Nachrichten für Luftfahrer 2013 Teil II (weicht ggf. von Druckversion ab)
EASA AD No.: 2013-0276
Effective Date: 05 December 2013
Required Action(s) Required as indicated, unless accomplished previously:
and Compliance
(1) Within the compliance time as specified in Table 1 of this AD, as
Time(s):
applicable, accomplish a one-time inspection of the propeller in
accordance with the instructions of Dowty Propellers Alert Service Bulletin
(ASB) 61-A1152.
Table 1
Propeller time in service (on the Compliance time
effective date of this AD) since last
overhaul, or since mid-life bearing
inspection (see Note)
1 000 flight hours (FH) or more Within 100 FH after the effective
date of this AD
Less than 1 000 FH Before exceeding 1 100 FH since
last overhaul, or since mid-life
bearing inspection, whichever
occurs later
Note: The mid-life (or half-life) inspection principles are explained in Dowty
Rotol Service Bulletin (SB) 61-985.
(2) If, during the inspection as required by paragraph (1) of this AD, signs of
grease leakage on the blade bearing are detected, before next flight,
remove the propeller from the aeroplane, accomplish a detailed inspection
of the affected blade(s) in accordance with the instructions of Dowty
Propellers ASB 61-A1152 and, depending on findings, before release to
service of the propeller, accomplish all applicable corrective actions in
accordance with the instructions of Dowty Propellers ASB 61-A1152.
Ref. Publications: Dowty Propellers ASB 61-A1152 initial issue dated 20 November 2013.
Dowty Rotol SB 61-985 dated 06 December 1982.
The use of later approved revisions of these documents is acceptable for
compliance with the requirements of this AD.
Remarks: 1. If requested and appropriately substantiated, EASA can approve
Alternative Methods of Compliance for this AD.
2. 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.
3. Enquiries regarding this AD should be referred to the Safety Information
Section, Executive Directorate, EASA. E-mail ADs@easa.europa.eu.
4. For any question concerning the technical content of the requirements in
this AD, please contact:
Dowty Propellers, Anson Business Park, Cheltenham Road East,
Gloucester GL2 9QN, The United Kingdom
Tel +44 (0) 1452 716067 – Fax +44 (0) 1452 716001
E-mail Mike.Towkan@ge.com.
TE.CAP.00110-003 © European Aviation Safety Agency. All rights reserved. 2/2
Proprietary document. Copies are not controlled. Confirm revision status through the EASA-Internet/Intranet.
Lufttüchtigkeitsanweisung Luftfahrt-Bundesamt
- Sachgebiet T23 -
D-2013-342 38144 Braunschweig
TC AD CF-2013-35 vom 15.11.2013 Fax: +49-531-2355-5298
email: ad@LBA.de
BOMBARDIER 28.11.2013
Betroffenes Luftfahrtgerät:
Art des Luftfahrtgerätes: Flugzeug
Inhaber der Musterzulassung: Bombardier Inc.
Hersteller: Bombardier Inc.
Muster: DHC-8
Baureihen: DHC-8-400,DHC-8-401 und DHC-8-402
Werknummern: 4001, 4003 bis 4417 mit "engine fuel feed ejector pump" installiert mit der
Hersteller-Teilenummer (P/N) 2960008-102
Gerätenummer: 2868, EASA.IM.A.191
Revisionsstand:
Originalausgabe
Airworthiness Directive der ausländischen Behörde:
TC AD CF-2013-35 vom 15.11.2013
Genannte Airworthiness Directives unter dieser Rubrik, die nicht durch die EASA herausgegeben worden
sind, wurden durch die EASA über die Entscheidung Nr. 02/2003 übernommen und sind somit ebenfalls
Airworthiness Directives der EASA.
Die genannte Airworthiness Directive wird im Luftfahrt-Bundesamt unter der Nummer 2013-342 geführt.
