8032.

(3) Replacement of an MFTF #6 as required by paragraph (2) of this AD does not constitute terminating action for the initial and repetitive inspections required by paragraph (1) of this AD.

For aeroplanes incorporating Airbus mod 71589 in pr oduction, or Airbus SB A380-57-8036 in service:

(4) Before the mid-fairing or tail cone of the MFTF #6 exceeds 7 900 FC since its first installation on an aeroplane, and thereafter, at intervals not to exceed the compliance time values as defined in Airbus SB A380-57-8096, inspect the LH and RH MFTF #6 to detect any crack in accordance with the instructions of Airbus SB A380-57-8096.

(5) If, during any inspection as required by paragraph (4) of this AD, any discrepancy is detected, as defined in Airbus SB A380-57-8096, before next flight, replace the damaged part(s) of the MFTF #6 with new part(s) in accordance with Airbus SB A380-57-8096.

(6) Replacement of damaged part(s) as required by paragraph (5) of this AD does not constitute terminating action for the initial and repetitive inspections required by paragraph (4) of this AD.

Ref. Publications: Airbus SB A380-57A8032 original issue dated 26 November 2010.


Airbus SB A380-57-8036 original issue dated 13 July 2012.




EASA AD No.: 2014-0153



2. This AD was posted on 22 May 2014 as PAD 14-081 for consultation until 19 June 2014. No comments were received during the consultation period.



EASA AD No.: 2014-0205







AIRBUS


A380 aeroplanes



Supersedure: This AD supersedes EASA AD 2011-0165 dated 01 September 2011.

ATA 57 Wings – Movable Flap Track Fairing Number 4 Pivot B rackets – Inspection / Repair / Replacement



Reason: Free play at the Movable Flap Track Fairing Number 4 (MFTF #4) was detected during an unscheduled maintenance inspection of an A380 aeroplane and consequently reported by the operator. Subsequent investigation determined damage at pivot bracket connection and a pivot tube jamming. The investigation also identified engine vibration as a root cause of this MFTF damage, similar to MFTF#3 damage addressed by EASA AD 2012-0062.

This condition, if not detected and corrected, could lead to in-flight loss of MFTF #4, possibly resulting in injury to persons on the ground.

Consequently, EASA issued AD 2011-0165 to require, as an interim measure pending the development of a terminating corrective action, repetitive inspections of the pivot brackets on the Left Hand (LH) and Right Hand (RH) MFTF #4 to detect damage and loose or missing fasteners, and, depending on findings, accomplishment of corrective actions.

Since that AD was issued, Airbus issued Service Bulletin (SB) A380-57-8041 which retains the instructions of AOT A380-57A8038 pending the development of a terminating action.

Concurrently, the list of parts affected by this unsafe condition was updated adding Part Numbers (P/Ns) introduced by Airbus modification 69197 or Airbus

EASA AD No.: 2014-0205



SB A380-57-8018 configuration.

For the reason described above, this new AD retains the requirements of EASA AD 2011-0165, which is superseded, but now applies to additional pivot bracket P/Ns.




(1) Before exceeding 200 flight cycles (FC) after the aeroplane’s first flight, or within 50 FC after 15 September 2011 [the effective date of AD 2011-0165], whichever occurs later, and thereafter at interval not to exceed 200 FC, accomplish a detailed inspection of the pivot brackets, as identified by P/N in Appendix 1 of this AD, on the LH and RH MFTF #4, in accordance with the instructions of Airbus SB A380-57-8041.

Note: The affected MFTF#4 pivot bracket P/Ns, and P/Ns of upper assemblies on which these brackets are installed, are listed in Appendix 1 of this AD.

(2) If, during any inspection as required by paragraph (1) of this AD, any discrepancy is detected, as defined in Airbus SB A380-57-8041, before next flight, accomplish the applicable corrective action(s) in accordance with the instructions of Airbus SB A380-57-8041.

(3) Inspections and corrective actions, accomplished before the effective date of this AD in accordance with the instructions of Airbus AOT A380-57A8038 are acceptable to comply with the initial and repetitive requirements of paragraphs (1) and (2) of this AD. After the effective date of this AD, the repetitive inspections and applicable corrective actions must be accomplished in accordance with the instructions of Airbus SB A380-57-8041.

(4) Accomplishment of corrective action(s) on an aeroplane as required by paragraph (2), or as specified in paragraph (3), of this AD does not constitute terminating action for the repetitive inspections as required by paragraph (1) of this AD for that aeroplane.

Ref. Publications: Airbus AOT A380-57A8038 original issue, dated 11 April 2011.

Airbus SB A380-57-8041 original issue, dated 22 May 2014.



2. This AD was posted on 27 June 2014 as PAD 14-106 for consultation until 25 July 2014. The Comment Response Document can be found at http://ad.easa.europa.eu.



EASA AD No.: 2014-0205



Appendix 1

List of LH and RH Pivot Brackets P/Ns affected by t his AD:

Pre-modification 69197 and pre Airbus SB A380-57-8018

Post-modification 69197 and post Airbus SB A380-57-8018

L5758500000000 L5758500000200

L5758502000000 L5758502000200

L5758444500000 L5758444500200

L5758444500100 L5758444500300

L5758501020000 L5758501020200

L5758500320000 L5758500320200

Lists of upper assemblies P/Ns on which the RH and LH Pivot Brackets

affected by this AD are installed:

MFTF#4 P/N: Pivot tube Assembly P/N:

L5758411400000 L5758728000600

L5758411400100 L5758742400000

L5758411400200 L5758742400200

L5758411400300

L5758411400600

L5758411400500

L5758411400700

L5758411400800

L5758411400900

L5758411401000

L5758411401100

L5758411401200

L5758411401300

L5758411401400

L5758411401500

L5758411401600

L5758411401700

L5758411401800

L5758411401900

L5758411402000

L5758411402100

L5758411402200

L5758411402300

EASA AD No.: 2014-0213





This AD is issued in accordance with EU 748/2012, 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].


AIRBUS


A380 aeroplanes



Supersedure: None

ATA 53 Fuselage – Section 19 Upper Cross Fitting Upper Bea m Inner Cap Joints – Inspection


Applicability: Airbus A380-841, A380-842 and A380-861 aeroplanes, all manufacturer serial numbers (MSN).

Reason: A refined analysis in correlation with the results of a fatigue test accomplished on the A380 Frame (FR) 108 upper beam identified a structural area, for which the inspection threshold and intervals published in the applicable Airworthiness Limitations Section (ALS) Part 2 must be reduced to retain the structural integrity of the affected area.

Failure to accomplish the affected inspections within the reduced threshold and intervals could result in an unsafe condition.

To address this potentially unsafe condition, Airbus issued Service Bulletin (SB) A380-53-8074 to provide the relevant inspection instructions.

For the reasons described above, this AD requires repetitive special detailed inspections of the Section 19 upper cross fitting upper beam inner cap joints, both left hand (LH) and right hand (RH) sides, and, depending on findings, accomplishment of applicable corrective actions. Accomplishment of these inspections also cancels the need for the affected A380 ALS Part 2 tasks.

Effective Date: 03 October 2014

EASA AD No.: 2014-0213





(1) Within the compliance time as defined in Table 1 of Appendix 1 of this AD, and, thereafter, at intervals not to exceed the values as defined in Table 2 or Table 3 of Appendix 1 of this AD, as applicable, accomplish one of the actions as specified in paragraph (1.1) or (1.2) of this AD on the LH and RH sides of the Section 19 upper cross fitting upper beam inner cap joint in accordance with the instructions of Airbus SB A380-53-8074:

(1.1) Accomplish a High Frequency Eddy-Current (HFEC) inspection of the upper beam and extension beam inner cap area at cross fitting joint positioned forward of FR108, or

(1.2) Accomplish a rototest of the sixth fastener hole of the lower attachment row at the upper cross fitting and the upper forward beam inner cap forward of FR108 area (refer to Figure A-SSAAA of Airbus SB A380-53-8074), and a HFEC of the rest of locations.

(2) If, during any rototest as specified in paragraph (1.2) of this AD, the first oversized fastener installation has to be exceeded at location of the sixth fastener hole of the lower attachment row at the upper cross fitting and the upper forward beam inner cap positioned forward of FR108 area, before next flight, contact Airbus for further instructions and accomplish those instructions accordingly.

(3) If, during any HFEC inspection or rototest as required by paragraph (1) of this AD, any damage is detected, before next flight, contact Airbus for approved repair instructions and, within the compliance time defined in those instructions, accomplish the repair accordingly.

(4) Inspections accomplished before the effective date of this AD in accordance with the instructions of Technical Disposition (TD) TD_G1_S4_04931_2013 issue C or TD_G1_S4_05440_2013 Issue A or TD_G1_S4_05583_2013 issue A, are acceptable to comply with the initial action as required by paragraph (1) of this AD. After the effective date of this AD, all actions must be accomplished in accordance with the instructions of Airbus SB A380-53-8074.

(5) Compliance with the requirements of this AD cancels the need to accomplish A380 ALS Part 2 – Airworthiness Limitation Items task 535100-00012-01A and task 535100-00026-01A.



Airbus TD_G1_S4_04931_2013 Issue C dated 23 October 2013.

Airbus TD_G1_S4_05440_2013 Issue A dated 06 November 2013.

Airbus TD_G1_S4_05583_2013 issue A dated 21 November 2013.


2. This AD was posted on 02 September 2014 as PAD 14-134 for consultation until 16 September 2014. No comments were received during the consultation period.

