Wise Masts A

July 2014
Fleet performance
WISE
Main Adopted Solutions
and Tips
A320 Family
WISE Main Adopted Solutions and Tips

WISE Main Adopted Solutions and Tips was a standalone application
providing you with recommendations to improve your aircraft reliability and
reduce your operation costs. This application is now integrated into Next
Generation WISE.
During the migration period, this PDF file is made available to you in order
to ensure continuity of the information delivered.
Disclaimer
The values and information provided in this service are supplied in good faith and are based on in-service
experience feedback obtained from operators of the concerned aircraft fleets. The recommendations based on
said values and information do not constitute a contractual commitment, warranty or guarantee whatsoever
but are for information and convenience only.
Page 2
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Table of content
AEVC upgrade to standard V06 amendment E
FCV 1303 reliability improvement
Outflow valve reliability improvement
Skin Air Inlet Valve Overhaul
Skin Air Outlet Valve Overhaul
FAP improvement
Handset improvement
Recent Solution: Introduce new latch and keeper for OHSC
Improved SDCU Power Supply card
Improved smoke detectors for avionics zone
Recent Solution: Introduce new smoke detectors for SDCU-based SDS
Yaw damper servo control standard upgrade
Improved SEC reliability
Page 3
Table of content
Modify position of ventillation holes on ELAC racks
Preventive replacement of the radio PTT switch
Recent Solution: Introduce roller bearing on rod end rudder servocontrol
Recent Solution: Introduce roller bearing on rod end elevator servocontrol
New fuse for moisture ingress protection
Improved check-valve in HP/PTU manifold
Modified elbow union
Preventive replacement of Y PTU manifold
Preventive replacement of Y HP manifold
Upgrade of Eaton EDP
Alleviate fluid leak from manifold
Power Transfer Unit leakage reduction
Modification of automatic brake selector valve
Page 4
Table of content
Preventive replacement of MLG door actuator hose
MLG Lock Stay Actuator Hose Upgrade
LED Navigation lights
Recent solution: Sealing of drain hole to prevent liquid contamination
Introduce the optional alignement improvement function on ADIRU
Introduce PTFE seals to avoid air leak
Forward and AFT cargo door proximity switches upgrade
Introduce improved cockpit door locking control unit
Install deflectors on IAE V2500 AFT Pylon Fairing
Cockpit window preventive maintenance
Install saddle clamp on CFM56-5B hydraulic line
Recent Solution: Introduction of New HPTACC Valve 329695-5
Page 5
RECO-SA-21-01
Last update: 27 Feb 2009

Back to table of content
Program: A320 Family

Applicability A/C Type: A318,A319,A320,A321
Applicability msn: MSN < 2700
Engine: ALL
ATA 4D: 2126 & 2615
System: AEVC
Impact:
A/C Availability,Maintenance
economics,Operations
Economic interest: Payback period < 2y
Affected P/N: 87292325-04, 87292325-05,

87292325-06
Supplier: THALES AVIONICS
Background:
Some operators have encountered cases of avionics ventilation system issues (VENT AVNCS SYSTEM FAULT, VENT SKIN VALVE FAULT ECAM
warning), leading to flight delays, cancellations but also to some aborted take-off or in-flight interruptions (due to the impossibility to pressurize
cabin). The AEVC (PN 87292325-0X) is one of the main root cause for such warnings. Furthermore, AEVC may also be at the origin of spurious
"AVIONICS SMOKE" warning, due to vibrations at RAM level, which is responsible for some in-flight interruptions (LAND ASAP cases).
Airbus recommendation:
Operators are recommended to upgrade AEVC units to standard V06 amendment E (as a minimum) and so to embody, according to current AEVC
standard, one or several of the following Thals VSB:
- VSB 87292325-21-008 to improve AEVC robustness with regards to electrical transient (for V04 units)
- VSB 87292325-21-011 (covered by SB 21-1147) as a final fix towards the spurious "avionics" smoke warnings (for V05 units)
- VSB 87292325-21-012 to improve the interface robustness between the AEVC and the Skin Air Valves (for V06 units, pre-amendment E)
AEVC V06 amendment E has been introduced in production for MSN > 2700 and VSB 87592325-21-012, issued in 2006, has already been embodied
on about 900 in-service aircraft with positive feedback.
Notes:
- The amount of the corresponding benefit mainly depends on the pre-mod AEVC standard. In other words, the reliability improvement will be more
important (in term of MTBUR increase for example) with -04 pre-mod AEVC standard than with -05 or -06 (pre-amendment E). Yet in all cases, due
to different kit price and manpower, the payback period is globally the same. The "cost / benefit analysis" presented here is relative to -05 pre-mod
AEVC standard.
- The cost/benefit analysis presented here does not include the cost corresponding to AEVC test after VSB embodiment
Page 6
RECO-SA-21-01

