AIRWORTHINESS DIRECTIVE
For the reasons set out in the background section, the CASA delegate whose signature appears below revokes Airworthiness Directive (AD) AD/A330/2 and issues the following AD under subregulation 39.1 (1) of CASR 1998. The AD requires that the action set out in the requirement section (being action that the delegate considers necessary to correct the unsafe condition) be taken in relation to the aircraft or aeronautical product mentioned in the applicability section: (a) in the circumstances mentioned in the requirement section; and (b) in accordance with the instructions set out in the requirement section; and (c) at the time mentioned in the compliance section.
Airbus Industrie A330 Series Aeroplanes
AD/A330/2
Amdt 1
Digital Distance and Radio Magnetic Indicators
11/2003
Applicability: All A330 series aeroplanes, all Manufacturer Serial Numbers after 0253, fitted with a Thales Avionics (formerly Sextant or Sextant Avionique) Digital Distance and Radio Magnetic Indicator (DDRMI) part number (P/N) 63543-253-1 or 63543-253-2.
All other A330 series aeroplanes fitted with a Thales Avionics DDRMI with P/N 63543-253-1 or 63543-253-2 and having a serial number (S/N) different from the S/N recorded in the Aircraft Inspection Report (AIR) delivered from the production line, or with a Thales Avionics DDRMI that has been repaired after May 1999.
This Directive is not applicable to aircraft on which Airbus modification 50453 has been embodied during production (DDRMI P/N 63543-253-3 installed) or a DDRMI P/N 63543-253-3 has been incorporated vide Airbus Industrie Service Bulletin A330- 34-3113 Revision 01 dated 15 July 2003.
Requirement: 1. Deactivate the DDRMI in accordance with paragraph 4 of Airbus Industrie All Operator Telex (AOT) A330-34A3109 Revision 01 dated 21 August 2002.
2. Dispatch with an inoperative standby compass (Master Minimum Equipment List [MMEL] item 34-22-02 a) is limited to a ‘B’ rectification interval.
Note 1: This Airworthiness Directive supersedes the MMEL for the inoperative DDRMI despatch condition (reference 34-57-01). Therefore this Airworthiness Directive may supersede any Minimum Equipment List (MEL) limitation concerning the DDRMI in accordance with AOT A330-34A3109 Revision 01 paragraph 3.5.
Note 2: DGAC AD 2002-459(B) R2 refers.
Compliance: For Requirement 1 - Remains unchanged as ‘Within seven days after the effective date of the original issue of this Directive’.
For Requirement 2 - As of the effective date of this Amendment. This Amendment becomes effective on 30 October 2003.
Airbus Industrie A330 Series Aeroplanes
AD/A330/2 Amdt 1 (continued)
Background: Airbus received reports from two operators advising of DDRMI circuit breakers tripping, followed by loss of VOR and DME sources for navigation and displays. Investigations showed the DDRMI power transformer had short circuited, leading to leakage of 115 VAC to systems connected to the DDRMI ARINC 429 busses.
The original issue of this Directive required temporary deactivation of the DDRMI to prevent possible loss of essential equipment due to an in-flight failure of the DDRMI.
This amendment provides relief from the Requirement 2 MEL restriction by identifying a Service Bulletin which provides for the installation of DDRMI P/N 63543-253-3.
This original issue of this Airworthiness Directive became effective on 30 October 2002.
Jim Coyne
Delegate of the Civil Aviation Safety Authority 18 September 2003
The above AD is notified in the Commonwealth of Australia Gazette on 8 October 2003.