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


EASA AD No.: 2014-0213



Appendix 1

Table 1 – Inspection Threshold

Aeroplane MSN Compliance Time

0005, 0007, 0009, 0011, 0013, 0015, 0017, 0020, 0022, 0023, 0025, 0026, 0027, 0028,0029, 0030, 0033, 0046 and 0051

Within 28 000 FH or 3 800 FC, whichever occurs first after the aeroplane first flight, but not later than 24 months after the effective date of this AD

0006, 0008, 0010, 0012, 0016, 0019 and 0021

Within 31 200 FH or 3 500 FC, whichever occurs first after the aeroplane first flight, but not later than 24 months after the effective date of this AD

All other MSN Within 23 500 FH or 3 200 FC, whichever occurs first after the aeroplane first flight

Table 2 – Repetitive inspection for aeroplanes which have been previously inspected in accordance with paragraph (1.1) of this AD

Aeroplane configuration Compliance Time

(FH or FC, whichever occurs first since last inspection)

Aeroplanes not modified in accordance with Airbus modification (mod) 64090 or aeroplanes on which fastener ASNA2392-8-07 has been installed at the opportunity of the previous inspections accomplished as specified by paragraph (1.2) of this AD

Within 9 200 FH or 1 200 FC

Aeroplanes modified in accordance with Airbus mod 64090 or aeroplanes on which fastener EN6115K8-7 or EN6115K8X7 has been installed at the opportunity of the previous inspections accomplished as specified by paragraph (1.2) of this AD

Within 8 000 FH or 1 050 FC

Table 3 – Repetitive inspections for aeroplanes which have been previously inspected as required by paragraph (1.2) of this AD

Compliance Time

Within 13 300 FH or 1 800 FC, whichever occurs first since last inspection

EASA AD No.: 2011-0041R1




AD No.: 2011-0041R1 Date: 07 October 2014 Note: This Airworthiness Directive (AD) is issued by EASA, acting in accordance with Regulation (EC) No 216/2008 on behalf of the European Community, its Member States and of the European third countries that participate in the activities of EASA under Article 66 of that Regulation.



AIRBUS


A380 aeroplanes



Revision: This AD revises EASA Emergency AD 2011-0041-E dated 10 March 2011.

ATA 27 Flight Controls – Aileron and Elevator Servo Contro ls – Electronic Centralized Aircraft Monitoring (ECAM) and Aircraft Flight Manual (AFM) Changes / Installation Prohibition



Reason: During production, an abnormal presence of hydraulic fluid at front ram bearing static seal area was found on several Aileron Servo Controls (S/C). Investigation revealed that these leaks were due to defective seals. The batch of Aileron S/C and Elevator S/C affected by this seal issue has been identified by Part Number (P/N) and serial number (s/n) and is listed in Appendix 1 of this AD.

The defective seals could lead to an external leakage or seepage at the level of the rear and front bearings of the S/C. The hydraulic leak and seepage rate resulting from defective seals does not lead to the loss of the aircraft hydraulic circuit. However, if the leak is combined with the loss of the associated hydraulic system, the S/C may lose the damping mode after the accumulator is emptied.

Depending on the number of S/C affected and their location, some remote failure combinations occurring during specific flight conditions could lead to non-damped surfaces oscillations.

This condition, if not corrected, could reduce the ability of the flight crew to maintain the safe flight of the aeroplane.

Prompted by this finding, and to prevent non-damped flight control surface

EASA AD No.: 2011-0041R1



oscillations, EASA issued AD 2011-0041-E to require:

• Installation of Airbus Temporary Quick Change (ATQC) database and activation of ECAM Temporary Change (ETC),

• Introduction of Aircraft Flight Manual Temporary Revision (AFM TR),

• Prohibition of further installation of the affected S/C.

Since that AD was issued, Airbus issued Service Bulletin (SB) A380-27-8040 to provide instructions to identify the P/N and s/n of the installed aileron S/C units and, depending on findings, replacement of the S/C unit(s). Airbus also developed a modification for aeroplanes in post-SB A380-27-8040 configuration to deactivate the ATQC/ETC No. 0038, available through Airbus SB A380-31-8071.

Replacement of all affected aileron S/C units on an aeroplane with serviceable units, and deactivation of the ATQC/ETC No. 0038, make operational procedures required by this AD no longer applicable for that aeroplane.

For the reasons describe above, this AD is revised to introduce an optional alternative method of compliance to the AFM operational procedures through modification of an aeroplane in accordance with Airbus SB A380-27-8040 and SB A380-31-8071.

Effective Date: Revision 1: 07 October 2014

Original issue: 14 March 2011



(1) For aeroplanes with MSN 003, 009, 010, 023, 025, 02 8, 030, 038, 041, 042, 043, 044, 046, 048, 049, 051, 056 and 057:

Within 3 days after 14 March 2011 [the effective date of the original issue of this AD], accomplish the following actions concurrently:

(1.1) Install ATQC V11 L50 and activate ETC No. 0038 in accordance with Airbus All Operator Telex (AOT) A380-27A8027,

(1.2) Amend the applicable AFM by inserting a copy of AFM TR 83 or 84, as applicable to MSN,

and thereafter operate the aeroplane in accordance with the instructions contained in the AFM TR.

For all MSN:

(2) After 14 March 2011 [the effective date of the original issue of this AD], do not install on any aeroplane an S/C with P/N 31132-080, P/N 31132-100, P/N 31132-110, or P/N 31132-150, identified by s/n in Appendix 1 of this AD, unless it has been repaired in accordance with the instructions of Airbus AOT A380-27A8027.

(3) Inspection and, depending on findings, correction of an aeroplane in accordance with the instructions of Airbus SB A380-27-8040 or replacement of each S/C unit with a serviceable part having a P/N not listed in the Appendix 1 of this AD in accordance with approved instructions, allows the operational procedures (AFM TR 83 or 84, as applicable to MSN), as required by paragraph (1.2) of this AD, to be removed from the AFM of that aeroplane.

(4) For aeroplanes inspected and corrected as specified in paragraph (3) of this AD, and additionally modified in accordance with the instructions of Airbus MSB A380-31-8071, the operational requirements as required by paragraph (1.1) of this AD are no longer applicable.

EASA AD No.: 2011-0041R1



Ref. Publications: Airbus AOT A380-27A8027 at original issue dated 07 March 2011.

AFM TR 83 issue 1 and TR 84 issue 1.

Airbus SB A380-27-8040 at original issue dated 08 September 2014.

Airbus SB A380-31-8071 at original issue dated 08 September 2014.






EASA AD No.: 2011-0041R1



Appendix 1: Affected S/C units

P/N s/n

31132-080 3113200307 and 3113200309.

31132-100 3113200317, 3113200319, 3113200324, 3113200328, 3113200329, 3113200330, 3113200331, 3113200332, 3113200333, 3113200334 and 3113200339.

31132-110

3113200030, 3113200031, 3113200032, 3113200033, 3113200035, 3113200036, 3113200038, 3113200060, 3113200063, 3113200065, 3113200067, 3113200074, 3113200075, 3113200083, 3113200089, 3113200116, 3113200139, 3113200220, 3113200250, 3113200287, 3113200305, 3113200306, 3113200308, 3113200310, 3113200311, 3113200312, 3113200313, 3113200314, 3113200315 and 3113200316.

31132-150

3113200318, 3113200320, 3113200321, 3113200322, 3113200323, 3113200325, 3113200326, 3113200327, 3113200335, 3113200336, 3113200337, 3113200338, 3113200340, 3113200341, 3113200342, 3113200343, 3113200344, 3113200345, 3113200346, 3113200347, 3113200348, 3113200349, 3113200350, 3113200351, 3113200352, 3113200353, 3113200354, 3113200355, 3113200356, 3113200357, 3113200358, 3113200359, 3113200360, 3113200361, 3113200362, 3113200363, 3113200364, 3113200365, 3113200366, 3113200367, 3113200368, 3113200369, 3113200370, 3113200371, 3113200372, 3113200373, 3113200374, 3113200375, 3113200376, 3113200377, 3113200378, 3113200379, 3113200380, 3113200381, 3113200382, 3113200383, 3113200384, 3113200385, 3113200386, 3113200387, 3113200388, 3113200389, 3113200390, 3113200391, 3113200392, 3113200393, 3113200394, 3113200395, 3113200396, 3113200397, 3113200398, 3113200399, 3113200400, 3113200401, 3113200402, 3113200403, 3113200404, 3113200409, 3113200410, 3113200411, 3113200414, 3113200418, 3113200419, 3113200420, 3113200421, 3113200422, 3113200423, 3113200424, 3113200425, 3113200426, 3113200427, 3113200428, 3113200429, 3113200432, 3113200437, 3113200438, 3113200439, 3113200441, 3113200442, 3113200443, 3113200444, 3113200445, 3113200446, 3113200447, 3113200448, 3113200449, 3113200450, 3113200451, 3113200452, 3113200453, 3113200454, 3113200455, 3113200456, 3113200457, 3113200458, 3113200459, 3113200460, 3113200461, 3113200462, 3113200463, 3113200465, 3113200466, 3113200467, 3113200468, 3113200469, 3113200470, 3113200471, 3113200473, 3113200474, 3113200475, 3113200476, 3113200477, 3113200478, 3113200479, 3113200480, 3113200481, 3113200482, 3113200483 and 3113200484.

EASA AD No.: 2014-0252




AD No.: 2014-0252 Date: 20 November 2014 Note: This Airworthiness Directive (AD) is issued by EASA, acting in accordance with Regulation (EC) No 216/2008 on behalf of the European Community, its Member States and of the European third countries that participate in the activities of EASA under Article 66 of that Regulation.



AIRBUS


A380 aeroplanes



Supersedure: None

ATA 54 Nacelles / Pylons – Pylon Fuel Drain Line Connectio n – Modification


Applicability: Airbus A380-861 aeroplanes, all manufacturer serial numbers

Reason: A fuel leak was reported which originated from a fuel feed line connection at the interface between wing and pylon. Furthermore, traces of leaked fuel were observed on the nacelle and degraded sealant detected in pylon zone A. The subsequent investigation identified two possible root causes which may lead to fuel migration into pylon zone A:

• GP7200 engine core zone pressure (where the drip pan is located) is significantly higher than pylon zone A pressure or

• GP7200 engine drainage is not capable to drain high fuel leak from double walled junction.

This condition, if not corrected, could lead to fuel leak into zone with hot surface temperature (zone adjacent to the bleed air pre-cooler compartment), possibly resulting in an uncontained fire.

To address this unsafe condition, Airbus developed production modification (mod) 74859 and mod 75562, and issued Service Bulletin (SB) A380-71-8011 and SB A380-54-8043 available for in-service aeroplanes, to modify the drain system architecture of the engine pylon.

For the reasons described above, this AD requires modification of the aeroplane by removal of the drip pan drain pipe from the engine pylon drain hose and, installation of a restrictor on the pylon fuel junction drain.

EASA AD No.: 2014-0252






(1) Within 6 months, after the effective date of this AD, modify each engine pylon by accomplishing the following actions concurrently:

(1.1) Remove the pylon drip pan drain pipe and install a blanking insert cap on the elbow fitted on the forward pylon drain pipe in accordance with the instructions of Airbus SB A380-71-8011, and

(1.2) Install a restrictor in the drain line of the double walled fuel junction in accordance with the instructions of Airbus SB A380-54-8043.

