Nachrichten für Luftfahrer 2014 Teil 2 (weicht ggf. von Druckversion ab)
EASA AD No.: 2010-0156R1
EASA AIRWORTHINESS DIRECTIVE
AD No.: 2010-0156R1
Date: 03 April 2014
Note: This Airworthiness Directive (AD) is issued by EASA, acting in accordance with
Regulation (EC) No 216/2008 on behalf of the European Community, its Member States and
of the European third countries that participate in the activities of EASA under Article 66 of that
Regulation.
This AD is issued in accordance with EU 748/2012, Part 21.A.3B. In accordance with EC 2042/2003 Annex I, Part M.A.301, the
continuing airworthiness of an aircraft shall be ensured by accomplishing any applicable ADs. Consequently, no person may operate
an aircraft to which an AD applies, except in accordance with the requirements of that AD, unless otherwise specified by the Agency
[EC 2042/2003 Annex I, Part M.A.303] or agreed with the Authority of the State of Registry [EC 216/2008, Article 14(4) exemption].
Design Approval Holder’s Name: Type/Model designation(s):
FOKKER SERVICES B.V. F28 aeroplanes
TCDS Number: EASA.A.037
Foreign AD: Not applicable
Revision: This AD revises EASA AD 2010-0156 dated 03 august 2010.
Fuel – Outer Wing Upper Skin Panel Reinforcement Structure –
ATA 28
Inspection / Rework [Fuel Tank Safety]
Manufacturer(s): Fokker Aircraft B.V.
F28 Mark 1000, 2000, 3000 and 4000 series aeroplanes, all serial numbers,
except those modified in accordance with Fokker Services Service Bulletin
Applicability:
(SB) SBF28-57-098, or modified in accordance with SBF28-28-054 at
Revision 1.
Reason: Prompted by accident of a Boeing 747-131 (flight TWA800), the FAA has
published Special Federal Aviation Regulation (SFAR) 88, and the JAA has
published Interim Policy INT/POL/25/12. The design review conducted by
Fokker Services on the Fokker F28 type design in response to these
regulations revealed that, under certain conditions, an ignition source may
develop in the wing tank vapour space, due to insufficient clearance between
the wiring along the Fuel Quantity Tank Units (FQTU’s) and the local
reinforcing structure around the upper skin cut-out.
This condition, if not corrected, in combination with flammable fuel vapours,
could result in a wing tank explosion and consequent loss of the aeroplane.
To address this potential unsafe condition, EASA issued AD 2010-0156 to
require a one-time inspection to investigate if a clearance of 3 mm (0.12 inch)
or more is available at specific positions between the FQTU probes wiring and
the surrounding reinforcement structure of the wing upper skin and corrective
rework actions, depending on findings.
Since that AD was issued, it was determined that modification of an aeroplane
in accordance with Fokker Services Service Bulletin (SB) SBF28-57-098, or in
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EASA AD No.: 2010-0156R1
accordance with SBF28-28-054 at Revision 1 (R1), whose instructions include
reworking of the FQTU installation, are acceptable alternative methods to
comply with the requirements of this AD.
For the reason described above, this AD is revised to exclude certain
aeroplanes (post-SBF28-57-098 or post-SBF28-28-054R1 configuration) from
the Applicability, and confirm that accomplishment of either of these SBs is an
alternative method of compliance (AMOC) for the requirements of this AD.
More information on this subject can be found in Fokker Services All
Operators Message AOF28.038#02.
Effective Date: Revision 1: 03 April 2014
Original issue: 17 August 2010
Required Action(s) Required as indicated, unless accomplished previously.
and Compliance
(1) At a scheduled opening of the fuel tanks, but not later than 84 months
Time(s):
after 17 August 2010 [the effective date of the original issue of this AD],
whichever occurs first, inspect the upper wing skin FQTU hole
reinforcement structure for the minimum clearance with the Fuel Quantity
Indication probe wiring in accordance with the Accomplishment
Instructions of Fokker Services SBF28-57-097.