Betrifft:
(ATA 28) Engine Fuel Feed Ejector Pump Swing Arm Assembly Failure
Anmerkungen:
Gemäß M.A.304 des Anhang I (Teil M) der Verordnung (EG) Nr. 2042/2003 dürfen Luftfahrzeuge
nach dem in der Lufttüchtigkeitsanweisung angegebenen Termin nur in den Betrieb genommen
werden, wenn die angeordneten Maßnahmen ordnungsgemäß durchgeführt worden sind.
Die Europäische Agentur für Flugsicherheit (EASA) hat die oben referenzierte Lufttüchtigkeitsan-
weisung TC AD CF-2013-35 vom 15.11.2013 herausgegeben oder per Entscheidung Nr. 02/2003
übernommen.
Gemäß § 14 Abs. 2 der Betriebsordnung für Luftfahrtgerät (LuftBO) sind diese Lufttüchtigkeitsan-
weisungen direkt in der Bundesrepublik Deutschland gültig und bedürfen keiner Umsetzung
durch das Luftfahrt-Bundesamt.
Mit Hilfe dieser Übersichtsseite veröffentlicht das Luftfahrt-Bundesamt ebenfalls die über § 14
Abs. 2 direkt gültige Lufttüchtigkeitsanweisungen der EASA in den Nachrichten für Luftfahrer und
im Internet unter www2.LBA.de/LTAs/. Dieser Service dient reinen Informationszwecken und liegt
keinem Verwaltungsverfahren zu Grunde. Rechtsmittel sind damit ausgeschlossen.
D-2013-342 Seite 1 von 1 630/2013
Transport Transports TP 7245E
Canada Canada No.
1/1
CF-2013-35
Issue Date
15 November 2013
AIRWORTHINESS DIRECTIVE
The following airworthiness directive (AD) may be applicable to an aircraft which our records indicate is registered in your name. ADs are issued pursuant to Canadian
Aviation Regulation (CAR) 521 Division X. Pursuant to CAR 605.84 and the further details of CAR Standard 625, Appendix H, the continuing airworthiness of a Canadian
registered aircraft is contingent upon compliance with all applicable ADs. Failure to comply with the requirements of an AD may invalidate the flight authorization of the aircraft.
Alternative means of compliance shall be applied for in accordance with CAR 605.84 and the above-referenced Standard.
This AD has been issued by the Continuing Airworthiness Division (AARDG), National Aircraft Certification Branch, Transport Canada, Ottawa, telephone 613 952-4357.
Number: CF-2013-35
Subject: Engine Fuel Feed Ejector Pump Swing Arm Assembly Failure
Effective: 29 November 2013
Applicability: Bombardier Inc. model DHC-8-400, -401 and -402 aeroplanes, serial numbers 4001,
4003 through 4417 with installed engine fuel feed ejector pump part number (P/N)
2960008-102.
Compliance: As indicated below, unless already accomplished.
Background: There have been incidents of the “ENG FUEL PRESS” caution light illuminating in-flight.
An investigation revealed the engine fuel feed ejector pump swing arm assembly became
detached from the outlet port of the engine fuel feed ejector pump and partially blocked
the engine fuel feed line. If the failed swing arm assembly migrates along the fuel line
downstream of the Fuel Tank AUX Pump junction, it could block the engine fuel flow and
the affected engine may experience a flameout condition.
Bombardier issued Service Bulletin (SB) 84-28-16 to introduce a restrictor into the engine
fuel feed line that is designed to contain a detached ejector pump swing arm assembly.
This AD mandates the installation of a restrictor into the engine fuel feed line to prevent
possible engine flameout.
Corrective Within 6000 hours air time or 3 years, whichever occurs first, from the effective date of
Actions: this AD, incorporate SB 84-28-16 Revision B dated 17 June 2013, or later revisions
approved by the Chief, Continuing Airworthiness, Transport Canada.
Compliance with previous versions of SB 84-28-16 prior to the effective date of this AD,
meets the requirement of this AD.