Benefit of the recommendation:
1) Reduction of the number of Operational Interruptions events linked to Avionics Ventilation system issues
2) Reduction of the number of unscheduled and unjustified removals of AEVC (higher MTBUR and lower NFF rate) and so globally reduction of
associated maintenance costs
3) Reduction of the number of unscheduled and unjustified removals of the Skin Air Valve (higher MTBUR and lower NFF rate) and so reduction of
associated maintenance costs (not taken into account for the cost/benefit analysis)
Associated documentation:
TFU 21.26.00.020, SB 21-1147, TFU 21.26.00.019, VSB 87292325-21-011
General assumptions:
Maintenance economics assumptions:
Investment for recommendation:
Economic conditions: 2008

Labour rate on-A/C: 60 $ per MH
Labour rate off-A/C: 60 $ per MH
Annual aircraft utilisation: 3210 FH
Average flight duration 1.8 FH
Fleet size: 20 A/C
Spare price: 12570 $

Repair costs: N/C
Test cost: N/C
Typical NFF rate: 50%
Labour on-A/C: 2.5 MH per A/C

Labour off-A/C: 2 MH per A/C
Number of kits: 1 Kit per A/C
Kit price: 160 $ per Kit
Other investment: None
Page 7
RECO-SA-21-01

OI Rate reduction: 40%
Page 8
MTBUR increase: 20%
Weight impact: 0 kg
RECO-SA-21-02
Last update: 08 Jul 2012


Applicability A/C Type: A319,A320,A321
Applicability msn: 0882 < MSN < 2532
Engine: ALL
ATA 4D: 2151 & 2152
System: Flow Control Valve
Impact:
Economic interest: 2y < Payback period < 4y
Affected P/N: 1303A0000-02 Amdt B,

1303A0000-03 Amdt AB
Supplier: LIEBHERR AEROSPACE TOULOUSE
Background:
Some operators have encountered cases of AIR PACK 1(2) FAULT ECAM warning, or one PACK set to default HI FLOW. Such events, generally due
to FCV failure, lead to aircraft delays (to secure that FCV is in closed position for example) and cancellations (ETOPS flight for example) but also to
some cases of ground turn back and in-flight interruptions. Investigations have allowed to identify the valve position microswitch (FCV subcomponent) as the main root cause for FCV 1303A0000-02 & 1303A0000-03 failures.
VSB 1303-21-06 introduces a new FCV standard (PN 1303A0000-04), equipped with a different microswitch. This microswitch, made by Le Crouzet,
is already embodied on FCV 751 series (A320 family, MSN < 1000) and FCV 964 series (A340 family) with very low failure rate. This new FCV has
been introduced in production for MSN > 2500 and VSB 1303-21-06, issued in 2005, has already been embodied on more than 1000 aircraft with
positive feedback.
Note: this economic assessment has been considered on attrition as specified within the vendor technical documentation (ref. VSB 1303-21-06).
Page 9
RECO-SA-21-02

1) Reduction of the number of Operational Interruptions events linked to Pack System failure
2) Improvement of FCV reliability (higher MTBUR and MTBF) and so reduction of associated maintenance costs
TFU 21.51.51.009, VSB 1303-21-06