(2) If, during the inspection as required by paragraph (1) of this AD, the
minimum clearance is found to be insufficient, before next flight, rework
the surrounding structure to remove the possibility of an ignition source,
in accordance with the Accomplishment Instructions of Fokker Services
SBF28-57-097.
(3) Modification of an aeroplane in accordance with the Accomplishment
Instructions of Fokker Services SBF28-57-098, or in accordance with the
Accomplishment Instructions of Fokker Services SBF28-28-054 at
Revision 1, is an approved AMOC for the requirements of paragraphs (1)
and (2) of this AD for that aeroplane.
Ref. Publications: Fokker Services SBF28-57-097 original issue date dated 06 May 2010, or
Revision 1 dated 10 June 2010, or Revision 2 dated 09 January 2014.
Fokker Services SBF28-57-098 dated 09 January 2014.
Fokker Services SBF28-28-054 Revision 1 dated 09 January 2014.
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. The original issue of this AD was posted for consultation as PAD 10-064
for consultation until 21 July 2010. No comments were received during
the consultation period.
3. Enquiries regarding this AD should be referred to the Safety Information
Section, Executive Directorate, EASA. E-mail: ADs@easa.europa.eu.
4. For any question concerning the technical content of the requirements in
this AD, please contact:
Fokker Services B.V., Technical Services Dept.,
P.O. Box 1357, 2130 EL, Hoofddorp, The Netherlands;
telephone +31-88-6280-350; facsimile +31-88-6280-111;
e-mail: technicalservices@fokker.com.
The referenced publication can be downloaded from
www.myfokkerfleet.com.
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Lufttüchtigkeitsanweisung Luftfahrt-Bundesamt
- Sachgebiet T23 -
D-2012-215R8 38144 Braunschweig
EASA AD 2014-0078 vom 25.03.2014 Fax: +49-531-2355-5298
email: ad@LBA.de
AIRBUS HELICOPTERS 31.03.2014
Betroffenes Luftfahrtgerät:
Art des Luftfahrtgerätes: Drehflügler
Inhaber der Musterzulassung: AIRBUS HELICOPTERS
Hersteller: AIRBUS HELICOPTERS, Eurocopter, Eurocopter France, Aerospatiale
Muster: PUMA, SUPERPUMA
Baureihen: AS 332 C, AS 332 C1, AS 332 L, AS 332 L1, AS 332 L2 und EC 225 LP
Werknummern: Alle, ausgerüstet mit einem "Main Gear Box (MGB) Bevel Gear Vertical Shaft"
mit der Hersteller-Teilenummer (P/N) 332A32-5101-00, 332A32-5101-05,
332A32-5101-10 oder 332A32-5101-15
Gerätenummer: 3043, EASA.R.002
Revisionsstand:
Diese LTA ersetzt D-2012-215R7 vom 19.12.2013
Airworthiness Directive der ausländischen Behörde:
EASA AD 2014-0078 vom 25.03.2014
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 2012-215R8 ge-
führt.
Betrifft:
(ATA 63) Main Rotor Drive - Main Gear Box Bevel Gear Vertical Shaft - Inspection / Modification /
Replacement / Limitation
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 2014-0078 vom 25.03.2014 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-2012-215R8 Seite 1 von 1 163/2014
EASA AD No.: 2014-0078
EASA AIRWORTHINESS DIRECTIVE
AD No.: 2014-0078
Date: 25 March 2014
Note: This Airworthiness Directive (AD) is issued by EASA, acting in accordance with Regulation
(EC) No 216/2008 on behalf of the European Community, its Member States and of the European
third countries that participate in the activities of EASA under Article 66 of that Regulation.
This AD is issued in accordance with EU 748/2012, Part 21.A.3B. In accordance with EC 2042/2003 Annex I, Part M.A.301, the continuing
airworthiness of an aircraft shall be ensured by accomplishing any applicable ADs. Consequently, no person may operate an aircraft to which
an AD applies, except in accordance with the requirements of that AD, unless otherwise specified by the Agency [EC 2042/2003 Annex I,
Part M.A.303] or agreed with the Authority of the State of Registry [EC 216/2008, Article 14(4) exemption].
