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A320

ENGINEERING

CONTINUATION TRAINING

Q1 & Q2 2013

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Contents:

1 Introduction & review of approval changes relating to the A320 2 ADs 3 A320 MOR – Maintenance Related

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1 Introduction / Changes to the A320 approval The A320 approval remains passive. As a result of this change, the company is no longer permitted to maintain or return to service any A320 aircraft under its EASA Part 145 approval. The approval being made passive is reflected in MOE Part 1.9 as follows:

As a result, the requirements of Technical Procedure 14 apply and require only Mandatory items to be covered as part of Continuation Training.

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2 A320 Airworthiness Directives (Note that engine “shop” visit ADs and some revised ADs are not listed).

AD No Description 2013-0011 Windows – Cockpit Window Sliding Seals

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AD No Description 2013-0050 CFM56-5 Aft Engine Mount retainers

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AD No Description 2013-0106 Varnish on Veneered Panels

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AD No Description 2013-022 AoA Conic Plates The corresponding AFM supplement is in the useful files attached.

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3 A320 Family – Maintenance Related MOR The following are maintenance related MOR from the UK CAA MOR digest. As the information is protected and strictly controlled by the UK CAA, it is respectfully requested that this information is not circulated. British Airways A320 Maintenance personnel adapted jacking equipment to suit a/c requirements. The reporter raises concerns that the correct equipment was not available to carry out the task safely and that experienced colleagues attempted to jack the a/c despite this fact. Safety of the a/c and staff compromised. CAA Closure: Jacking operation started with incorrect adapters, then aborted due loud bang. 'Loud bang ' was due misaligned between jacking pad and a/c jack due to jack not level in relation to floor in the hangar. Investigation also noted that jacking adaptors are not identified and not controlled and that the accepted practice is to modify adapters to suit jacking requirements. It is recommended that jacking adaptors are to be identified and controlled (action carried out), Jack adaptors have been ordered and received at the hangar. Each adaptor has been identified with the OEM part number and located in the local store. If further adaptors are required the Tooling Request Procedure should be used. Adaptors to be held in stores at the main base. No adhoc amendment to tooling without relevant documents. Procedures updated, relevant staff briefed, and Tech New issued. British Airways A318 A/c completed an ETOPS flight with entry in Tech Log for blue system hydraulic pump failure. A/c had this defect on prior sector with Tech Log entry stating 'BLUE HYD PUMP O/HEAT'. This item was deferred on arrival and an ADD raised. On this sector the blue pump failed and the CB tripped after 10mins of flight. Once back in the UK, the a/c was diverted and an emergency was declared. CAA Closure: A/c arrived with blue system pump failure, (in fact statement in log was "blue system o'heat"). Following a discussion with the inbound crew they reported that the pump was actually functioning correctly on arrival at JFK. The engineer de-briefing the crew added to the entry in the tech log stating that the pump worked on approach. The a/c was dispatched and subsequently diverted due to the loss of steep approach capability. The engineer making the additional entry on the ground at JFK has been re-trained to reflect the procedure for tech log entries. British Airways A319 Air conditioning blue electric pump failure. Debris had been noticed underneath a/c fuselage on stand. On investigation debris also found in the blue electric pump cooling fan duct. On removal of pump the cooling fan had totally disintegrated. CAA Closure: The failed pump which had only accumulated 1551FH since refurbishment has been sent to the OEM for investigation. Probable cause is suspected to be failure of the electric motor rear bearing. Advance notice of this failure was also sent to the OEM. The OEM has responded with a redesigned bearing installation. Initial testing has proved successful and could be available to operators near 4th quarter of 2013.