Authorization: For the Minister of Transport,
ORIGINAL SIGNED BY
Derek Ferguson
Chief, Continuing Airworthiness
Contact: Robin Lau, Continuing Airworthiness, Ottawa, telephone 613-952-4357, facsimile
613-996-9178 or e-mail AD-CN@tc.gc.ca or any Transport Canada Centre.
Pursuant to CAR 202.51 the registered owner of a Canadian aircraft shall, within seven days, notify the Minister
in writing of any change of his or her name or address.
To request a change of address, contact the Civil Aviation Communications Centre (AARC)
at Place de Ville, Ottawa, Ontario K1A 0N8, or 1-800-305-2059,
or www.tc.gc.ca/civilaviation/communications/centre/ address.asp
24-0022 (01-2005)
Lufttüchtigkeitsanweisung Luftfahrt-Bundesamt
- Sachgebiet T23 -
D-2013-343 38144 Braunschweig
EASA AD 2013-0278 vom 26.11.2013 Fax: +49-531-2355-5298
email: ad@LBA.de
AIRBUS 28.11.2013
Betroffenes Luftfahrtgerät:
Art des Luftfahrtgerätes: Flugzeug
Inhaber der Musterzulassung: AIRBUS
Hersteller: Airbus, Airbus Industrie
Muster: A318, A319, A320, A321
Baureihen: A318-111, A318-112, A318-121, A318-122,
A319-111, A319-112, A319-113, A319-114, A319-115, A319-131, A319-132,
A319-133,
A320-211, A320-212, A320-214, A320-215, A320-216, A320-231, A320-232,
A320-233,
A321-111, A321-112, A321-131, A321-211, A321-212, A321-213, A321-231
und A321-232
Werknummern: Alle
Gerätenummer: 2846, EASA.A.064
Revisionsstand:
Originalausgabe
Airworthiness Directive der ausländischen Behörde:
EASA AD 2013-0278 vom 26.11.2013
Genannte Airworthiness Directives unter dieser Rubrik, die nicht durch die EASA herausgegeben worden
sind, wurden durch die EASA über die Entscheidung Nr. 02/2003 übernommen und sind somit ebenfalls
Airworthiness Directives der EASA.
Die genannte Airworthiness Directive wird im Luftfahrt-Bundesamt unter der Nummer 2013-343 geführt.
Betrifft:
(ATA 35) Oxygen - Crew Oxygen / Oxygen Pipe Corrosion - Inspection
Anmerkungen:
Gemäß M.A.304 des Anhang I (Teil M) der Verordnung (EG) Nr. 2042/2003 dürfen Luftfahrzeuge
nach dem in der Lufttüchtigkeitsanweisung angegebenen Termin nur in den Betrieb genommen
werden, wenn die angeordneten Maßnahmen ordnungsgemäß durchgeführt worden sind.
Die Europäische Agentur für Flugsicherheit (EASA) hat die oben referenzierte Lufttüchtigkeitsan-
weisung EASA AD 2013-0278 vom 26.11.2013 herausgegeben oder per Entscheidung Nr. 02/2003
übernommen.
Gemäß § 14 Abs. 2 der Betriebsordnung für Luftfahrtgerät (LuftBO) sind diese Lufttüchtigkeitsan-
weisungen direkt in der Bundesrepublik Deutschland gültig und bedürfen keiner Umsetzung
durch das Luftfahrt-Bundesamt.
Mit Hilfe dieser Übersichtsseite veröffentlicht das Luftfahrt-Bundesamt ebenfalls die über § 14
Abs. 2 direkt gültige Lufttüchtigkeitsanweisungen der EASA in den Nachrichten für Luftfahrer und
im Internet unter www2.LBA.de/LTAs/. Dieser Service dient reinen Informationszwecken und liegt
keinem Verwaltungsverfahren zu Grunde. Rechtsmittel sind damit ausgeschlossen.