Fleet size: 16 A/C

Repair costs: 3224 $
Test cost: 692 $
Labour on-A/C: None (on attrition)

Labour off-A/C: 3.5 MH per FCV
Number of kits: 1 Kit per FCV
Page 10
RECO-SA-21-02

Page 11
MTBUR increase: 40%
Weight impact: 0 kg
RECO-SA-21-03


Engine: ALL
ATA 4D: 2131
System: Outflow valve
Impact:
Affected P/N: 20790-01AA, 20790-02AB

Supplier: NORD-MICRO
Background:
Some operators have encountered cases of CAB PR SYS 1(2) FAULT ECAM, CAB EXCESS CAB ALT ECAM warning or Cabin altitude oscillations,
leading generally to aircraft delays and cancellations but also to some cases of ground turn-back or in-flight interruptions. Majority of these issues
were observed after introduction of CPC-10, which performs a more sensitive monitoring of the outflow valve (Fault Code 81). Such events were
generally solved through outflow valve removal and replacement.
SB 21-1136 / VSB 20790-21-002 introduces a new outflow valve standard (PN 20790-02AC), with new electronic box software and potentiometer,
to reduce the risk of Fault Code 81 occurrences . This outflow valve standard has been introduced in production for MSN > 1800 and SB 21-1136,
issued in 2002, has already been embodied on more than 400 aircraft, with positive feedback.
Page 12
RECO-SA-21-03

1) Reduction of the number of Operational Interruptions events due to cabin pressure issues
2) Reduction of the number of unscheduled removals of the Outflow Valve (higher MTBUR) and so reduction of associated maintenance costs
SB 21-1136, VSB 20790-21-002, TFU 21.31.51.015, SB 21-1132

Fleet size: 20 A/C

Repair costs: N/C
Test cost: N/C

Page 13
RECO-SA-21-03

Page 14
MTBUR increase: 100%
Weight impact: 0 kg
RECO-SA-21-04


Applicability msn: ALL
Engine: ALL
ATA 4D: 2126
System: Avionics Equipment Ventilation
Affected P/N: VFT210A2, VFT210A2 Amdt A,

VFT210B00, VFT210B00 Amdt A
Supplier: TECHNOFAN
Impact:
Background:
Operators have reported a repetitive "VENT AVNCS SYS FAULT" ECAM warning associated during takeoffs with "VENT SKIN VALVE FAULT"
indicating that the Skin Air valve (FIN 15HQ) is not fully closed.
Airbus recommends to apply at regular interval an overhaul of the Skin Air Inlet Valve and the Skin Air Outlet Valve at the same time.
Present analysis considers a 18 000 FH interval between overhauls for the only Skin Air Inlet valves (decorrelated from the Skin Air Outlet valves,
which overhaul is assessed through a separate analysis).
Page 15
RECO-SA-21-04

This overhaul will decrease the possible malfunction of the Skin Air Inlet Valve which can result in costly delays, Aborted Take-off or In-Flight Turn
Back events occurence. In the mean time, costly Skin Air Inlet Valve removals reported to Airbus also decrease significantly (the schedule
maintenance interval being shorter than the component reliability itself - MTBUR).
SIL 210A2-21-520, SIL 210B00-21-520

Fleet size: 16 A/C

Test cost: 950 $
Labour on-A/C: 1 MH per A/C

Number of kits: 1 kit per A/C
Kit price: 3730 $
Page 16
RECO-SA-21-04

Page 17
Weight impact: N/A
RECO-SA-21-05


Engine: ALL
ATA 4D: 2126
System: Avionics Equipment Ventilation
Affected P/N: VFT300B00, VFT300B00 Amdt A

Supplier: TECHNOFAN
Impact:
Background:
Operators have reported a repetitive "VENT AVNCS SYS FAULT" ECAM warning associated during takeoffs with "VENT SKIN VALVE FAULT"
indicating that the Skin Air valve (FIN 22HQ) is not fully closed.
Airbus recommends to apply at regular interval an overhaul of the Skin Air Inlet Valve and the Skin Air Outlet Valve at the same time.
Present analysis considers a 18 000 FH interval between overhauls for the only Skin Air Outlet valves (decorrelated from the Skin Air Inlet valves,
which overhaul is assessed through a separate analysis).
Page 18
RECO-SA-21-05