(2) Aeroplane, on which Airbus mod 74859 has been embodied in production is not affected by the requirement of paragraph (1.1) of this AD, provided that, after the aeroplane manufacture, no pylon drip pan drain pipe with part number (P/N) 2282M11P01 has been installed on that aeroplane.

(3) Aeroplane, on which Airbus mod 75562 has been embodied in production, is not affected by the requirement of paragraph (1.2) of this AD.

(4) After modification of a pylon, as required by paragraph (1.1) of this AD, or for aeroplanes on which Airbus mod 74859 has been embodied in production, from the effective date of this AD, as applicable, do not install on a pylon a drip pan drain pipe with P/N 2282M11P01.

Ref. Publications: Airbus SB A380-54-8043 original issue, dated 22 September 2014.

Airbus SB A380-71-8011 original issue, dated 15 September 2014.



2. This AD was posted on 10 October 2014 as PAD 14-145 for consultation until 07 November 2014. No comments were received during the consultation period.



EASA AD No.: 2014-0253R1




AD No.: 2014-0253R1 Date: 10 December 2014 Note: This Airworthiness Directive (AD) is issued by EASA, acting in accordance with Regulation (EC) No 216/2008 on behalf of the European Community, its Member States and of the European third countries that participate in the activities of EASA under Article 66 of that Regulation.



AIRBUS


A380 aeroplanes



Revision: This AD revises EASA AD 2014-0253 dated 21 November 2014.

ATA 52 Doors – Main Deck and Upper Deck Passenger D oors – Inspection


Applicability: Airbus A380-841, A380-842, and A380-861 aeroplanes, all manufacturer serial numbers, except aeroplanes on which all the following Airbus modifications (mod) have been embodied in production: 75447, 75448, 75449, 75450, 75451, 75452, 75116, 75117, 75118, 75119, 75120, 75121, 75122, 75123, 75124 and 75125.

Reason: During the A380-800 fatigue tests a structural damage was detected on the main deck (MD) and upper deck (UD) doors. Cracks had developed on the upper side of the doors below the cover plate.

This condition, if not detected and corrected, could affect the structural integrity of the MD and UD doors, which could potentially result in part detachment and consequent damage to the aeroplane or injury to persons on the ground.

Prompted by these findings, Airbus issued a set of Service Bulletins (SB) to provide inspection instructions of the upper outer skin areas of the MD and UD doors. Airbus also developed a set of modifications, implemented in production and available for in-service aeroplanes to reinforce the affected zones.

For the reasons described above, EASA issued AD 2014-0253 to require accomplishment of repetitive Special Detailed Inspections (SDI) of the upper outer skin areas of the MD and UD doors and, depending on findings, corrective action(s). This AD also introduced the various reinforcement modifications as optional terminating action for the repetitive inspections required by this AD.

EASA AD No.: 2014-0253R1



This AD is revised to clarify inspection requirements applicable for aeroplanes, which were earlier inspected in accordance with A380 Non Destructive Test Manual (NTM) task 52-11-01-270-801 or task 52-18-02-270.

Effective Date: Revision 1: 10 December 2014

Original issue: 05 December 2014



(1) Within the compliance times defined in Appendix 1 of this AD, as applicable to the door position, and thereafter, at intervals not to exceed 440 flight cycles (FC), accomplish a SDI of the upper outer skin areas of the Left-Hand (LH) and Right-Hand (RH) side MD and UD doors in accordance with the instructions of each Airbus SB as specified in Appendix 1 of this AD.

(2) If, during any inspection as required by paragraph (1) of this AD, any discrepancy is detected, before next flight, contact Airbus for approved repair instructions and, within the compliance time as specified in those instructions, accomplish the repair accordingly, including all repetitive maintenance tasks derived from the repair design, as applicable. If no compliance time is defined in the repair instructions, accomplish the repair before next flight.

(3) Inspections of the upper outer skin area of a MD or UD door, accomplished before 05 December 2014 [the effective date of the original issue of this AD] in accordance with A380 NTM task 52-11-01-270-801 or task 52-18-02-270-801, as applicable, are acceptable to comply with the initial SDI as required by paragraph (1) of this AD for that door (position). The next inspection can be deferred to within 440 FC after that inspection, or before exceeding the threshold defined in Appendix 1 of this AD, as applicable to the door position, whichever occurs later. Thereafter, repetitive inspections must be accomplished, as required by paragraph (1) of this AD, in accordance with the instructions of the applicable SB as specified in Appendix 1 of this AD.

(4) Modification of a passenger door on an aeroplane by reinforcement in accordance with the instructions of an SB specified in Appendix 2 of this AD, as applicable to the relevant door (position), constitutes terminating action for the repetitive inspections required by this AD for that passenger door (position) on that aeroplane.

Ref. Publications: Inspection SB: as identified in Appendix 1 of this AD.

(Optional) Modification SB: as identified in Appendix 2 of this AD.






EASA AD No.: 2014-0253R1



Appendix 1 – Inspection SB and related Threshold

Door / position (LH / RH)

Aeroplanes excluded that are

post-mod:

Airbus Inspection SB, all Initial issue, dated 20 November 2014

Compliance Time (since aeroplane first flight)

MD1 LH 75117 SB A380-52-8140 4 322 FC

MD2 LH 75119 SB A380-52-8142 5 135 FC

MD3 LH 75121 SB A380-52-8144 7 268 FC

MD4 LH 75123 SB A380-52-8146 4 892 FC

MD5 LH 75125 SB A380-52-8148 6 887 FC

UD1 LH 75448 SB A380-52-8134 4 892 FC

UD2 LH 75450 SB A380-52-8136 13 000 FC

UD3 LH 75452 SB A380-52-8138 5 254 FC

MD1 RH 75116 SB A380-52-8139 4 322 FC

MD2 RH 75118 SB A380-52-8141 5 135 FC

MD3 RH 75120 SB A380-52-8143 7 268 FC

MD4 RH 75122 SB A380-52-8145 4 892 FC

MD5 RH 75124 SB A380-52-8147 6 887 FC

UD1 RH 75447 SB A380-52-8133 4 892 FC

UD2 RH 75449 SB A380-52-8135 13 000 FC

UD3 RH 75451 SB A380-52-8137 5 254 FC

EASA AD No.: 2014-0253R1



Appendix 2 – Optional Terminating Action

Door / position (LH / RH) Airbus Modification SB

MD1 LH SB A380-52-8086 Initial issue, dated 10 October 2014





UD1 LH SB A380-52-8080 Initial issue, dated 02 October 2014



MD1 RH SB A380-52-8085 Initial issue, dated 10 October 2014





UD1 RH SB A380-52-8079 Initial issue, dated 02 October 2014



EASA AD No.: 2014-0274







AIRBUS


A380 aeroplanes



Supersedure: This AD supersedes EASA AD 2012-0062 dated 13 April 2012.

ATA 57 Wings – Movable Flap Track Fairing – Inspection / R epair / Replacement



Reason: During a detailed visual inspection of movable flap track fairing number 3 (MFTF#3), both pivot brackets were found loose, with sheared and missing fasteners.

This condition, if not detected and corrected, could lead to in-flight loss of MFTF#3, potentially resulting in injuries to persons on the ground.

To correct this potential unsafe condition, EASA issued AD 2011-0026 to require repetitive inspections to detect damage and loose or missing fasteners at the pivot bracket area, and the accomplishment of corrective actions, depending on findings.

After EASA AD 2011-0026 was issued, Airbus published Service Bulletin (SB) A380-57-8031, which replaced All Operator Telex (AOT) A380-57A8027 and also included amended inspection instructions. Airbus also developed an optional terminating action to the repetitive inspections, modification of the MFTF#3 with new pivot bracket, through Airbus modification 71723 and associated SB A380-57-8040.

Prompted by these developments, EASA issued AD 2012-0062, retaining the requirements of EASA AD 2011-0026, which was superseded, to require the accomplishment of amended repetitive inspections and to introduce an optional

EASA AD No.: 2014-0274



terminating action to the repetitive inspections.

Additional cracking event was reported on a pivot bracket support ring with no previous evidence of free play or wear at the pivot assembly cover. Investigation of this occurrence identified that instructions provided by Airbus SB A380-57-8031 may be not sufficient to detect fatigue deterioration of the pivot bracket support ring structure, as it provides instructions to inspect the support ring only if there is free play in the bracket, or if there is evidence of wear or contact at the pivot assembly cover.

Prompted by the assessment of the pivot bracket support ring cracking, without an indication of free play or wear at the pivot assembly cover, Airbus issued SB A380-57-8090 to provide additional special detailed inspection instructions of the MFTF#3 pivot bracket support ring.

For the reasons described above, this AD retains the requirements of EASA AD 2012-0062, which is superseded, and adds repetitive inspections of the MFTF#3 pivot bracket support ring.




(1) Before exceeding 200 flight cycles (FC) accumulated by the MFTF#3 (LH or RH) since new, or within 50 FC after 08 March 2011 [the effective date of EASA AD 2011-0026], whichever occurs later, and thereafter at intervals not to exceed 200 FC, accomplish a detailed inspection (DET) of the pivot brackets, identified by Part Number (P/N) in Table 1 of this AD, of the left-hand (LH) and right-hand (RH) MFTF#3 and of the pivot tube assembly, having a P/N as listed in Appendix 1 of this AD, in accordance with the instructions of Airbus SB A380-57-8031.

Table 1 - List of LH and RH Pivot Brackets P/N affected by this AD:

L5758500000000 L5758434500000 L5758501020000

L5758502000000 L5758434500100 L5758500320000

Note 1: The P/Ns of the MFTF#3 and pivot tube assemblies, on which the affected brackets can be installed, are listed in Appendix 1 of this AD.

(2) If, during any inspection as required by paragraph (1) of this AD, any discrepancy (as defined in Airbus SB A380-57-8031) is found, before next flight, accomplish the applicable corrective actions in accordance with the instructions of Airbus SB A380-57-8031.

(3) Accomplishment of the applicable corrective actions required by paragraph (2) of this AD does not constitute terminating action for the repetitive inspections required by paragraph (1) of this AD.

(4) Inspections and corrective actions, accomplished before 27 April 2012 [the effective date of EASA AD 2012-0062] in accordance with the instructions of Airbus AOT A380-57A8027 at original issue, are acceptable to comply with the requirements of paragraph (1) and (2) of this AD. After 27 April 2012 [the effective date of EASA AD 2012-0062], the repetitive inspections required by paragraph (1) of this AD must be accomplished in accordance with the instructions of Airbus SB A380-57-8031.