D-2013-343 Seite 1 von 1 633/2013
EASA AD No.: 2013-0278
EASA AIRWORTHINESS DIRECTIVE
AD No.: 2013-0278
Date: 26 November 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.
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: Type/Model designation(s):
AIRBUS A318, A319, A320 and A321 aeroplanes
TCDS Number: EASA.A.064
Foreign AD: Not applicable
Supersedure: None
ATA 35 Oxygen – Crew Oxygen / Oxygen Pipe Corrosion – Inspection
Manufacturer(s): Airbus (formerly Airbus Industrie)
Applicability: Airbus A318-111, A318-112, A318-121, A318-122, A319-111, A319-112,
A319-113, A319-114, A319-115, A319-131, A319-132, A319-133, A320-211,
A320-212, A320-214, A320-215, A320-216, A320-231, A320-232, A320-233,
A321-111, A321-112, A321-131, A321-211, A321-212, A321-213, A321-231
and A321-232 aeroplanes, all manufacturer serial numbers (MSN).
Reason: Some oxygen pipe assemblies, Part Number (P/N) D3511032000640, have
been found corroded during manufacturing at supplier level. The affected pipe
assembly is installed at the end of the right hand (RH) crew distribution line, just
upstream of the First Officer and RH Observer oxygen mask boxes.
The investigation showed that the affected pipes had been heat treated just 4
weeks before the summer factory closure and were only cleaned after re-
opening of the factory. During this interruption, corrosion developed in these
pipes.
This condition, if not detected and corrected, could lead to blocked or reduced
oxygen supply to one flight crew member in case of decompression or
smoke/fire in the cockpit. In addition, the presence of particles in oxygen lines,
under certain conditions, increases the risk of fire in the cockpit.
The parts manufacturer identified the batch numbers of the potentially affected
pipes that were manufactured in a specific period in 2011. Based on that
information, Airbus has identified the aeroplanes on which those pipes have
been installed on the production line and has issued Service Bulletin (SB) A320-
35-1069, containing instructions to remove the affected pipes from service.
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.
EASA AD No.: 2013-0278
For the reasons described above, this AD requires the identification of the
affected oxygen pipes P/N D3511032000640, and for those included in the
affected batches, replacement of the oxygen pipe. This AD also prohibits
installation of any of the affected pipes on other aeroplanes.
Effective Date: 10 December 2013
Required Action(s) Required as indicated, unless accomplished previously:
and Compliance
(1) Within 7 500 flight hours or 26 months, whichever occurs first after the
Time(s):
effective date of this AD, accomplish the following actions, in accordance
with the instructions of Airbus SB A320-35-1069.
(1.1) Inspect the crew oxygen pipe P/N D3511032000640 to identify the
batch number.
(1.2) If the batch number of the oxygen pipe is 19356252, 40008586,
40076689, 40187414, 40292749, 40405164, 40649383, 40724994,
40820410, or 40911832, replace the oxygen pipe with a serviceable
part.
(2) An aeroplane that has an MSN not identified in Airbus SB A320-35-1069 is
not affected by the requirements of paragraph (1) of this AD, provided it has
been determined that no replacement crew oxygen pipe P/N
D3511032000640 has been installed on that aeroplane after June 2011.
(3) A review of the aeroplane maintenance records is acceptable in lieu of the
inspection required by paragraph (1.1) of this AD, or to make the
determination as specified in paragraph (2) of this AD, as applicable,
provided those records can be relied upon for that purpose and the crew
oxygen pipe P/N and batch number can be conclusively identified from that
review.
(4) From the effective date of this AD, do not install on any aeroplane a crew
oxygen pipe P/N D3511032000640, belonging to batch number 19356252,
40008586, 40076689, 40187414, 40292749, 40405164, 40649383,
40724994, 40820410, or 40911832.
Ref. Publications: Airbus SB A320-35-1069 original issue, dated 26 April 2013.