Design Approval Holder’s Name: Type/Model designation(s):
AIRBUS HELICOPTERS AS 332 and EC 225 helicopters
TCDS Number: EASA.R.002
Foreign AD: Not applicable
Superseding: This AD supersedes EASA AD 2013-0301 dated 18 December 2013.
Main Rotor Drive – Main Gear Box Bevel Gear Vertical Shaft –
ATA 63
Inspection / Modification / Replacement / Limitation
Manufacturer(s): Airbus Helicopters (formerly Eurocopter, Eurocopter France, Aerospatiale)
Applicability: AS 332 C, AS 332 C1, AS 332 L, AS 332 L1, AS 332 L2 and EC 225 LP
helicopters, all serial numbers (S/N), if equipped with main gearbox (MGB) bevel
gear vertical shaft Part Number (P/N) 332A32-5101-00,
P/N 332A32-5101-05, P/N 332A32-5101-10 or P/N 332A32-5101-15, all S/N.
Reason: Two separate events occurred in 2012 on EC 225 LP helicopters carrying out an
emergency ditching in the North Sea after warning indication of MGB loss of oil
pressure and subsequent additional red alarm on the MGB emergency lubrication
system (EMLUB).
In both cases, a full circumferential crack of the lower vertical shaft of the MGB
bevel gear occurred in the area where the two sections of the shaft are welded
together. As a result, the vertical shaft ceased to drive the main and backup oil
pumps, leading to warning indications of the loss of the MGB main and standby oil
lubrication systems. The crew activated the EMLUB system and, following a
subsequent warning indicating failure of that system, performed a controlled
ditching into the sea.
To address the unsafe condition of MGB bevel gear vertical shaft failure, EASA
issued Emergency AD 2012-0250-E, which superseded previously issued AD
2012-0225-E, AD 2012-0115-E, AD 2012-0107, AD 2012-0104 and AD 2012-
0087-E. Refer to EASA AD 2012-0250-E for further information on the required
airworthiness actions.
Since that AD was issued, the investigation of Airbus Helicopters has determined
that the MGB bevel gear vertical shaft failures resulted from a combination of
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EASA AD No.: 2014-0078
several factors, including stress hot-spots induced by the shaft geometry, residual
stresses in the shaft weld material resulting from the manufacturing process and
corrosion pitting inside the shaft on areas where gear spline wear particles had
accumulated. Further information is provided in Airbus Helicopters Safety
Information Notice (SIN) 2600-S-00.
Prompted by these findings, Airbus Helicopters issued a batch of Alert Service
Bulletins (ASB), as ASB EC225-04A009 Revision 3, ASB EC225-45A010 and ASB
EC225-05A036 for the EC 225 helicopters, and ASB AS332-01.00.82 Revision 3
and ASB AS332-05.00.96 for the AS 332 helicopters, to provide modifications and
instructions aiming at monitoring and detecting vertical shaft crack conditions and,
in addition, at reducing the likelihood of any shaft crack initiation.
Subsequently, EASA issued Emergency AD 2013-0138-E, which retained the
requirements of EASA AD 2012-0250-E for the EC 225 helicopters equipped with a
Vibration Health Monitoring (VHM) system (also known as M’ARMS) pending
mandatory modification with a M’ARMS MOD45 monitoring function (MOD
0726994 and MOD 0726978), and required for the other EC 225 and all AS 332
helicopters to perform repetitive Non Destructive Testing (NDT) inspections by
Ultrasonic or Eddy Current method, as applicable. Additionally, EASA AD 2013-
0138-E (later revised) required repetitive cleaning of the shaft and installation of a
new MGB oil jet.