This overhaul will decrease the possible malfunction of the Skin Air Outlet Valve which can result in costly delays, Aborted Take-off or In-Flight Turn
Back events occurence. In the mean time, costly Skin Air Outlet Valve removals reported to Airbus also decrease significantly (the schedule
maintenance interval being shorter than the component reliability itself - MTBUR).
SIL 300B00-21-520

Fleet size: 16 A/C

Test cost: 1084 $

Kit price: 3190 $
Page 19
RECO-SA-21-05

Page 20
Weight impact: N/A
RECO-SA-23-01
FAP improvement

Engine: ALL
ATA 4D: 2373
System: CIDS
Impact:
A/C Availability,Maintenance economics
Affected P/N: Z130H0XXX110

Supplier: Kid Systme
Background:
Operational experience has shown that Forward Attendant Panels (FAPs) with the P/N Z130H0XXX110 may freeze after a short power interruption.
A faulty FAP is not a "NO GO ITEM". In case of FAP freezing, the cabin crew cannot control the cabin lighting anymore. The lighting setting will
either stay as selected or will be switched automatically to 50% if the FAP loses communication with the CIDS director.
SB 23-1259 consists in performing a check of the FAP P/N and S/N to assess the applicability of the modification. When FAP P/N and S/N meet the
SB requirements, the modification is then FOC.
The present economic analysis applies to FAP which couple (P/N, S/N) is out of the SB range. Meaning that is considered the charged
implementation of Kid-Systeme's VSB Z130H-23-037.
Page 21
RECO-SA-23-01
FAP improvement
Implementation of Kid-Systeme's VSB Z130H-23-037 fixes the FAP freeze issue.
1) Improvement of the FAP MTBUR
2) Reduction of the number of Operational Interruptions
SB 23-1259, VSB Z130H-23-037

Fleet size: 20 A/C

Repair costs: N/C
Test cost: N/C

Page 22
RECO-SA-23-01
FAP improvement
Page 23
Weight impact: 0 kg
RECO-SA-23-02
Last update: 26 Mar 2012
Handset improvement

Applicability msn: All MSN
Engine: ALL
ATA 4D: 2373
System: Handset
Impact:
Affected P/N: 89-01-07000, 89-01-07122,

ST3100-33-10, ST3100-23-10
Supplier: Holmberg or Becker
Background:
Some operators report low reliability of Holmberg & Becker Handsets. The reliability issues reported are as follows:
1) Handset brackets do not hold the handset enough securely and handset falls down.
2) Handset housings are not robust enough and break when they fall down on the Non Textile Floor.
3) The Holmberg handset cable D-Sub connector/pins attachment are unreliable and cable leads are often found damaged.
4) Holmberg general reliability issues: microphone, reed contact fail.
Upgrade handsets series:
89-01-07000 (with support bracket 98-01-07900)
89-01-07122 (with support bracket 98-01-07902)
ST3100-33-10 (with support bracket HC3100-33-10)
ST3100-23-10 (with support bracket HC3100-23-10)
with N40-1B series.
Note: The cost/benefit analysis presented here corresponds to the replacement of the handset on attrition basis.
Page 24
RECO-SA-23-02
Handset improvement
1) Operational reliability improvement
2) Component reliability improvement
3) The new standard is less expensive than the pre mod one (either becker or holmberg handset)
TFU 23.73.00.089, SIL 23-030:VSIL 7301-23-09, SB 25-1906, VSB 89-23-15

Fleet size: 20 A/C
Spare price: 2500 $

Repair costs: N/C
Test cost: N/C
Labour on-A/C: 2.5 MH per Handset

Number of kits: N/A
Kit price: N/A
Page 25
RECO-SA-23-02
Handset improvement
Page 26
Weight impact: 0 kg
RECO-SA-25-01
Last update: 02 Aug 2012