The use of later approved revisions of this document is acceptable for
compliance with the requirements of this AD.
Remarks: 1. If requested and appropriately substantiated, EASA can approve Alternative
Methods of Compliance for this AD.
2. This AD was posted on 05 August 2013 as PAD 13-115 for consultation
until 02 September 2013, and republished on 12 September 2013 as PAD
13-115R1 for additional consultation until 26 September 2013. 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: ADs@easa.europa.eu.
4. For any question concerning the technical content of the requirements in
this AD, please contact: AIRBUS – Airworthiness Office – EIAS,
Fax +33 5 61 93 44 51, E-mail: account.airworth-eas@airbus.com.
TE.CAP.00110-003 © European Aviation Safety Agency. All rights reserved. 2/2
Proprietary document. Copies are not controlled. Confirm revision status through the EASA-Internet/Intranet.
Lufttüchtigkeitsanweisung Luftfahrt-Bundesamt
- Sachgebiet T23 -
D-2013-344 38144 Braunschweig
FAA AD 2013-24-01 - Amdt.39-17675 Fax: +49-531-2355-5298
email: ad@LBA.de
BOEING 29.11.2013
Betroffenes Luftfahrtgerät:
Art des Luftfahrtgerätes: Flugzeug
Inhaber der Musterzulassung: The Boeing Company
Hersteller: The Boeing Company
Muster: BOEING 747, BOEING 787
Baureihen: 747-8, 747-8F und 787-8
Werknummern: Die betroffenen Flugzeuge 747-8 und 747-8F sind ausgerüstet mit GEnx-2B67
oder GEnx-2B67B Triebwerken. Die Flugzeuge 787-8, ausgerüstet mit GEnx-
1B64, GEnx-1B67, GEnx-1B70, GEnx-1B64/P1, GEnx-1B67/P1, GEnx-
1B70/P1 oder GEnx-1B70/75/P1 Triebwerken sind ebenfalls betroffen.
Gerätenummer: 2832, EASA.IM.A.115, EASA.IM.A.196, FAA TCDS A20WE, FAA TCDS
T00021SE
Revisionsstand:
Originalausgabe
Airworthiness Directive der ausländischen Behörde:
FAA AD 2013-24-01 - Amdt.39-17675
Genannte Airworthiness Directives unter dieser Rubrik, die nicht durch die EASA herausgegeben worden
sind, wurden durch die EASA über die Entscheidung Nr. 02/2003 übernommen und sind somit ebenfalls
Airworthiness Directives der EASA.
Die genannte Airworthiness Directive wird im Luftfahrt-Bundesamt unter der Nummer 2013-344 geführt.
Betrifft:
(ATA 71) Power Plant - Ice Crystal Icing (ICI) Conditions at high Altitudes - Inspection Airplane Flight
Manual (AFM) - Revision
Anmerkungen:
Gemäß M.A.304 des Anhang I (Teil M) der Verordnung (EG) Nr. 2042/2003 dürfen Luftfahrzeuge
nach dem in der Lufttüchtigkeitsanweisung angegebenen Termin nur in den Betrieb genommen
werden, wenn die angeordneten Maßnahmen ordnungsgemäß durchgeführt worden sind.
Die Europäische Agentur für Flugsicherheit (EASA) hat die oben referenzierte Lufttüchtigkeitsan-
weisung FAA AD 2013-24-01 - Amdt.39-17675 herausgegeben oder per Entscheidung Nr. 02/2003
übernommen.
Gemäß § 14 Abs. 2 der Betriebsordnung für Luftfahrtgerät (LuftBO) sind diese Lufttüchtigkeitsan-
weisungen direkt in der Bundesrepublik Deutschland gültig und bedürfen keiner Umsetzung
durch das Luftfahrt-Bundesamt.