(5) Before exceeding 1 000 FC accumulated by the MFTF#3 (LH or RH) since new or within 100 FC after the effective date of this AD, whichever occurs later, and, thereafter, at intervals not to exceed 200 FC accumulated by the MFTF#3, accomplish a High Frequency Eddy Current (HFEC) inspection of the inboard and outboard support ring at the pivot ring of the MFTF#3 pivot bracket, LH and RH side, having a P/N listed in Table 1 of this AD, in accordance with the instructions of SB A380-57-8090.

EASA AD No.: 2014-0274



Note 2: Inspections as required by paragraphs (1) and (5) of this AD can be accomplished concurrently (phased maintenance).

(6) If, during any inspection as required by paragraph (5) of this AD, no discrepancy is detected, within 100 FC after each HFEC as required by paragraph (5) of this AD, accomplish a DET of the 8 bays of the inboard and outboard support rings of the MFTF#3, LH and RH side, in accordance with the instructions of Airbus SB A380-57-8090.

(7) If, during any inspection as required by paragraph (5) or (6) of this AD, any discrepancy (as defined in Airbus SB A380-57-8090) is detected, before next flight, accomplish the applicable corrective actions in accordance with the instructions of Airbus SB A380-57-8090.

(8) Within 30 days after accomplishment of each HFEC as required by paragraphs (5) of this AD, report the results, including no findings, to Airbus.

(9) Aeroplanes on which Airbus modification 71723 has been embodied in production, or were modified in service in accordance with the instructions of Airbus SB A380-57-8040, are not affected by the requirements of paragraph (1) and (5) of this AD.

(10) From the effective date of this AD, installation on an aeroplane of a MFTF#3 or a pivot tube assembly with a P/N as listed in Appendix 1 of this AD is allowed, provided that, following installation, the part is inspected and, depending on findings, corrected, as required by this AD.

Ref. Publications: Airbus ISB A380-57-8031 original issue dated 02 February 2012.


Airbus SB A380-57-8040 original issue dated 02 February 2012.

Airbus AOT A380-57A8027 original issue dated 24 June 2011.






EASA AD No.: 2014-0274



Appendix 1

List of parts on which the RH and LH Pivot Brackets affected by this AD can be installed:

MFTF#3 P/N:

L5758411300000

L5758411300100

L5758411300200

L5758411300300

L5758411300400

L5758411300500

L5758411300600

L5758411300700

L5758411300800

L5758411300900

Pivot Tube Assembly P/N:

L5758728000400

L5758742300000

EASA AD No.: 2015-0002





This AD is issued in accordance with EU 748/2012, Part 21.A.3B. In accordance with EU 1321/2014 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 [EU 1321/2014 Annex I, Part M.A.303] or agreed with the Authority of the State of Registry [EC 216/2008, Article 14(4) exemption].


AIRBUS


A380 aeroplanes



Supersedure: None

ATA 05 Time Limits / Maintenance Checks – Airworthiness Limitations Section Part 4 – System Equipment Maintenance Requirements – Implementation



Reason: Airbus published revision (Rev.) 10 of Airworthiness Limitations Section (ALS) Part 4, which contains the System Equipment Maintenance Requirements. This document introduces more restrictive maintenance requirements and/or airworthiness limitations which are identified as mandatory action for continued airworthiness.

Failure to comply with these maintenance requirements and/or airworthiness limitations could result in an unsafe condition.

For the reasons described above, this AD requires implementation of the maintenance tasks and limitations as specified in Airbus A380 ALS Part 4 at Rev. 10.




(1) From the effective date of this AD, accomplish the following actions, as specified in A380 ALS Part 4 Rev. 10, as applicable to aeroplane model and depending on aeroplane configuration:

EASA AD No.: 2015-0002



(1.1) Replace each component before or upon reaching the applicable life limit, and

(1.2) Within the thresholds and intervals, accomplish all applicable maintenance tasks.

(2) If, during accomplishment of any task as required by paragraph (1) of this AD, any discrepancies are detected, within the compliance time specified in the ALS Part 4 Rev. 10, accomplish the applicable maintenance procedures for corrective actions in accordance with the approved maintenance documentation. If no compliance time is identified in the ALS Part 4 Rev. 10, accomplish the applicable corrective actions before next flight. If a detected discrepancy is not identified in the ALS Part 4 Rev. 10, before next flight, contact Airbus for approved instructions and accomplish those instructions accordingly.

(3) Within 12 months after the effective date of this AD, revise the approved aircraft maintenance programme (AMP), on the basis of which the operator or the owner ensures the continuing airworthiness of each operated aeroplane, by incorporating the limitations, maintenance tasks and associated thresholds and intervals described in the ALS Part 4 Rev. 10.

(4) For an AMP that, on the effective date of this AD, is already updated to incorporate the maintenance tasks and life limitations as specified in the ALS Part 4 Rev. 09, the new and more restrictive maintenance tasks and limitations, as defined in the ALS Part 4 Rev. 10, must be incorporated into the AMP to comply with paragraph (3) of this AD.

(5) Compliance with the requirements of paragraph (3) constitutes compliance with the requirements of paragraphs (1) and (2) of this AD. After revising the AMP, as required by paragraph (3) or (4) of this AD, as applicable, it is not necessary that accomplishment of individual tasks is recorded for demonstration of AD compliance on a continued basis.

Note: For affected Airbus A380 aeroplanes registered in Europe, complying with the approved AMP as specified in paragraph (3) of this AD is required by Commission Regulation (EU) No 1321/2014, Part M.A.301, paragraph 3.

Ref. Publications: Airbus A380 ALS Part 4 Rev. 10, issued on 01 October 2014.

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 25 November 2014 as PAD 14-168 for consultation until 23 December 2014. The Comment Response Document can be found at http://ad.easa.europa.eu.



http://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:32014R1321&qid=1420622066737&from=EN



EASA AD No.: 2015-0003







AIRBUS


A380 aeroplanes



Supersedure: None

ATA 53 Fuselage – Cone / Rear Fuselage / Section 19 – Modification


Applicability: Airbus A380-841, A380-842 and A380-861 aeroplanes, all manufacturer serial numbers, except aeroplanes on which Airbus modification (mod) 73495 has been embodied in production.

Reason: A recent comprehensive mechanical and thermal load analysis of the A380 aeroplane fuselage Section 19 revealed a flange instability affecting Frame (FR) 101, FR108 and FR110.

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

To address this potential unsafe condition, Airbus developed production modification (mod.) 73495, which reinforces the affected area, and issued Service Bulletin (SB) A380-53-8085 and SB A380-53-8086, providing modification instructions for in-service aeroplanes.

For the reasons described above, this AD requires modification of the affected areas.




Within 8 years after the date of the issuance of the original certificate of airworthiness or date of issuance of the original export certificate of

EASA AD No.: 2015-0003



airworthiness, whichever occurs first, modify the cone/rear fuselage by reinforcing of the structure on FR101, FR108 and FR110 in accordance with the instructions of Airbus SB A380-53-8086 (for pre-mod 63221 aeroplanes) or SB A380-53-8085 (for post-mod 63221 aeroplanes), as applicable to the aeroplane configuration.

Ref. Publications: Airbus SB A380-53-8085 original issue dated 27 November 2014,




2. This AD was posted on 01 December 2014 as PAD 14-169 for consultation until 29 December 2014. The Comment Response Document can be found at http://ad.easa.europa.eu.





EASA AD No.: 2014-0016R1




AD No.: 2014-0016R1 [Correction: 15 January 2015] Date: 30 October 2014 Note: This Airworthiness Directive (AD) is issued by EASA, acting in accordance with Regulation (EC) No 216/2008 on behalf of the European Community, its Member States and of the European third countries that participate in the activities of EASA under Article 66 of that Regulation.



AIRBUS


A380 aeroplanes



Revision: This AD revises EASA AD 2014-0016 dated 15 January 2014.

ATA 57 Wings – Wing Inboard Leading Edge Droop Nose Goosen eck – Inspection / Repair / Replacement


Applicability: Airbus A380-841, A380-842 and A380-861 aeroplanes, all manufacturer serial numbers, except aeroplanes that have embodied Airbus Modification (mod) 73979, mod 73981 and mod 73983 in production.

Reason: Crack initiations were reported on A380 aeroplanes on the wing inboard leading edge droop nose gooseneck brackets, intercostals and panel end support assembly.

The results of a preliminary investigation revealed an unexpected load level and high peak stresses on the affected gooseneck brackets.

This condition, if not detected and corrected, could lead to in-flight loss of a droop nose panel, possibly resulting in injury to persons on the ground.

To address this potential unsafe condition, EASA issued AD 2012-0153 to require repetitive detailed inspections (DET) of the Inboard Outer Fixed Leading Edge (IOFLE) forward intercostals and gooseneck brackets in accordance with Airbus Alert Operator Transmission (AOT) A57R001-12 and, depending on findings, accomplishment of applicable corrective actions.

Since that AD was issued, Airbus issued Service Bulletin (SB) A380-57-8087, which retained the instructions of AOT A57R001-12, clarified the inspection area and included repair instructions. Airbus also determined that extended inspection threshold and intervals can be applied for aeroplanes modified in production in accordance with Airbus mod 73460 or in service in accordance

EASA AD No.: 2014-0016R1



with Airbus SB A380-57-8071.

For the reasons described above, EASA issued AD 2014-0016, which retained the requirements of EASA AD 2012-0153, which was superseded, but required those actions in accordance with the updated service instructions. That AD also introduced extended inspection threshold and intervals for aeroplanes incorporating Airbus mod 73460, or modified in accordance with Airbus SB A380-57-8071.

Since that AD was issued, Airbus developed mod 73979, mod 73981 and mod 73983 (reinforced IOFLE structure) for aeroplanes in production. For certain aeroplanes in service (defined by serial numbers), the applicable modifications are available through Airbus SB A380-57-8089. Additional SB’s are still under development to allow the installation of reinforced IOFLE structure on aeroplanes which are not affected by Airbus SB A380-57-8089. After those SB’s are available, this AD is expected to be revised.

This AD is revised to introduce installation of reinforced IOFLE structure as optional terminating action for the repetitive inspections required by this AD.

This AD is re-published to correct the issued date of Airbus SB A380-57-8071 in the Ref. Publications section.