Engine: ALL
ATA 4D: 2524
System: Overhead stowage compartments
Impact:
economics,Operations,Airline image
Affected P/N: FA259-50600-000, FA259-51000000

Supplier: AIRBUS OPERATIONS SAS
Background:
Some operators have reported a high rate of overhead stowage bin latches becoming unserviceable. The cause is a deflection of the overhead
bottom panel when the overhead stowage compartment is heavily loaded. This leads to difficulty in opening or closing the OHSC.
This results in several different types of damage to the keeper, latch hooks, handles or the edge protection.
Airbus recommends to install an improved latch and keeper for the OHSC.
Note: this economic assessment has been considered on a retrofit basis on A319. Similar results are observed on A320/A321.
Page 27
RECO-SA-25-01

Accomplishment of this Service Bulletin with the revised latch and keeper geometry will improve the operation of the latch mechanism on the OHSC.
The improved latch places the hook into a deeper position and allows better closing of the OHSC.
SB 25-1786, TFU 25.24.00.010, SIL 25-158

Fleet size: 16 A/C
Spare price: 329 $

Repair costs: N/A
Test cost: N/A
Typical NFF rate: N/A
Labour on-A/C: 1 MH per OHSC

Number of kits: A319: 40 latch & keeper
A320: 46 latch & keeper
A321: 60 latch & keeper
Kit price: 125 $ per OHSC door until 31st of
March 2013
Page 28
RECO-SA-25-01

Page 29
MTBUR increase: 50%
Weight impact: N/A
RECO-SA-26-02


Engine: ALL
ATA 4D: 2616 & 2617
System: SDCU
Impact:
Affected P/N: RAI2800M0706

Background:
Some operators have encountered cases of SMOKE LAV + CRG DET FAULT ECAM warning (with no access to SDCU menu via MCDU), leading
generally to aircraft delays and cancellations but also to some in-flight interruptions. Majority of these warnings are spurious ones, that can be
cleared by an SDCU reset on ground. Yet, in certain cases, smoke detector or SDCU is removed and replaced, giving an unconfirmed fault in shop
(high NFF rate for SDCU and Smoke detectors). The heating of SDCU power supply card is one of the main root cause for such spurious warning.
Note: Refer to RECO-SA-26-001 if access to SDCU menu is possible
VSB RAI2800-26-015 improves the design of SDCU Power Supply card in order to decrease its heating, which can be at the origin of spurious
warning occurrences. This VSB, issued in 2004, has not been introduced in production, as recent aircraft are no more equipped with SDCU, but has
been embodied on more than 300 in-service aircraft with positive feedback.
Page 30
RECO-SA-26-02

1) Reduction of the number of Operational Interruptions events linked to smoke detection system failure
2) Reduction of the number of unscheduled and unjustified SDCU removals (higher MTBUR, lower NFF rate), and thus reduction of the associated
maintenance costs
3) Reduction of the number of unscheduled and unjustified Smoke Detector removals (higher MTBUR, lower NFF rate), and thus reduction of the
associated maintenance costs (not taken into account for the cost/benefit analysis)
4) Easier trouble-shooting and so reduction of delay duration when smoke detection system failure

Fleet size: 20 A/C

Repair costs: N/C
Test cost: N/C

Page 31
RECO-SA-26-02

Page 32
Weight impact: 0 kg
RECO-SA-26-03


Engine: ALL
ATA 4D: 2615 & 2126
System: Smoke detectors
Impact:
Affected P/N: CG7G0