Mit Hilfe dieser Übersichtsseite veröffentlicht das Luftfahrt-Bundesamt ebenfalls die über § 14
Abs. 2 direkt gültige Lufttüchtigkeitsanweisungen der EASA in den Nachrichten für Luftfahrer und
im Internet unter www2.LBA.de/LTAs/. Dieser Service dient reinen Informationszwecken und liegt
keinem Verwaltungsverfahren zu Grunde. Rechtsmittel sind damit ausgeschlossen.
D-2013-344 Seite 1 von 1 637/2013
[Federal Register Volume 78, Number 229 (Wednesday, November 27, 2013)]
[Rules and Regulations]
[Pages 70851-70854]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2013-28638]
––––––––––––––––––––––––––––––––––
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2013-0974; Directorate Identifier 2013-NM-209-AD; Amendment 39-17675;
AD 2013-24-01]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule; request for comments.
––––––––––––––––––––––––––––––––––
SUMMARY: We are adopting a new airworthiness directive (AD) for The Boeing Company Model
747-8 and 747-8F series airplanes and Model 787-8 airplanes powered by GEnx engines. This AD
requires revising the airplane flight manual to advise the flight crew of potential ice crystal icing
(ICI) conditions at high altitudes, and to prohibit operation in moderate and severe ICI conditions.
This AD also requires inspecting the engine after any ICI event is detected by the flight crew. This
AD was prompted by reports of engine damage and thrust loss events as a result of flying in high
altitude ICI conditions. We are issuing this AD to ensure that the flight crews have operating
instructions to avoid flight into ICI conditions that can lead to engine damage and thrust loss events;
unrecoverable thrust loss on multiple engines can lead to a forced landing.
DATES: This AD is effective November 27, 2013.
We must receive comments on this AD by January 13, 2014.
ADDRESSES: You may send comments, using the procedures found in 14 CFR 11.43 and 11.45, by
any of the following methods:
• Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the instructions for
submitting comments.
• Fax: 202-493-2251.
• Mail: U.S. Department of Transportation, Docket Operations, M-30, West Building Ground
Floor, Room W12-140, 1200 New Jersey Avenue SE., Washington, DC 20590.
• Hand Delivery: U.S. Department of Transportation, Docket Operations, M-30, West Building
Ground Floor, Room W12-140, 1200 New Jersey Avenue SE., Washington, DC 20590,
between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays.
1
Examining the AD Docket
You may examine the AD docket on the Internet at http://www.regulations.gov; or in person at
the Docket Management Facility between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The AD docket contains this AD, the regulatory evaluation, any comments received, and
other information. The street address for the Docket Office (phone: 800-647-5527) is in the
ADDRESSES section. Comments will be available in the AD docket shortly after receipt.
FOR FURTHER INFORMATION CONTACT: Sue Lucier, Aerospace Engineer, Propulsion
Branch, ANM-140S, FAA, Seattle Aircraft Certification Office (ACO), 1601 Lind Avenue SW.,
Renton, Washington 98057-3356; phone: 425-917-6438; fax: 425-917-6590; email:
suzanne.lucier@faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
Over the past decade, we have been aware of temporary engine thrust loss, and other engine-
related events that occurred in ice crystal icing (ICI) conditions at high altitudes. These events have
prompted the release of ADs on various airplane models equipped with General Electric (GE) CF6-
80 series engines. Each event was in or near convective weather conditions that included ice crystal
icing.
This type of icing does not appear on radar due to its low reflectivity, and neither the airplane ice
detector nor visual indications reliably indicate the presence of icing conditions. Therefore, it is often
undetected by the flight crew. Flight in these conditions can cause ice crystals to accumulate in the
core gas flow path of the engine. In the events leading to those prior ADs, the ice has shed during
throttle transients and in the descent phase of flight, causing temporary thrust loss.
Since the beginning of 2013, similar events have now occurred on Model 747-8 and 747-8F
series airplanes powered by GEnx-2B engines and Model 787-8 airplanes powered by GEnx-1B
engines. The new events that prompted this AD, however, have occurred during the cruise phase of
flight and caused permanent damage (beyond maintenance manual limits) to the engine compressor.