Effective Date: Revision 1: 30 October 2014

Original issue: 29 January 2014



(1) Within the compliance time and, thereafter, within the intervals as defined in Appendix 1 of this AD, as applicable, depending on aeroplane configuration, accomplish a DET of the IOFLE forward intercostals, gooseneck brackets and panel end support, as applicable to gooseneck bracket position, on the left hand and right hand wing in accordance with the instructions of Airbus SB A380-57-8087.

(2) If, during any inspection as required by paragraph (1) of this AD, any discrepancy is detected, as defined in Airbus SB A380-57-8087, before next flight, accomplish the applicable corrective actions in accordance with the instructions of Airbus SB A380-57-8087, as applicable to gooseneck bracket position.

(3) Inspections and corrective actions, accomplished before 29 January 2014 [the effective date of the original issue of this AD] in accordance with the instructions of Airbus AOT A57R001-12 are acceptable to comply with the initial requirements of paragraphs (1) and (2) of this AD. After 29 January 2014 [the effective date of the original issue of this AD], the repetitive inspections and applicable corrective actions must be accomplished in accordance with the instructions of Airbus SB A380-57-8087.

(4) Accomplishment of corrective actions as required by paragraph (2) of this AD, or as specified in paragraph (3) of this AD, as applicable, does not constitute terminating action for the repetitive inspections required by paragraph (1) of this AD.

(5) Modification of an aeroplane in accordance with the instructions of Airbus SB A380-57-8089 constitutes terminating action for the repetitive DET as required by paragraph (1) of this AD for that aeroplane.

Ref. Publications: Airbus AOT A57R001-12 original issue dated 14 May 2012.




The use of later approved revisions of these documents is acceptable for

EASA AD No.: 2014-0016R1



compliance with the requirements of this AD.


2. The original issue of this AD was posted on 20 December 2013 as PAD 13-188 for consultation until 10 January 2014. No comments were received during the consultation period.



EASA AD No.: 2014-0016R1



Appendix 1 – Compliance time

Aeroplane Configuration

Flight Cycles (FC) accumulated by the aeroplane on 06 September 2012 [the effective date of the EASA AD 2012-0153]

Compliance Time, as applicable between (a) or (b)

Interval

Pre-Mod 73460, or

Pre-SB A380-57-8071

Less than 1 200 FC (a) Before exceeding 1 200 FC since aeroplane first flight, or within 350 FC after 06 September 2012 [the effective date of the EASA AD 2012-0153], whichever occurs later.

(b) Within 1 200 FC since last inspection in accordance with the instructions of the Airbus AOT A57R001-12.

1 200 FC

1 200 FC or more and less than 1 500 FC

(a) Within 350 FC after 06 September 2012 [the effective date of the EASA AD 2012-0153], but not exceeding 1 750 FC since aeroplane first flight.


1 500 FC or more (a) Within 250 FC after 06 September 2012 [the effective date of the EASA AD 2012-0153].


Post-Mod 73460, or

Post-SB A380-57-8071

Not applicable Before exceeding 3 800 FC since aeroplane first flight, or since accomplishment of Airbus SB A380-57-8071, as applicable.

1 400 FC

EASA AD No.: 2014-0171R1




AD No.: 2014-0171R1 Date: 26 January 2015 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.



AIRBUS


A380 aeroplanes



Revision: This AD revises EASA AD 2014-0171 dated 18 July 2014.

ATA 52 Doors – Body Landing Gear Centre Door Hinge Fitting – Inspection



Reason: During a scheduled routine maintenance check on an A380 Right Hand (RH) Body Landing Gear (BLG) centre door, one of the two forward hinge fitting lugs was found sheared and separated from the fitting. Based on the laboratory analysis, it has been determined that the fracture mechanism was associated with fatigue phenomenon.

This condition, if not detected and corrected, could lead to reduced structural integrity of the BLG centre door hinge fitting, possibly resulting in in-flight loss of a BLG centre door, and consequent injury to persons on the ground.

To address this unsafe condition, Airbus issued Service Bulletin (SB) A380-52-8076 to provide instructions to inspect the affected fittings and lugs. Additionally, Airbus developed production modification (mod) 74853 to reinforce the BLG centre door hinge fittings.

Consequently, EASA issued AD 2014-0171 to require repetitive High Frequency Eddy Current (HFEC) inspections of the RH and Left Hand (LH) BLG Centre Door Forward (FWD) hinge fitting lugs and, depending on findings, accomplishment of applicable corrective action(s).

Since that AD was issued, Airbus issued SB A380-52-8070, making reinforcement of the BLG centre door hinge fittings (equivalent to production

EASA AD No.: 2014-0171R1



mod 74853) available for in service aeroplanes.

For the reasons described above, this AD is revised to introduce an optional terminating action for the repetitive HFEC inspections required by this AD. This AD also introduces notes to clarify which BLG Centre doors are, and which are not, affected by the requirements of this AD.

Effective Date: Revision 1: 26 January 2015

Original Issue : 01 August 2014



Note 1: For the purpose of this AD, an affected BLG Centre Door has FWD hinge fittings installed having Part Number (P/N) L52882430-00200, or P/N L52882430-00300, or P/N L52882430-00400, or P/N L52882430-00500, or P/N L52882430-00600, or P/N L52882430-00700, or P/N L52882430-00800, or P/N L52882430-00900.

Note 2: A BLG Centre door, originally fitted on an aeroplane having Airbus mod 74853 embodied, or on an aeroplane which was modified in service in accordance with Airbus SB A380-52-8070, is not affected by the requirements of this AD.

(1) Within the compliance time defined in Table 1 of this AD, and, thereafter, at intervals not to exceed 670 flight cycles (FC), accomplish a HFEC inspection of the RH and LH BLG Centre Door FWD hinge fitting lugs in accordance with the instructions of Airbus SB A380-52-8076.

Table 1 – Initial inspection

Compliance time (whichever occurs later, A or B)

A Before exceeding 2 400 FC accumulated by the BLG Centre Door since its first installation on an aeroplane

B Within 175 FC after 01 August 2014 [the effective date of the original issue of this AD]

(2) If, during any inspection as required by paragraph (1) of this AD, a crack with a length less than or equal to 5 mm is detected, before next flight, accomplish a corrective action specified in paragraph (2.1) or (2.2) of this AD:

(2.1) Contact Airbus for approved repair or replacement instructions, and within the compliance time specified in those instructions, accomplish the repair or replacement accordingly, or

(2.2) Replace the affected BLG Centre Door FWD hinge fitting with a serviceable part in accordance with the instructions of Airbus SB A380-52-8076.

(3) If, during any inspection as required by paragraph (1) of this AD, a crack with a length more than 5 mm is detected, before next flight, replace the affected BLG Centre Door FWD hinge fitting with a serviceable part in accordance with the instructions of Airbus SB A380-52-8076.

(4) An aeroplane on which Airbus mod 74853 has been embodied in production is not affected by the requirements of this AD, provided it has been determined that, since the aeroplane first flight, no affected BLG Centre Door (see Note 1) has been installed on that aeroplane.

(5) Inspections and corrective actions accomplished before 01 August 2014 [the effective date of the original issue of this AD] in accordance with Airbus Technical Disposition (TD) TD_G1_S4_05971_2014 at Issue A are acceptable to comply with requirements of paragraphs (1), (2) and (3) of this AD. After 01 August 2014 [the effective date of the original issue of this AD], the repetitive inspections must be accomplished in accordance

EASA AD No.: 2014-0171R1



with the instructions of Airbus SB A380-52-8076.

(6) Replacement of a BLG Centre Door FWD hinge fitting on an aeroplane, as required by paragraph (2.2) or (3) of this AD, as applicable, does not constitute terminating action for the repetitive inspections as required by paragraph (1) of this AD for that aeroplane.

(7) Modification of an aeroplane in accordance with the instructions of Airbus SB A380-52-8070 constitutes terminating action for the repetitive HFEC inspections as required by paragraph (1) of this AD for that aeroplane, provided that, after modification, no affected BLG Centre Door (see Note 1) has been installed on that aeroplane.

Ref. Publications: Airbus SB A380-52-8076 original issue, dated 03 July 2014.

Airbus SB A380-52-8070 original issue, dated 05 November 2014.


Airbus TD TD_G1_S4_05971_2014 Issue A, dated 20 January 2014.





EASA AD No.: 2012-0052R1







AIRBUS


A380 aeroplanes



Revision: This AD revises EASA AD 2012-0052 dated 29 March 2012.

ATA 57 Wings – Leading Edge Shear Cleats – Inspecti on / Replacement


Applicability: Airbus A380-841, A380-842 and A380-861 aeroplanes, all manufacturer serial numbers (MSN), except aeroplanes having embodied Airbus modification (mod) 73979, mod 73981 and mod 73983 in production.

Reason: During full scale fatigue tests, cracks were found on two intercostal shear cleats on the inboard outer fixed leading edge (IOFLE) of the wing. The affected shear cleats of each wing are located at the lower forward (FWD) intercostal to closing rib interface, and at the lower aft (AFT) intercostal to drive rib 3 inboard interface.

This condition, if not detected and corrected, could reduce the structural integrity of the wings.

To address this unsafe condition, Airbus issued Service Bulletin (SB) A380-57-8035 to provide inspection instructions, and EASA issued AD 2012-0052 to require a one-time detailed inspection (DET) of the affected shear cleats, replacement of any cracked shear cleat(s), reporting the findings to Airbus, and accomplishment of possible follow-on instructions provided by Airbus.

Since that AD was issued, Airbus developed mods 73979, 73981 and 73983 (wing reinforced IOFLE structure) for aeroplanes in production, which is also available for certain in-service aeroplanes (defined by MSN) through Airbus SB A380-57-8089.

For the reasons described above, this AD is revised to reduce the Applicability of this AD by excluding aeroplanes that embody wing reinforced IOFLE

EASA AD No.: 2012-0052R1



structure.

Additional Airbus SB’s are still under development to make in-service installation of wing reinforced IOFLE structure available for other aeroplanes, not listed by MSN in Airbus SB A380-57-8089. After those SB’s are available, this AD is expected to be revised again.


Original Issue : 12 April 2014



(1) Within 2 500 flight cycles since the first flight of the aeroplane, accomplish a DET of the shear cleats of the lower FWD and AFT intercostals of each wing in accordance with the instructions of Airbus SB A380-57-8035.

(2) If, during the inspection as required by paragraph (1) of this AD, any crack is found, before next flight, replace the affected shear cleat(s) in accordance with the instructions of Airbus SB A380-57-8035, and contact Airbus to report the inspection results to obtain approved instructions for inspection of the surrounding area where any shear cleat crack has been identified and, depending on findings, accomplish those instructions accordingly.