Supplier: SIEMENS
Background:
Some operators have encountered cases of AVNCS SMOKE ECAM warning. These warning have mainly been reported on ground, leading generally
to aircraft delays or cancellations. However some warning have also been generated in flight, shortly after take-off, leading to in-flight-interruptions
(LAND ASAP). Majority of these warnings are spurious ones. The ionic smoke detectors (PN CG7G0), which are sensitive to high humidity and high
temperature conditions, is one of the main root causes for such spurious warning.
SB 26-1052 allows the installation of Optical Smoke Detectors (PN CGDU2000-00) instead of Ionic Smoke Detector in avionics compartment. These
improved smoke detectors have been introduced in production for MSN > 1500 and SB 26-1052, issued in 2000, has already been embodied on
about 400 in-service aircraft, with positive feedback.
Page 33
RECO-SA-26-03

1) Reduction of the number of Operational Interruptions events linked to avionics smoke warning
2) Improvement of smoke detectors reliability (higher MTBF) and so reduction of associated maintenance costs
3) Easier trouble-shooting and reduction of delay duration when avionics smoke
4) Cancellation of MPD task 261500-04-1 associated with ionic smoke detectors cleaning and thus maintenance cost savings
SB 26-1052, TFU 26.15.15.001
A318_A319_A320_A321 MPD 26-15-00-04-1

Fleet size: 20 A/C
Spare price: 4100 $

Repair costs: N/C
Test cost: N/C

Page 34
RECO-SA-26-03

Page 35
Weight impact: 0 kg
RECO-SA-26-04
Last update: 10 Sept 2013
Recent Solution: Introduce new smoke detectors for SDCU-based

SDS

Engine: ALL
ATA 4D: 2615 & 2616 & 2617
System: Smoke detectors
Impact:
Affected P/N: PPA2100-00, PPA1102-00,

PPA1203-00, GPA1102-00, GPA1101-00,
PPA1202-00, PPA1201-00, GPA1202-00
Supplier: SIEMENS
Background:
Smoke detection issues on Long Range (LR) aircraft have been reported. Subsequent laboratory tests have shown that, under certain
circumstances, conducted Electro Magnetic Interferences (EMI) could lead to the disconnection of the Smoke Detectors (SD).
On Single Aisle (SA) aircraft, the disconnection of one or more SDs could lead to the ECAM warning SMOKE / SMOKE LAV / CRG DET FAULT
associated with class 1 maintenance message SMOKE DET LOOP.
New SD P/Ns have been introduced on LR aircraft to reduce disconnection occurrences in case of conducted EMI.
In addition, due to the obsolescence of the old P/Ns and the commonality of P/Ns between the LR and SA programs, the old P/Ns will be no longer
available for the SA program.
This Service Bulletin is published to advise all operators of A319, A320 and A321 aircraft of the issue of SIEMENS Service Bulletin No. PPAGPA-26004, which replaces the existing SDs with modified units. This increases the robustness of the smoke detectors against EMI to reduce the smoke
detection disconnection occurences.
Note:
- The cost/benefit analysis presented here corresponds to the modification implementation by retrofit mean.
- Last date to place a purchase order at the price mentionned in the Cost/Benefit analysis: end of October 2014
- The payback period takes into account OI rate and MTBUR improvement for both Smoke Detector and SDCU
Page 36
RECO-SA-26-04

SDS
Accomplishment of the modification will bring following benefits:
1) Reduction of the number of Operational Interruptions events linked to the ECAM warning SMOKE / SMOKE LAV / CRG DET FAULT associated with
class 1 maintenance message SMOKE DET LOOP.
2) Improvement of Smoke Detectors and Smoke Detection Control Unit reliability (higher MTBUR) and so reduction of associated maintenance costs
SB 26-1081, VSB PPAGPA-26-004

Fleet size: 16 A/C
Spare price: 5000 $

Test cost: N/A

Number of kits: 10 smoke detectors in average
per aircraft
Kit price: 829 $ per detector
Page 37
RECO-SA-26-04

SDS
Page 38
Weight impact: 0 Kg
RECO-SA-27-01


Engine: ALL
ATA 4D: 2726
System: Yaw Damper
Impact:
Affected P/N: SC4700-3, SC4700-4