In all thrust loss events, data indicate that ice crystals entered and collected in the initial stages of the
compressor. Engine temperature data indicate small ice accretions were shed through the core of the
engine.
All of these ICI events occurred during cruise at 33,000 feet or above, either within or after the
airplane traversed a large Mesoscale Convective System (MCS). MCSs are areas where several
thunderstorms have merged, with a continuous cloud larger than 100 kilometers (62 miles) across.
Within or near MCSs, ICI events have occurred where convective activity has driven a
significant quantity of moisture, in the form of ice crystals, to altitudes at or above the tropopause.
ICI events tend to occur in warm geographic locations.
As of the date of this AD, there have been nine events on Model 747-8 airplanes and Model 787-
8 airplanes.
During two events on Model 747-8F airplanes, two engines experienced thrust losses during the
cruise phase of flight. In one of these events, one of the engines recovered to idle but would not
accelerate and was left at idle for the rest of the flight. The other engine recovered and operated
normally for the rest of the flight. In both airplane events, subsequent inspections of all four engines
revealed compressor damage on both of the event engines as well as damage to a third engine that
had not experienced a thrust loss.
In four other events–one on a Model 787-8 airplane and three on Model 747-8 airplanes–
uncommanded engine decelerations (i.e., thrust losses) of approximately 20 seconds in duration
occurred. All engines automatically recovered commanded thrust without crew action and operated
normally for the rest of the flight.
2
In three other events on Model 747-8 airplanes, at least one engine showed elevated vibrations
on the low-speed engine spool (N1) while in ICI conditions. The vibrations stopped after the
airplanes exited the weather system, and the engines operated normally for the rest of the flight.
Unrecoverable thrust loss on multiple engines, due to operation in high altitude clouds containing
ice crystals, could lead to a forced landing.
FAA's Determination
We are issuing this AD because we evaluated all the relevant information and determined the
unsafe condition described previously is likely to exist or develop in other products of these same
type designs.
AD Requirements
This AD requires revising the Certificate Limitations and Operating Procedures chapters of the
AFM to advise the flight crew of potential ICI conditions at high altitudes, and to provide procedures
to prohibit flight into those conditions.
This AD also requires engine inspections after any event where the flight crew reports the
appearance of the ''ENGINE THRUST'' message on the engine indication and crew alert system
(EICAS) for any engine. The intent of the inspection requirement is to verify the airworthiness of the
airplane for future flights. Because of thrust requirements on the different airplane models, the
inspection is required before further flight on a minimum of three engines on Model 747-8 and 747-
8F series airplanes, and on both engines on Model 787-8 airplanes.
Interim Action
We consider this AD interim action. If final action is later identified, we might consider further
rulemaking then.
FAA's Justification and Determination of the Effective Date
An unsafe condition exists that requires the immediate adoption of this AD. The FAA has found
that the risk to the flying public justifies waiving notice and comment prior to adoption of this rule
because flight in potential ICI at high altitudes could result in engine damage and loss of thrust and
consequent forced landing. Therefore, we find that notice and opportunity for prior public comment
are impracticable and that good cause exists for making this amendment effective in less than 30
days.
Comments Invited
This AD is a final rule that involves requirements affecting flight safety and was not preceded by
notice and an opportunity for public comment. However, we invite you to send any written data,
views, or arguments about this AD. Send your comments to an address listed under the ADDRESSES
section. Include the docket number FAA-2013-0974 and Directorate Identifier 2013-NM-209-AD at
the beginning of your comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of this AD. We will consider all comments received by
the closing date and may amend this AD because of those comments.
We will post all comments we receive, without change, to http://www.regulations.gov, including
any personal information you provide. We will also post a report summarizing each substantive
verbal contact we receive about this AD.
3