(3) Aeroplanes modified in service in accordance with the instructions of Airbus SB A380-57-8089 are not affected by the requirements of this AD.

Ref. Publications: Airbus SB A380-57-8035 original issue, dated 16 September 2011, or Revision 01 dated 30 August 2013.

Airbus SB A380-57-8089 original issue 01 October 2014.






EASA AD No.: 2015-0043-E



EASA EMERGENCY AIRWORTHINESS DIRECTIVE

AD No.: 2015-0043-E Date: 11 March 2015 Note: This Emergency 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.



AIRBUS


A380 aeroplanes



Supersedure: None

ATA 57 Wings – Movable Flap Track Fairing # 6 / Piv ot Bracket – Inspection


Applicability: Airbus A380-841, A380-842 and A380-861 aeroplanes, all manufacturer serial numbers on which Airbus modification (mod.) 68729 has been embodied in production or Airbus Service Bulletin (SB) A380-57-8017 has been embodied in service, except those on which Airbus mod. 71589 has been embodied in production or Airbus SB A380-57-8036 has been embodied in service.

Reason: An occurrence was reported that, during an inspection of a Movable Flap Track Fairing # 6 (MFTF #6) U-frame per Airbus SB A380-57-8032, several fasteners were missing and were eventually discovered in the tail cone of that MFTF #6. Subsequent investigation results revealed that the fasteners originated from the fix pivot bracket of the MFTF #6, where only one fastener remained installed. Additionally, similar inspections accomplished on MFTF #6 of other aeroplanes also revealed several not secured locking washers and loose screws.

This condition, if not detected and corrected, could lead to disconnection of the pivot bracket and the fairing, possibly resulting in in-flight loss of MFTF #6 with consequent injury to persons on the ground.

To address this potential unsafe condition, Airbus issued Alert Operators Transmission (AOT) A57R008-15 to provide inspection instructions.

For the reasons described above, this AD requires repetitive free-play checks of the MFTF #6, a one-time detailed inspection and, depending on findings, corrective action(s).


EASA AD No.: 2015-0043-E





(1) Within 30 flight cycles (FC) after the effective date of this AD, and, thereafter, at intervals not to exceed 50 FC, accomplish a free-play check of each MFTF #6 (both, Left Hand (LH) and Right Hand (RH) side) in accordance with the instructions of Airbus AOT A57R008-15.

(2) If, during any check as required by paragraph (1) of this AD, any lateral or vertical free-play is detected, before next flight, accomplish a detailed inspection (DET) of the affected MFTF #6 and pivot bracket, and, depending on findings, accomplish all applicable corrective actions in accordance with the instructions of Airbus AOT A57R008-15.

(3) If, during any check as required by paragraph (1) of this AD, no free play (either lateral or vertical) is detected, within 200 FC after the effective date of this AD, accomplish a DET of each MFTF #6 (both, LH and RH side), and, depending on findings, accomplish all applicable corrective actions in accordance with the instructions of Airbus AOT A57R008-15.

(4) Accomplishment of the DET and, depending on findings, corrective action(s), as specified by paragraph (2) or (3) of this AD, as applicable, constitutes terminating action for the repetitive free-play checks as required by paragraph (1) of this AD.

(5) Inspections and, depending on findings, corrective actions on an aeroplane, accomplished before the effective date of this AD in accordance with the instructions of Airbus TD L5757D14029282 at issue A, are acceptable to comply with the requirements of this AD for that aeroplane.

Ref. Publications: Airbus AOT A57R008-15 original issue dated 10 March 2015.


Airbus TD L5757D14029282 issue A dated 10 February 2015.


2. The results of the safety assessment have indicated the need for immediate publication and notification, without the full public consultation process.


4. For any question concerning the technical content of the requirements in this AD, please contact: AIRBUS – Airworthiness Office – EIANA; Telephone: +33 562 110 253; Fax: +33 562 110 307; E-mail: [email protected].

EASA AD No.: 2015-0047




AD No.: 2015-0047 [Correction: 30 April 2015] Date: 16 March 2015 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.



AIRBUS


A380 aeroplanes



Supersedure: None

ATA Airplane Flight Manual – Engine Interface Power Man agement Reset – Amendment



Reason: Two events of air conditioning pack loss in flight were reported involving multiple Electronic Centralised Aircraft Monitoring (ECAM) warnings related to engine, thrust reverser, air pack and fuel systems. On the affected engines the pack valves closed, the thrust reversers became inoperative and the engine igniters could have been no longer electrically supplied. For both cases the flight crew reset the Engine Interface Power Management (EIPM) units of the affected engine and as a result the normal situation was recovered. The investigation is still on-going and abnormal EIPM unit behaviour is suspected, however not confirmed.

This condition, if not corrected, could lead, in adverse conditions, to flame out of one or more engines due to the loss of the continuous ignition capability.

To address this potential unsafe condition, Airbus issued Aircraft Flight Manual (AFM) Temporary Revision (TR) 163 issue 1.0 to provide instructions for EIPM in-flight reset and the related operational procedures.

For the reason described above, this AD requires amendment of the applicable AFM and to operate the aeroplane accordingly.

This AD is re-issued to clarify the precipitating event and the unsafe condition

EASA AD No.: 2015-0047



which led to issuance of this AD.

This AD is considered to be an interim measure and further AD action may follow.




(1) Within 30 days after the effective date of this AD, amend the applicable AFM to incorporate Airbus A380 AFM TR 163 issue 1.0, inform all flight crews, and, thereafter, operate the aeroplane accordingly.

(2) Amending the AFM to incorporate a later revision, which includes the AFM amendment as required by this AD, is acceptable to comply with the requirements of paragraph (1) of this AD.

Ref. Publications: Airbus A380 AFM TR 163 issue 1.0 dated 12 February 2015.






EASA AD No.: 2013-0108R3




AD No.: 2013-0108R3 Date: 22 June 2015 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.



AIRBUS


A380 aeroplanes



Revision: This AD revises EASA AD 2013-0108R2 dated 07 May 2015.

ATA 57 Wings – Wing Rib Feet – Modification


Applicability: Airbus A380-841, A380-842, and A380-861 aeroplanes, all manufacturer serial numbers, except aeroplanes on which Airbus modification (mod) 73685 and Airbus mod 73686 have been embodied in production and except aeroplanes on which Airbus mod 73477 has been embodied in production.

Reason: Following an unscheduled internal inspection of an A380 wing, some rib feet were found with cracks, originating from the rib-to-wing skin panel attachment holes (Type 1 cracks according to Airbus All Operators Transmission (AOT) terminology). Prompted by this finding, inspections were carried out on a number of other aeroplanes, the results of which confirmed the existence of these cracks. During one of those inspections, a new form of rib foot cracking, originating from the forward and aft edges of the vertical web of the rib feet, was identified (Type 2 cracks according to Airbus AOT terminology).

This condition, if not detected and corrected, may reduce the structural integrity of the wing.

To address this potential unsafe condition, EASA issued AD 2012-0013 to require a one-time detailed visual inspection (DVI) to detect cracks on the wing rib feet and, depending on findings, repair.

After that AD was issued, it was confirmed that Type 2 cracks may develop on other aeroplanes after a certain period of time of service. Prompted by this finding, EASA issued AD 2012-0026, superseding EASA AD 2012-0013, extending the applicability to all aeroplane serial numbers and requiring accomplishment of a one-time high frequency eddy current (HFEC) inspection of certain wing rib feet and, depending on findings, accomplishment of

EASA AD No.: 2013-0108R3



applicable corrective actions.

Subsequently, it was determined that to maintain the safety of the A380 fleet, repetitive inspections were necessary. Consequently, EASA issued AD 2012-0114, retaining the requirements of EASA AD 2012-0026, which was superseded, to require, for pre mod 68705 aeroplanes only, repetitive inspections of certain wing rib feet and, depending on findings, accomplishment of applicable corrective actions.

Since EASA AD 2012-0114 was issued, Airbus developed a set of modifications applicable to all aeroplanes which consists in introducing horizontal stiffeners below the manhole on certain ribs and modifying the rib feet booms with new re-sized rib feet booms manufactured from 7010 aluminium. Metallic 7449 ribs 48 and 49 are also to be replaced with new re-sized ribs manufactured from 7010 aluminium.

For the reasons described above, to maintain the structural integrity of the aeroplane wings, EASA issued AD 2013-0108 (later revised to exclude from the Applicability aeroplanes on which Airbus mod 73477 has been embodied in production) to require modification of the hybrid rib booms. That AD also confirmed that for pre-mod 68705 A380 aeroplanes on which the Feed Tanks 1 and 4 bottom rib feet booms have been modified in-service in accordance with the instructions of Airbus Service Bulletin (SB) A380-57-8062, the repetitive inspections of EASA AD 2012-0114 were no longer required.

Since EASA AD 2013-0108R1 was issued, accomplishment of Wing Rib Feet modifications in service prompted the need for issuance of several additional Airbus adaptations and repair solutions. Consequently, EASA issued AD 2013-0108R2 to introduce Airbus Repair Design Approval Sheet (RDAS) or Technical Disposition (TD) as an acceptable alternative method when accomplishment of the modification instructions is not possible due to aeroplane configuration.

This AD is revised to recognise Airbus Technical Adaptations (TA) which address system installation deviations when accomplishment of the modification instructions is not possible due to aeroplane configuration.

Effective Date: Revision 3: 22 June 2015

Revision 2: 07 May 2015

Revision 1: 13 September 2013

Original issue: 04 June 2013



(1) For aeroplanes on which Airbus mod 68705 has not been embodied in production, within the compliance times as indicated in Table 1 of this AD, accomplish all actions specified in Table 1 of this AD on the left-hand (LH) and right-hand (RH) wings.

(2) Modification of a pre mod 68705 aeroplane in accordance with the instructions of Airbus SB A380-57-8062, as required by paragraph (1) of this AD, constitutes terminating action for the repetitive inspection requirements of EASA AD 2012-0114 for that aeroplane.

(3) For aeroplanes on which Airbus mod 68705 has been embodied in production, within the compliance times as indicated in Table 2 of this AD, accomplish all actions specified in Table 2 of this AD on the LH and RH wings.