Since EASA AD 2013-0138R1 was issued, some of the requirements thereof have
expired. Moreover, Airbus Helicopters issued ASB No. AS332-01.00.82 at revision
4 to introduce an Ultrasonic NDT method to detect vertical shaft cracks as
alternative method to the only Eddy Current inspection available for AS 332
helicopters.
Prompted by these developments, EASA issued AD 2013-0301 to retain the non-
expired requirements of 2013-0138R1 and progressively substitute Eddy Current
inspections with new Ultrasonic inspections on AS 332 helicopters.
Since EASA AD 2013-0301 was issued, Airbus Helicopters upgraded the M’ARMS
MOD45 software with MOD 0728083 (replacing previous software of MOD
0726978) and amended accordingly the Rotorcraft Flight Manual (RFM)
supplement SUP.7 for the M’ARMS MOD45 monitoring function. Airbus
Helicopters anticipated an installation of the changes on some M’ARMS-equipped
EC 225 helicopters with issuance of SB EC225-45-018 and, thereafter, extended
those to the rest of the EC 225 fleet with issuance of ASB EC225-45A010 Revision
3. Furthermore, Airbus Helicopters issued ASB EC225-05A036 Revision 3 and
ASB AS332-05.00.96 Revision 3, as applicable to helicopter model, to provide
installation of a redesigned vertical shaft plug P/N 332A08-8905-20 (MOD
332A088905) when performing the repetitive cleaning of the shaft.
For the reasons described above, this AD retains the requirement of EASA AD
2013-0301, which is superseded, and, for M’ARMS-equipped EC 225 helicopters,
requires modification of the M’ARMS MOD45 monitoring function to incorporate the
latest software standard concurrent with RFM update.
This AD also introduces the possibility of installation of a new plug P/N 332A08-
8905-20 in the shaft bore hole.
Effective Date: 01 April 2014
Required Action(s) Required as indicated, unless accomplished previously:
and Compliance
(1) For all EC 225 helicopters (regardless whether equipped with Airbus
Time(s):
Helicopters M’ARMS VHM system or not), before next flight, after 10 July
2013 [the effective date of the original issue of AD 2013-0138], update the
Emergency Procedures of the RFM by inserting a copy of Appendix 1 and 2 of
Airbus Helicopters EC225 ASB No.04A009 Revision 2 or ASB No.EC225-
04A009 Revision 3, and a copy of Appendix 3 of Airbus Helicopters ASB
No.EC225-04A009 Revision 3, in Section 3 of the RFM of the helicopter.
This can also be accomplished by incorporating a later applicable RFM
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EASA AD No.: 2014-0078
revision.
(2) For EC 225 helicopters equipped with a serviceable M’ARMS system, within
52 days after 10 July 2013 [the effective date of the original issue of AD 2013-
0138], modify the M’ARMS system of the helicopter by incorporating MOD
0726978 and MOD 0726994 (defined as “M’ARMS MOD45 monitoring”) in
accordance with the instructions of Airbus Helicopters ASB EC225-45A010,
and concurrently accomplish the following actions:
(2.1) Remove the maximum continuous torque limitation placard, as
previously required by EASA AD 2013-0138R1, from the helicopter.
(2.2) Update the RFM of the helicopter by inserting RFM supplement SUP.7
at Revision Normal RN0 (code-date 13-20) in accordance with the
instructions of Airbus Helicopters ASB EC225-45A010.
This can also be accomplished by incorporating a later applicable RFM
revision.
(2.3) Update the Master Minimum Equipment List (MMEL) of the helicopter
by inserting a copy of paragraph 4.E of Airbus Helicopters ASB EC225-
45A010 in Section 45.00.00 of the MMEL.
This can also be accomplished by incorporating a later applicable
MMEL revision.
(3) For EC 225 helicopters equipped with a serviceable M’ARMS system, within
30 days after the effective date of this AD, modify the “M’ARMS MOD45
monitoring” of the helicopter by incorporating MOD 0728083 (software
upgrade) and update the RFM of the helicopter by inserting RFM supplement
SUP.7 at Revision Normal RN2 (code-date 13-42) in accordance with the
instructions of Airbus Helicopters ASB EC225-45A010 Revision 3.