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EasyJet A319 Temporary loss of radio communication between a/c and ATC. At 2000ft in climb communication with ATC lost. ECAM message 'VHF1 emitting'. After several Push to Transmit (PTT) resets communications re-established. Engineering investigation found that the F/O PTT switch on sidestick u/s. Investigation under 201304092. Monarch A321 Uncommanded deployment of escape slide at door 3L during inspection. Inspection of the charge pressures on all six door assist bottles had been carried out and on returning to the flight deck, it was noticed that door 3L was indicating open on the ECAM page. The engineer returned to the door, re-opened it and was inspecting the proximity sensor and target when the slide deployed. The door was open for approx 30secs before deployment and the door arming lever was in the DISARMED position, the door assist system did not function. An inspection of the firing system was carried out and all sections of the cable were found to be in the normal non-fired position, however, the escape bottle was fully discharged. New slide and bottle fitted and tested iaw AMM and no further faults could be found. A/c released to service. EasyJet A319 Task card shows part number not applicable on this a/c type. Trimmable horizontal stabiliser. Task card states to replace damaged indicator with a part not suitable for installation on this a/c. British Airways A320 Loss of RH aileron control on ground after engine start. RH aileron was found to deflect fully down with no control inputs. Deselecting ELAC 1 or green hydraulics allowed full control to be restored using the outer blue actuator. Servo valve of servo control was replaced and tested satisfactorily restoring full aileron control. British Airways A319 Fumes in the flight deck immediately after take-off. 'Sweet plastic/burning' smell was evident in the flight deck but not present in the cabin or galleys. The odour persisted for over 15mins but dispersed once the air conditioning packs had been temporarily switched off and the system flushed. Several passengers complained of ears 'popping' while the packs were turned off. The a/c was removed from service on arrival for investigation, and the engineers replaced a noisy exhaust fan as this was suspected to be partly the cause of the fumes. After working on the a/c, four of the engineers/technicians suffered with long lasting irritation to the eyes and lungs after being exposed to the fumes. EasyJet A319 Member of ground crew allegedly approached A319 on Stand 54 whilst engine nr1 was running and anti-collision beacon was on. Reporter commented on ground crew's knowledge of procedures regarding danger areas around a/c engines. EasyJet A319 PAN declared and go-around flown due to gear unsafe warning. ECAM warning 'LG not down locked'. On the second approach, the indications were normal on selection. A/c landed safely with emergency services in attendance. Engineer's initial diagnosis suggest a faulty gear door actuator.

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EasyJet A319 Incorrect deferral of a defect leading to overdue NDT and repair. Damage caused to the fuselage by a lightning strike had been deferred incorrectly with a 300 flight cycle limitation before NDT and repair. Once the a/c was found to have exceeded the limit, it was placed AOG for repairs. British Airways A321 Four static vents partially blocked. During walk round on outbound sector FO noted that the static vents on the standby double panel appeared to have moisture blocking some of the holes. Engineer cleaned the double vent panels and described the blockage as similar in texture to Vaseline. Engineer on arrival unblocked the holes and described the blockage as a mixture of paper or cloth that disintegrated as it was removed. Suspected blockage occurred during cleaning. EasyJet A319 RH over wing emergency escape slide deployed when opening door in order to undertake maintenance. Access required to door coaming to repair window blind. Monarch Airlines A321 Door 3L damper/emergency operation cylinder failed during operational test of the slide. The door was not assisted and had to be manually pushed open. Following slide deployment the pressure gauge on the cylinder displayed 1000psi with gradual loss to zero. EasyJet A319 Flight crew reported low levels in two hydraulic reservoirs following maintenance input. Suspect that maintenance task not completed following hydraulic component replacement. British Airways A319 (V2500) Non compliance with NDT technique and FAA Airworthiness Directive (AD). It became apparent that the NDT probe was lifted during the previous inspection as there was a ceramic liner loss. However any liner loss which results in lifting of the USI probe from the liner will need to be repaired in order to perform an acceptable inspection. Repair of the liner requires an engine shop visit. The inspection had therefore not met the intent of the AD. Maintrol were contacted and the a/c was taken out of service. The reporter alleges that the engine manufacturer has not updated the SB since the FAA AD came into force. EasyJet A320 Momentary dual engine bleed failure. Following an engineering brief that the a/c had an air bleed 2 fault the crew were advised to operate as normal assuming the fault had been rectified. After take-off ECAM warning 'Air Bleed 2 Fault' illuminated. ECAM actions completed and flight continued with engine bleed 2 off and cross bleed open. All systems operating normally. At approx FL100 MOC requested troubleshooting the fault. FO switched bleed 2 on and another master caution appeared 'Air Bleed 1 and 2 Fault'. ECAM directed to QRH, PF pushed to level off and a/c settled at FL140. PF selected engine nr1 bleed off then turned on again which recovered engine nr1 bleed system. All considered to be operating normally with engine nr2 bleed assumed to be inoperative for the remainder of the flight. On arrival, discussed with MOC and engineer called to check operation of bleed 1. No faults found and it was agreed that system 1 failed due to a pressure surge. Tech Log entry made and engineer raised ADD.