Overview
The Airworthiness Directive AD/A330/2 Amendment 1, issued by the Civil Aviation Safety Authority (CASA) under the Civil Aviation Regulations 1998 (CASR 1998), addresses the safety concerns associated with the Thales Avionics Digital Distance and Radio Magnetic Indicators (DDRMI) in Airbus Industrie A330 series aeroplanes. This legislative instrument was enacted to address the unsafe condition identified in certain DDRMIs, which had been reported to cause circuit breakers to trip, leading to the loss of VOR and DME sources for navigation and displays. The underlying issue was traced to a short circuit in the DDRMI power transformer, resulting in a leakage of 115 VAC to connected systems. The primary objective of this Airworthiness Directive is to mandate specific actions to mitigate these safety risks, including the deactivation of the DDRMI and the dispatch of the aeroplane with an inoperative standby compass. This directive was introduced to ensure the airworthiness of the affected aircraft and to prevent potential in-flight failures that could compromise safety.
Scope and Application
The Airworthiness Directive AD/A330/2 Amdt 1 issued under the Civil Aviation Safety Regulations 1998 applies specifically to Airbus Industrie A330 series aeroplanes that have a Thales Avionics Digital Distance and Radio Magnetic Indicator (DDRMI) with part numbers 63543-253-1 or 63543-253-2. This includes all A330 aeroplanes with manufacturer serial numbers after 0253, as well as other A330 aeroplanes with the specified DDRMI part numbers that do not match the serial number recorded in the Aircraft Inspection Report delivered from the production line, or have a repaired DDRMI after May 1999. The directive does not apply to aircraft that have been modified with the installation of DDRMI part number 63543-253-3 or have incorporated a DDRMI part number 63543-253-3 as per Airbus Industrie Service Bulletin A330-34-3113 Revision 01 dated 15 July 2003. The directive mandates deactivation of the DDRMI and allows for dispatch with an inoperative standby compass, with compliance requirements set out for the specified actions to be undertaken within defined timeframes. This AD is issued under the authority of the Civil Aviation Safety Authority and applies nationally within the Commonwealth of Australia.
Key Provisions
This Airworthiness Directive (AD) pertains to all Airbus Industrie A330 series aeroplanes with specific Digital Distance and Radio Magnetic Indicators (DDRMI) part numbers, excluding those with certain modifications and service bulletins. The primary requirement, outlined in section 1, is to deactivate the DDRMI as per specified Airbus Industrie All Operator Telex (AOT) instructions. Furthermore, the directive mandates that the aeroplane must be dispatched with an inoperative standby compass, adhering to the 'B' rectification interval as detailed in the Master Minimum Equipment List (MMEL). This AD supersedes any previous MEL limitations related to the DDRMI. The directive applies to A330 series aeroplanes with certain DDRMI part numbers and serial numbers, unless they have undergone specific modifications or repairs. It does not apply to aeroplanes that have installed the DDRMI P/N 63543-253-3 or have incorporated it through Airbus Industrie Service Bulletin A330-34-3113 Revision 01 dated 15 July 2003. Operators must deactivate the DDRMI within seven days of the AD's original issue date, and comply with the amendment's effective date of 30 October 2003, regarding the dispatch condition with an inoperative standby compass.
Operators of affected A330 aeroplanes must ensure the DDRMI is deactivated in accordance with the specified Airbus Industrie telex, and dispatch the aircraft with an inoperative standby compass, following the 'B' rectification interval. This directive supersedes previous MEL limitations concerning the DDRMI. Operators must also ensure that their aeroplanes do not fall under the exceptions listed, such as those with certain modifications or service bulletins. Failure to comply with these requirements could result in non-compliance with airworthiness standards, potentially leading to safety risks. Operators must keep accurate records of compliance actions taken and ensure that all relevant personnel are informed of the directive’s requirements and the rationale behind them.
Failure to comply with the requirements of this AD may lead to significant consequences, both civil and criminal. Non-compliance could result in the aircraft being deemed unairworthy, leading to potential grounding of the affected aeroplanes. Civil penalties may be imposed, including fines, depending on the severity and frequency of the non-compliance. Criminal penalties could also apply, particularly if the non-compliance results in a safety incident or endangers flight safety. The maximum penalties for such offences are not explicitly stated in the AD but could include substantial fines and imprisonment under relevant aviation and safety regulations. It is crucial for operators to adhere strictly to the AD to avoid these severe consequences.