Modification of a helicopter, before the effective date of this AD, by
incorporating MOD0728083 and updating RFM SUP.7 at RN2 in accordance
with the instructions of Airbus Helicopters SB EC225-45-018 original issue, is
acceptable to comply with the requirements of paragraphs (2) and (3) of this
AD.
(4) After modification of an EC 225 helicopter equipped with a M’ARMS system,
as required by paragraph (2) or (3) of this AD, accomplish the following
actions:
(4.1) Within 25 FH after modifying the helicopter as required by paragraph (2)
or (3) of this AD, and, thereafter, at intervals not to exceed 25 FH, check
the M’ARMS system in accordance with the instructions of Airbus
Helicopters ASB EC225-45A010 Revision 3.
(4.2) If, during operation the helicopter experiences a lightning strike, before
next flight, accomplish the applicable corrective actions in accordance
with the instructions of Airbus Helicopters ASB EC225-45A010 Revision
3.
(4.3) Inspections and corrective actions accomplished before the effective
date of this AD in accordance with Airbus Helicopters ASB EC225-
45A010 original issue or Revision 1 or Revision 2 are acceptable to
comply with the requirements of paragraphs (4.1) and (4.2) of this AD.
(4.4) If, during operation the helicopter experiences a “MOD45 EXCEED”
alert from the M’ARMS system, before next flight, accomplish an
Ultrasonic inspection of the installed MGB bevel gear vertical shaft, for
absence of cracks in the area of the weld, in accordance with
instructions of Airbus Helicopters ASB EC225-04A009 Revision 3, and if
any crack is found, before next flight, replace the vertical shaft with a
serviceable part in accordance with an approved maintenance
instructions.
Note 1: From 01 October 2013, an Ultrasonic inspection is the only acceptable
NDT inspection method that can be used on EC 225 helicopters.
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EASA AD No.: 2014-0078
(5) For EC 225 helicopters not equipped with a M’ARMS system, and EC 225
helicopters equipped with an unserviceable M’ARMS system, after 23
December 2013 [the effective date of EASA AD 2013-0301], accomplish one
of the actions specified in paragraph (5.1) or (5.2) or (5.3) of this AD, as
applicable:
(5.1) Before next flight, install a placard “OPERATIONS WHICH DO NOT
ENABLE EMERGENCY LANDING ON THE GROUND WITHIN 10
MINUTES AT Vy ARE PROHIBITED” in full view of the pilots in
accordance with the instructions of Airbus Helicopters EC225 ASB
04A009 Revision 2 or ASB EC225-04A009 Revision 3.
(5.2) For helicopters operated over areas where emergency landing to
ground is not possible within 10 minutes at Vy, at reduced MCP flight
regime:
Before next flight, install a placard “MAXIMUM CONTINUOUS
TORQUE LIMITED TO 70% DURING LEVEL FLIGHTS AT IAS≥ 60
KTS” in full view of the pilots in accordance with the instructions of
Airbus Helicopters EC225 ASB 04A009 Revision 2 or ASB EC225-
04A009 Revision 3. Concurrently, and, thereafter, at intervals not to
exceed 11,5 FH, accomplish an Ultrasonic inspection of the installed
MGB bevel gear vertical shaft, for absence of cracks in the area of the
weld, in accordance with the instructions of Airbus Helicopters ASB
EC225-04A009 Revision 3, and if any crack is found, before next flight,
replace the vertical shaft with a serviceable part in accordance with the
approved maintenance instructions.
(5.3) For helicopters operated over areas where emergency landing to
ground is not possible within 10 minutes at Vy, at non-reduced MCP
flight regime:
Before next flight and, thereafter, at intervals not to exceed 8 FH,
accomplish an Ultrasonic inspection of the installed MGB bevel gear
vertical shaft, for absence of cracks in the area of the weld, in
accordance with the instructions of Airbus Helicopters ASB EC225-
04A009 Revision 3, and if any crack is found, before next flight, replace
the vertical shaft with a serviceable part in accordance with the
approved maintenance instructions.