(4) If, during modification of an aeroplane as required by paragraph (1) or (3) of this AD, any discrepancy (see Note) is detected, which makes the accomplishment of any part of the modification instructions impossible, before next flight, contact Airbus to obtain an approved RDAS, or TA, or TD, and accomplish that repair accordingly, including post-repair follow-on action(s), as applicable.

EASA AD No.: 2013-0108R3



Note: For the purpose of this AD, a discrepancy is a necessary design deviation due to production related concessions that directly affect the sensitive area of the modification such as rib boom attachment to the wing skin or rib web, or items related to post mod fuel system tests, access or removal of hydraulic systems or simply typographical corrections.

Ref. Publications: Airbus SB A380-57-8062 original issue, dated 18 December 2012.




Airbus SB A380-57-8066 original issue, dated 20 December 2012, or Revision 01 dated 19 April 2013.


Airbus SB A380-57-8068 original issue, dated 18 December 2012, or Revision 01 dated 17 May 2013.

Airbus SB A380-57-8069 original issue, dated 18 December 2012, or Revision 01 dated 17 May 2013.

Airbus SB A380-57-8070 original issue, dated 18 December 2012, or Revision 01 dated 24 April 2013.








2. The original issue of this AD was posted on 15 April 2013 as PAD 13-054 for consultation until 13 May 2013. No comments were received during the consultation period.



EASA AD No.: 2013-0108R3



Table 1 – Hybrid Rib Boom Modification applicable to aeroplanes on which Airbus mod 68705 has not been embodied in production

Required Actions Compliance times

Modify the Feed Tanks 1 and 4 bottom rib feet booms on hybrid Rib 24, Rib 25, Rib 26, Rib 27, Rib 29 and Rib 30 in accordance with the instructions of Airbus SB A380-57-8062.

Whichever occurs first between a) or b) :

a) Before the accumulation of 28 500 flight hours (FH) since the aeroplane first flight, or

b) within 6 years since the date of issuance of the original certificate of airworthiness or date of issuance of the original export certificate of airworthiness, as applicable, whichever occurs first.

Modify the Mid Tank bottom rib feet booms on hybrid Rib 14 Forward (FWD), Rib 14 Aft (AFT), Rib 15 FWD, Rib 15 AFT, Rib 17 AFT, Rib 18, Rib 19, Rib 20 and Rib 21 in accordance with the instructions of Airbus SB A380-57-8063.

Modify the Inner Tank top and bottom rib feet booms on hybrid Rib 11 FWD, Rib 12 FWD and Rib 12 AFT in accordance with the instructions of Airbus SB A380-57-8064.

Modify the full Ribs at Vent Tank Rib 48 and Rib 49 in accordance with the instructions of Airbus SB A380-57-8066.

Modify the Feed Tanks 2 and 3 top and bottom rib feet booms on hybrid Rib 3 FWD in accordance with the instructions of Airbus SB A380-57-8065.

Within 6 years since the date of issuance of the original certificate of airworthiness or date of issuance of the original export certificate of airworthiness, as applicable, whichever occurs first.

Modify the Outer Tank bottom rib feet booms on hybrid Rib 36, Rib 37, Rib 38 and Rib 39 in accordance with the instructions of Airbus SB A380-57-8067.

Modify the Mid Tank top rib feet booms on hybrid Rib 14 FWD, Rib 14 AFT, Rib 15 FWD, Rib 15 AFT, Rib 17 AFT, Rib 18, Rib 19, Rib 20 and Rib 21 in accordance with the instructions of Airbus SB A380-57-8068.

Modify the Feed Tanks 1 and 4 top rib feet booms on hybrid Rib 24, Rib 25, Rib 26, Rib 27, Rib 29 and Rib 30 in accordance with the instructions of Airbus SB A380-57-8069.

Modify the Outer Tank top rib feet booms on hybrid Rib 36, Rib 37, Rib 38 and Rib 39 in accordance with the instructions of Airbus SB A380-57-8070.

EASA AD No.: 2013-0108R3



Table 2 – Hybrid Rib Boom Modification applicable to aeroplanes on which Airbus mod 68705 has been embodied in production

Required Actions Compliance times

Modify the Feed Tanks 1 and 4 bottom rib feet booms on hybrid Rib 24, Rib 25, Rib 26, Rib 27, Rib 29 and Rib 30 in accordance with the instructions of Airbus SB A380-57-8082.

a) or b), as applicable:

a) For aeroplanes on which Airbus Interim Adaptation mod 73022 has not been embodied in production: before the accumulation of 700 flight cycles (FC) since the aeroplane first flight.

b) For aeroplanes on which Airbus Interim Adaptation mod 73022 has been embodied in production: before the accumulation of 1 300 FC since the aeroplane first flight.

Modify the Mid Tank bottom rib feet booms on hybrid Rib 14 FWD, Rib 14 AFT, Rib 15 FWD, Rib 15 AFT, Rib 17 AFT, Rib 18, Rib 19, Rib 20 and Rib 21 in accordance with the instructions of Airbus SB A380-57-8079.

Modify the Inner Tank top and bottom rib feet booms on hybrid Rib 11 FWD, Rib 12 FWD and Rib 12 AFT in accordance with the instructions of Airbus SB A380-57-8078.

Whichever occurs first, a) or b) :

a) Before the accumulation of 18 500 FH since aeroplane first flight, or

b) within 6 years since the date of issuance of the original certificate of airworthiness or date of issuance of the original export certificate of airworthiness, as applicable, whichever occurs first.

Modify the full Ribs at Vent Tank Rib 48 and Rib 49 in accordance with the instructions of Airbus SB A380-57-8066.

Modify the Feed Tanks 2 and 3 top and bottom rib feet booms on hybrid Rib 3 FWD in accordance with the instructions of Airbus SB A380-57-8077.

Within 6 years since the date of issuance of the original certificate of airworthiness or date of issuance of the original export certificate of airworthiness, as applicable, whichever occurs first.

Modify the Outer Tank bottom rib feet booms on hybrid Rib 36, Rib 37, Rib 38 and Rib 39 in accordance with the instructions of Airbus SB A380-57-8084.

Modify the Mid Tank top rib feet booms on hybrid Rib 14 FWD, Rib 14 AFT, Rib 15 FWD, Rib 15 AFT, Rib 17 AFT, Rib 18, Rib 19, Rib 20 and Rib 21 in accordance with the instructions of Airbus SB A380-57-8068.

Modify the Feed Tanks 1 and 4 top rib feet booms on hybrid Rib 24, Rib 25, Rib 26, Rib 27, Rib 29 and Rib 30 in accordance with the instructions of Airbus SB A380-57-8069.

Modify the Outer Tank top rib feet booms on hybrid Rib 36, Rib 37, Rib 38 and Rib 39 in accordance with the instructions of Airbus SB A380-57-8070.

EASA AD No.: 2015-0114







AIRBUS


A380 aeroplanes



Supersedure: None

ATA 05 Time Limits / Maintenance Checks – Damage Tolerant Airworthiness Limitation Items – ALS Part 2 – Amend ment



Reason: In 2013, Airbus published Revision 04 of A380 Airworthiness Limitations Section (ALS) Part 2, which has recently been amended by an ALS Part 2 variation 4.3 (00L050H142C/C01 Issue 01).

This variation introduces new maintenance requirements and/or airworthiness limitations which are identified as mandatory action for continued airworthiness.

Failure to comply with these maintenance requirements and/or airworthiness limitations could result in an unsafe condition.

For the reason described above, this AD requires implementation of the maintenance tasks and limitations as specified in Airbus A380 ALS Part 2 variation 4.3 (00L050H142C/C01 Issue 01).


EASA AD No.: 2015-0114




Required as indicated, unless previously accomplished:

1) From the effective date of this AD, accomplish the following actions, as specified in Airbus A380 ALS Part 2 variation 4.3 (00L050H142C/C01 Issue 01):

(1.1) Replace each component before or upon reaching the applicable life limit, and

(1.2) Within the thresholds and intervals, accomplish all applicable maintenance tasks.

(2) In case of finding discrepancies (as defined in Airbus A380 ALS Part 2 variation 4.3 (00L050H142C/C01 Issue 01)) during accomplishment of any task as required by paragraph (1) of this AD, within the compliance time specified in the ALS Airbus A380 ALS Part 2 variation 4.3 (00L050H142C/C01 Issue 01), accomplish the applicable maintenance procedures for corrective actions in accordance with the approved maintenance documentation. If no compliance time is identified in the Airbus A380 ALS Part 2 variation 4.3 (00L050H142C/C01 Issue 01), accomplish the applicable corrective actions before next flight. If a detected discrepancy is not identified in the Airbus A380 ALS Part 2 variation 4.3 (00L050H142C/C01 Issue 01), before next flight, contact Airbus for approved instructions and accomplish those instructions accordingly.

(3) Within 12 months after the effective date of this AD, revise the approved aircraft maintenance programme (AMP), on the basis of which the operator or the owner ensures the continuing airworthiness of each operated aeroplane, by incorporating the limitations, tasks and associated thresholds and intervals described in the Airbus A380 ALS Part 2 variation 4.3 (00L050H142C/C01 Issue 01).

(4) For an AMP that, on the effective date of this AD, is already updated to incorporate the maintenance tasks and life limitations as specified in the A380 ALS Part 2 Revision 04, it is acceptable to incorporate the new and more restrictive tasks and limitations, as defined in the Airbus A380 ALS Part 2 variation 4.3 (00L050H142C/C01 Issue 01), into the AMP to comply with paragraph (3) of this AD.

(5) When the AMP of an aircraft has been revised as required by paragraph (3) or (4) of this AD, as applicable, that action ensures (see Note) continued accomplishment of the tasks as required by paragraphs (1) and (2) of this AD for that aircraft. Consequently, after revising the AMP, as required by paragraph (3) or (4) of this AD, as applicable, it is not necessary that accomplishment of individual tasks is recorded for demonstration of AD compliance on a continued basis.

Note: For affected Airbus A380 aeroplanes registered in Europe, complying with the approved AMP as specified in paragraph (3) of this AD is required by Commission Regulation (EU) No 1321/2014, Part M.A.301, paragraph 3.

(6) Maintenance tasks and corrective actions, accomplished before the effective date of this AD in accordance with the instructions of Airbus Technical Dispositions (TD), Technical Adaptations (TA) or Repair Instructions (RI), as listed in Appendix of this AD, as applicable to aeroplane MSN, are acceptable to comply with the initial maintenance action(s) as required by paragraphs (1) and (2) of this AD.

Ref. Publications: A380 ALS Part 2 revision 04 approved on 19 April 2013.