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British Airways A320 Incorrect maintenance procedure performed for ADD with air conditioning pack. In order to comply with MEL item 21-52-01A procedure the faulty air conditioning pack nr2 should have been locked out. A procedure for a different a/c serial number had been performed in error. Nr2 air-conditioning pack locked out in accordance with correct MEL procedure. British Airways A320 Strong fumes in the flight deck after switching on engine anti-ice. Flight crew donned oxygen masks for approach. FO unwell after landing. PAN was not declared as already at late stages of approach. Inspection of APU and bay area found both oil supply return tubes to APU oil cooler defective. Retention clamps for tube end connections found distorted, one tube found extremely loose and had been allowing oil to escape into bay. Both tubes replaced. Investigation under 201301799. EasyJet A319 During the initial climb, constant pitch down input was required. The a/c was described as behaving as if it was out of trim. As soon as no input from flight crew, the a/c would pitch up. With autopilot engaged, it was able to cope with the failure. Autopilot later disconnected as per QRH, but the trim wheel could not be moved. PAN declared and a/c diverted. CAA Closure: The nr2 ELAC was found defective and subsequently replaced. British Midland A320 Family (various) CDCCL requirements missed (re-weighing of elevators following repaint). Several a/c are affected. There is no evidence to show that the requirements of ALS Part 2, AMM 55-20-00 and CMM 55-21-15 had been complied with. CAA Closure: The CDCCL requirement to carry out the reweighted check following a repair or painting was not complied with during the last repaint and was caused by the operator not amending their original Engineering Instruction to add this requirement. Airbus was contacted to allow the a/c to continue in service. They requested a measurement to confirm the depth of paint which allowed the a/c to remain in service and the previous operator to issue an amended Instruction. This was also not complied with by the current operator during the latest repaint. At the time of the initial evaluation of the ASL Part 2, it was considered that both the AMM 55-20-00 and CMM 55-21-15 instructions covered the CDCCL requirement. This was proved to be incorrect and the human error factor has been raised in their HF Training. The individual concerned has had further training on this matter. Airbus accepted this situation and all the effected aircraft have been checked. EasyJet A319 Hydraulic fluid leak on runway. ECAM warning 'HYD Lo Press' illuminated during landing run at approximately 80kts. Tower informed and ECAM actions carried out before proceeding to stand. Green hydraulic reservoir was indicating empty. Runway inspection carried out and found contaminated with hydraulic fluid. Runway closed for 49mins during decontamination process. CAA Closure: RH MLG door actuator hydraulic flexible hose failure due to miss-alignment of hose swivel joints. Based on the OEM information, the operator has amended the work order for the scheduled replacement of the hoses to highlight the importance of correctly aligning hoses on fitment and ensuring swivel joints are aligned with the a/c axis. A suitable note on this subject upon hose replacement has been requested from the a/c manufacturer to be added to the AMM. Temporary revision AMM TR 32-0090 is now in place with full amendment due Feb 2013.

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EasyJet A319 RH engine High Pressure Turbine Clearance Control (HPTCC) valve not connected. Four bolts which connect the HPTCC valve coupling to the pipe were found not attached. The pipe had not separated from the valve hence no evidence of HP air in the area. British Airways A320 NLG oleo extended outside limits during passenger disembarkation. No notification of tipping risk given and take-off trim had been normal. By reference to the extension/pressure graph in the AMM, nose oleo extension found to be out of limits. Further investigation found that the oil level in the shock absorber was low. It is considered probable that low oil level had been compensated by adding nitrogen which alters the spring curve for the shock absorber. Reason for low oil level not found. CAA Closure: After similar reports engineering amended the AMM to require nose gear oleo dynamic seal to be replaced every 7,000 landings. Since last change a/c had achieved 3,200 landings. Maintenance programme has been changed to increase the frequency of nose gear shock absorber oil check to C Check. Technical are to monitor the frequency of nitrogen top ups which may be indicative of a leak. British Airways A320 Wheel hub tie bolts found to be elongated. During cleaning, prior to NDT inspection, five out of the 12 tie bolts were found to be elongated in the threaded area. EasyJet A319 Incorrect circuit breaker pulled during previous maintenance. Maintenance procedure had failed until the error was identified and rectified. Subsequent 76min flight delay. British Airways A320 Fumes and smoke observed by engineer in the flight deck during daily check. Slight burning smell noticed. Investigation showed a haze of smoke in the RH forward electrical bay along with a rhythmic buzzing noise. This was traced to TR2 which was extremely hot. The cooling outlet ducts on the front were blocked with fluff. A320 Monarch Rejected take-off twice due to airspeed indication failure. A speed discrepancy was noted between the Captain's PFD and FO's PFD on the previous sector during approach. Engineering work carried out and tests showed the system to be serviceable. However, during take-off run there was no airspeed indication on the captains PFD so take-off was rejected. Engineers once more performed a reset and systems tested but the same problem occurred causing a second rejected take-off. It was found during subsequent tests that the fault was due to water ingress in the pitot tube. Pitot tube and air data module both replaced.