See Note 1 of this AD.
(6) Following rectification of the M’ARMS system for an EC 225 helicopter
equipped with an unserviceable Airbus Helicopters M’ARMS system, the
requirements of paragraphs (2), (3) and (4) of this AD, as applicable, must be
applied to that helicopter. Concurrently, the placard as previously required by
paragraph (5.1) or (5.2) of this AD, as applicable, must be removed from the
helicopter.
(7) For all AS 332 helicopters (regardless whether equipped with Airbus
Helicopters EuroARMS or EuroHUMS VHM system or not), after 23 December
2013 [the effective date of EASA AD 2013-0301], accomplish either the action
specified in paragraph (7.1) of this AD, or the actions specified in paragraph
(7.2) of this AD:
(7.1) Before next flight, install a placard “OPERATIONS WHICH DO NOT
ENABLE EMERGENCY LANDING ON THE GROUND WITHIN 10
MINUTES AT Vy ARE PROHIBITED” in full view of the pilots in
accordance with the instructions of Airbus Helicopters AS332 ASB
No.01.00.82 Revision 2 or ASB No.AS332-01.00.82 Revision 3 or
Revision 4.
(7.2) For helicopters operated over areas where an emergency landing to
ground is not possible within 10 minutes at Vy:
Before next flight, and thereafter at intervals not to exceed the values
specified in Table 1 below, as applicable to helicopter model,
accomplish an Ultrasonic or Eddy Current inspection of the installed
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EASA AD No.: 2014-0078
MGB bevel gear vertical shaft for absence of crack in the area of the
weld in accordance with the instructions of Airbus Helicopters ASB
No.AS332-01.00.82 Revision 4, and if any crack is found, before next
flight, replace the vertical shaft with a serviceable part in accordance
with the approved maintenance instructions.
Table 1
Inspection interval
(i.e. max. flight time permitted between
two NDT inspections)
Helicopter Model
Eddy Current Ultrasonic
AS 332 L2 10 FH 11,5 FH
AS 332 C, AS 332 C1,
11 FH 12,5 FH
AS 332 L, AS 332 L1
Note 2: An Eddy Current inspection can be used until 31 March 2014.
From 1 April 2014, an Ultrasonic inspection is the only acceptable NDT
method that can be used on AS 332 helicopters.
(8) For all AS 332 helicopters (regardless whether equipped with Airbus
Helicopters EuroARMS or EuroHUMS VHM system or not), installation of a
MGB bevel gear vertical shaft with a P/N 331A32-3115-xx constitutes
terminating action for the requirements of this AD for that helicopter.
Concurrently, remove the placard, which was installed as required by
paragraph (7.1) of this AD, from the helicopter.
(9) For all EC 225 and AS 332 helicopters, within 52 days after 10 July 2013 [the
effective date of the original issue of AD 2013-0138], remove any MGB bevel
gear vertical shaft with a P/N 332A32-5101-00, P/N 332A32-5101-05, P/N
332A32-5101-10 or P/N 332A32-5101-15, having a S/N from M330 (inclusive)
through M340 (inclusive) and from S/N M370 (inclusive) through M5000
(exclusive), and replace it with a serviceable part in accordance with the
approved maintenance instructions.
(10) For all EC 225 and AS 332 helicopters, accomplish the following actions:
(10.1) Initially, within the compliance time thresholds specified in Table 2 of
this AD, as applicable, and, thereafter, at intervals not to exceed 400 FH
or 24 months, whichever occurs first, clean the inside of the installed
MGB bevel gear vertical shaft in accordance with the instructions of
Airbus Helicopters ASB No.EC225-05A036 original issue or Revision 1
or Revision 2 or Revision 3 or ASB No.AS332-05.00.96 original issue or
Revision 1 or Revision 2 or Revision 3, as applicable to helicopter
Model.