Airbus A380 ALS Part 2 variation reference variation 4.3 (00L050H142C/C01 Issue 01), approved on 27 May 2015.

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

EASA AD No.: 2015-0114



Airbus A380 TD_J1_S4_23221_2013 issue C dated 02 Sept 2013.

Airbus A380 TD_J1_S4_26042_2013 issue A dated 03 December 2013.




Airbus A380 TD_J1_S4_28971_2014 issue A dated 24 April 2014.


Airbus A380 TD_J1_S4_29136_2014 issue A dated 06 May 2014.

Airbus A380 TD_J1_S4_29137_2014 issue A dated 06 May 2014.



Airbus A380 TA 80024948/003/2015 issue 1 dated 04 February 2015.

Airbus A380 TA-SEES2-2014-1055205 issue 1 dated 25 June 2014.

Airbus A380 TA 80022171/003/2015-1 issue 1 dated 22 January 2015.

Airbus A380 TA 80024948/003/2015 issue 1 dated 04 February 2015.

Airbus A380 RI R572-57380 issue A dated 23 April 2014, or issue B dated 19 January 2015.




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

EASA AD No.: 2015-0114



Appendix – List of acceptable TDs, TAs or RIs

MSN TD, TA or RI reference

0003 TD_J1_S4_23221_2013 issue C

0005 TD_J1_S4_26042_2013 issue A and TD_J1_S4_26771_2013 issue A


0007 TA 80024948/003/2015 issue 1 and R572-57380 issue A


0010 TA-SEES2-2014-1055205 issue 1 and R572-57380 issue A


0012, 0013 TA-SEES2-2014-1055205 issue 1 and R572-57380 issue A




0019 TA 80022171/003/2015-1 issue 1 and R572-57380 issue A


0021 TA 80024948/003/2015 issue 1 and R572-57380 issue B


0023, 0025, 0026, 0027, 0028, 0029, 0034, 0038, 0041, 0045

TA 80024948/003/2015 issue 1 and R572-57380 issue B

EASA AD No.: 2015-0123







AIRBUS


A380 aeroplanes



Supersedure: None

ATA 57 Wings – Flap Track # 6 – Modification


Applicability: Airbus A380-841, A380-842 and A380-861 aeroplanes, all manufacturer serial numbers (MSN), except aeroplane on which Airbus modifications 74442, 74423, 74596, 74424 and 74419 have been embodied in production.

Reason: It has been concluded that the assumed acting loads on the flap track (FT) #6, used during the type certification were incorrect, as shown during the A380 flight-testing performed to support investigation of the flap track vibration issue.

Analysis of the FT #6 and Aft Wing Bracket, taking into account the corrected loads, has determined that the service lives of these parts have to be limited. The fatigue life of these parts is dependent on the flap configuration setting used during take-off. The use of flap configuration 3 setting is considered to be the most demanding setting affecting fatigue behaviour of the affected parts.

This condition, if not corrected, could lead to failure and consequent in-flight loss of flap beam #6, including the attached flap, possibly resulting in damage to the aeroplane and/or difficulty to control the aeroplane and injury to persons on the ground.

To address this potential unsafe condition, Airbus developed a set of modifications available through Service Bulletins (SB) listed in Table 1 of this AD. In order to restore the fatigue life of the FT#6 and surrounding structure, those SB’s have to be embodied concurrently.

EASA AD No.: 2015-0123



Table 1 List of modification SB’s

SB reference SB title

A380-57-8091 Modification of the flap track beam and aft kinematic.

A380-57-8092 Modification of the wing to flap track interfaces.

A380-57-8093 Modification of the flap track fairing.

A380-57-8094 Modification of the flap fairing bracket.

For the reason described above, this AD requires modification of the FT#6 and surrounding structure.




(1) Within the compliance time as defined in Appendix 1 of this AD, as applicable, depending on the flap configuration 3 setting usage, modify the Left Hand (LH) and Right Hand (RH) FT#6 and surrounding structure in accordance with the instructions of Airbus SB A380-57-8091, SB A380-57-8092, SB A380-57-8093 and SB A380-57-8094.

Review of the aeroplane operational records is acceptable to make the determination of the flap configuration usage since aeroplane first flight, provided those records can be relied upon for that purpose.

(2) If, during modification of an aeroplane as required by paragraph (1) of this AD, any discrepancy (see Note) is detected, which makes the accomplishment of any part of the modification instructions impossible, before next flight, contact Airbus to obtain an approved Repair Design Approval Sheet, or Technical Adaptations, or Technical Disposition, and accomplish that repair accordingly, including post-repair follow-on action(s), as applicable.

Note: For the purpose of this AD, a discrepancy is a necessary design deviation due to production related concessions that directly affect the sensitive area of the modification.

Ref. Publications: Airbus SB A380-57-8091 original issue, dated 15 December 2014.






2. This AD was posted on 05 May 2015 as PAD 15-057 for consultation until 18 June 2015. 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:

EASA AD No.: 2015-0123



AIRBUS SAS - EIANA (Airworthiness Office), Telephone : +33 562 110 253 ; Fax: +33 562 110 307 E-mail: [email protected].

EASA AD No.: 2015-0123



Appendix 1

Replacement Compliance Time

Usage of flap configuration 3 setting during take-o ff Compliance Time

Equal to or more than 10% usage of configuration 3 setting or aeroplanes for which the usage of less than 10% configuration setting cannot be demonstrated

For MSN 0003, 0005 through 0014 inclusive:

3 100 flight cycles (FC) since the aeroplane first flight or since the last installation of the FT#6 and Aft Wing Bracket on an aeroplane, as applicable, or within 150 FC from the effective date of this AD, whichever occurs later. For MSN 0015 through 0167 inclusive:

3 400 FC since the aeroplane first flight or since the last installation of the FT#6 and Aft Wing Bracket on an aeroplane, as applicable, or within 150 FC from the effective date of this AD, whichever occurs later.

Less than 10% usage of configuration 3 setting for a cumulated period of 2 000 FC within 4 000 FC since the aeroplane first flight or since the last installation of the FT#6 and Aft Wing Bracket on an aeroplane, as applicable.

4 000 FC since the aeroplane first flight or since the last installation of the FT#6 and Aft Wing Bracket on an aeroplane, as applicable.


4 371 FC since the aeroplane first flight or since the last installation of the FT#6 and Aft Wing Bracket on an aeroplane, as applicable.


4 688 FC since the aeroplane first flight or since the last installation of the FT#6 and Aft Wing bracket on an aeroplane, as applicable.

EASA AD No.: 2015-0131




AD No.: 2015-0131 Date: 07 July 2015 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.



AIRBUS


A380 aeroplanes



Supersedure: None

ATA 53 Fuselage – Belly Fairing Struts / Fittings in Fusel age Wall at Frame 72 – Inspection / Modification


Applicability: Airbus A380-841, A380-842 and A380-861 aeroplanes, all manufacturer serial numbers, except those on which Airbus modification (mod) 74639 has been embodied in production.

Reason: During the certification process of Airbus mod 74639, it was determined that incorrect fatigue load values were used to certify the struts and fittings located in the belly fairing wall at Frame (FR) 72 stringer (STR)2 and STR5 on the left hand (LH) and right hand (RH) sides. Consequently, the fatigue life and associated inspection intervals have been re-calculated to reflect the corrected fatigue loads, which affects the belly fairing struts and fittings located at the FR 72 wall of all aeroplanes, both pre- and post-mod 71223.

This condition, if not detected and corrected, could affect the structural integrity of the belly fairing at FR 72, possibly resulting in in-flight loss of part(s) of the belly fairing structure and consequent injury to persons on the ground.

To address this potential unsafe condition, Airbus issued Service Bulletin (SB) A380-53-8097, to provide inspection instructions, and SB A380-53-8098, to provide reinforcement instructions for the affected structural area.

For the reasons described above, this AD requires repetitive inspections of the affected belly fairing area on the LH and RH sides and, depending on findings, reinforcement of the affected structure at the belly fairing struts and fittings attached to the wall at FR72. This AD also introduces that reinforcement, in case of no findings, as an optional terminating action for the required repetitive inspections.

EASA AD No.: 2015-0131






(1) Within the threshold as specified in Table 1 of this AD, as applicable, depending on aeroplane configuration, since first flight of the aeroplane, or since the last replacements of the fork fittings and struts FR72 at STR2 and the fork fittings and struts FR72 at STR5, both LH and RH side with pre-mod 74639 parts (full set), or within 350 flight cycles (FC) after the effective date of this AD, whichever occurs later, and, thereafter, at intervals not to exceed the value as defined in Table 2 of this AD, as applicable to the selected inspection method (see Note), inspect the strut and fork fitting at FR72-STR 2 and FR72-STR5, both LH and RH sides, in accordance with the instructions of Airbus SB A380-53-8097.

Note: The operator may choose accomplishment of the inspection using either Detailed Visual Inspection (DET) or High Frequency Eddy Current Inspection (HFEC) or Rototest Inspection method.

Table 1 – Inspection Threshold

Affected Aeroplanes (configuration)

Compliance Time

Pre-mod 71223 3 750 FC

Post-mod 71223 1 200 FC

Table 2 – Inspection Method and Related Interval

Inspection Method Interval (not to exceed)

DET 480 FC

HFEC without removal of associated fasteners

1 000 FC

Rototest, or HFEC with removal of associated fasteners

3 190 FC for pre-mod 71223 aeroplanes

or

1 800 FC for post-mod 71223 aeroplanes

(2) If, during any inspection as required by paragraph (1) of this AD, any crack is detected, before next flight, accomplish all applicable corrective actions in accordance with the instructions of Airbus SB A380-53-8097.

(3) Accomplishment of corrective actions on an aeroplane, as required by paragraph (2) of this AD, does not constitute terminating action for the repetitive inspections as required by paragraph (1) of this AD for that aeroplane.

(4) Modification of an aeroplane in accordance with the instructions of Airbus SB A380-53-8098 constitutes terminating action for the initial and repetitive inspections as required by paragraph (1) of this AD for that aeroplane, regardless of the selected inspection method.

Ref. Publications: Airbus SB A380-53-8097 original issue dated 18 March 2015.



Remarks: 1. If requested and appropriately substantiated, EASA can approve

EASA AD No.: 2015-0131



Alternative Methods of Compliance for this AD.

2. This AD was posted on 02 June 2015 as PAD 15-074 for consultation until 30 June 2015. No comments were received during the consultation period.



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