Table 2
Shaft S/N Compliance Time
Within 150 FH or 1 month, whichever
S/N before S/N M5000 occurs first after 10 July 2013
(exclusive) [the effective date of the original issue of
EASA AD 2013-0138]
S/N after S/N M5000
(inclusive), and with less Before accumulation of 400 FH since
than 250 FH since new or new or since overhaul
overhaul
S/N after S/N M5000 Within 150 FH or 1 month, whichever
(inclusive), and with 250 occurs first after 10 July 2013
FH or more since new or [the effective date of the original issue of
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EASA AD No.: 2014-0078
overhaul EASA AD 2013-0138]
(10.2) Concurrent with each cleaning, for those MGB bevel gear vertical shaft
having a S/N before S/N M5000 (exclusive), as required by paragraph
(10.1) of this AD, after the effective date of this AD, replace the plug in
the shaft bore hole with a plug P/N 332A08-8901-20 corresponding to
MOD 332A088901, or P/N 332A08-8905-20 corresponding to MOD
332A088905 in accordance with the instructions of Airbus Helicopters
ASB No.EC225-05A036 Revision 3 or ASB No.AS332-05.00.96
Revision 3, as applicable to helicopter Model.
Plug replacement accomplished before the effective date of this AD in
accordance with Airbus Helicopters ASB No.EC225-05A036 original
issue or Revision 1 or Revision 2 or ASB No.AS332-05.00.96 original
issue or Revision 1 or Revision 2, as applicable to helicopter model, is
acceptable to comply with the requirements of this paragraph.
(10.3) Within 150 FH after 10 July 2013 [the effective date of the original issue
of EASA AD 2013-0138], modify the MGB of the helicopter by
incorporating MOD 07-53021 for replacement of one MGB oil jet in
accordance with the instructions of Airbus Helicopters ASB No.EC225-
05A036 original issue or Revision 1 or Revision 2 or Revision 3 or ASB
No. AS332-05.00.96 original issue or Revision 1 or Revision 2 or
Revision 3, as applicable to helicopter Model.
Ref. Publications: Airbus Helicopters EC225 ASB 04A009 Revision 2 dated 21 November 2012 and
ASB EC225-04A009 Revision 3 dated 08 July 2013.
Airbus Helicopters ASB EC225-45A010 original issue, dated 08 July 2013 and
Revision 1 dated 15 August 2013, and Revision 2 dated 19 December 2013, and
ASB EC225-45A010 Revision 3 dated 18 March 2014.
Airbus Helicopters ASB EC225-05A036 original issue, dated 08 July 2013 and
Revision 1 dated 19 July 2013 and Revision 2 dated 19 December 2013 and ASB
EC225-05A036 Revision 3 dated 19 March 2014.
Airbus Helicopters AS332 ASB 01.00.82 Revision 2, dated 21 November 2012,
and ASB AS332-01.00.82 Revision 3 dated 08 July 2013 and Revision 4, dated 17
December 2013.
Airbus Helicopters ASB AS332-05.00.96 original issue, dated 08 July 2013 and
Revision 1 dated 19 July 2013 and Revision 2 dated 17 December 2013 and ASB
AS332-05.00.96 Revision 3 dated 19 March 2014.
Airbus Helicopters SB No. EC225-45-018 original issue, dated 20 December 2013.
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:
AIRBUS HELICOPTERS (STDI) – Aéroport de Marseille Provence
13725 Marignane Cedex, France
Telephone +33 (4) 42 85 97 97, Facsimile +33 (4) 42 85 99 66
TE.CAP.00110-003 © European Aviation Safety Agency. All rights reserved. 6/7
Proprietary document. Copies are not controlled. Confirm revision status through the EASA-Internet/Intranet.
EASA AD No.: 2014-0078
E-mail: Directive.technical-support@eurocopter.com.
TE.CAP.00110-003 © European Aviation Safety Agency. All rights reserved. 7/7
Proprietary document. Copies are not controlled. Confirm revision status through the EASA-Internet/Intranet.