Supplier: GOODRICH ACTUATION SYSTEMS
Background:
Some operators have encountered hydraulic leaks at yaw damper level (and more precisely at piston rod sealing level of the yaw damper servo
control) with servo control PN SC4700-3 or SC4700-4. Such events generate long delays, flight cancellations or even in-flight interruptions and may
lead to the loss of the hydraulic system (green or yellow).
Note that one yaw damper system may be inoperative according to MMEL 22.63.01, but with operational restrictions for landing (CAT 3 Single only).
SB 27-1147 allows the installation of SC-4700-5 standard yaw damper servo control. This actuator has been introduced in production for MSN >
2000 and SB 27-1147, issued in 2003, has already been embodied on around 1000 in-service aircraft, with positive feedback.
Notes:
- the cost/benefit analysis presented here is based on SC4700-3 pre-mod standard hypothesis (kit price, MTBUR...)
- the kit to upgrade units from SC4700-4 to SC4700-5 is Free Of Charge (FOC)
Page 39
RECO-SA-27-01

1) Reduction of the number of Operational Interruptions events due to hydraulic leak at yaw damper level and so reduction of associated costs
2) Reduction of the probability to loose the hydraulic system and so reduction of associated costs (filling of the hydraulic system with new fluid, EDP
replacement if the operational check of the pump has failed, aircraft towing if the lost hydraulic system is the green one)
3) Improvement of yaw damper servo control reliability (MTBF) and so reduction of associated (unscheduled) maintenance costs
4) Cancellation of MPD task 272651-01-1 associated to yaw damper actuator inspection and thus maintenance costs saving
TFU 27.26.00.010, TFU 27.26.51.001, SB 27-1139, SB 27-1147, VSB SC4700-27-26-02, VSB SC4700-27-04
A318_A319_A320_A321 MPD 272651-01-1
A318_A319_A320_A321 MMEL 22-63-01

Fleet size: 20 A/C

Repair costs: N/C
Test cost: N/C

Number of kits: 2 Kits per A/C
Other investment: 400 $ per Fleet
Page 40
RECO-SA-27-01

Page 41
Weight impact: 0 kg
RECO-SA-27-02


Applicability msn: 1800 < MSN < 3900 (Power
Boost) / 2500 < MSN < 3400 (S-RAM issue)
Impact:
Engine: ALL
ATA 4D: 2794
System: SEC
Affected P/N: B372BAM04#, B372BAM05#

Background:
Some operators have encountered cases of F/CTL SEC 1(2/3) FAULT warning, mainly on ground during electrical transients (engine start), leading
generally to aircraft delays or ground turn back. Investigations led with Thals have allowed identifying two main root causes at SEC computer level:
- Power Boost Fucntion
- S-RAM (S-RAM failure may appear in any flight phase and lead to F/CTL Spoiler fault)
These two issues, considered as quality issues, affect a certain batch of SEC computers:
- Power Boost Function: 1800 < MSN < 3900, SEC SN between Q00136009440 and Q00136016499
- S-RAM: 2500 < MSN < 3400, SEC SN between Q00136012084 and Q00136015015
VSB B372BAM-27-028 and B372BAM-27-030 improve drastically the reliability of the SEC through two hardware modifications (respectively
replacement of S-RAM and transistors). These VSB, issued respectively in 2008 / 2009, have been introduced in production on MSN > 3400 / 3900,
have been embodied on around 200 / 500 in-service SEC with positive feedback.
Note: different strategies are possible to emboby these VSB (on attrition vs. retrofit). Yet Airbus recommends operators to speed up the
embodiment progress through a retrofit campaign. The cost/benefit analysis presented here corresponds to this option, which means that the SEC
units is sent specifically to the shop to implement these two modifications (it is supposed that the SEC unit is in the batch of SEC units affected by
both issues: S-RAM & Power Boost). That also implies that a Return To Service test is to be done once VSB have been embodied, note that the
corresponding cost has been taken into account in the analysis.
Page 42
RECO-SA-27-02

1) Reduction of the number of Operational Interruptions events linked to SEC failure
2) Improvement of SEC MTBUR / MTBF and thus reduction of the associated maintenance costs
VSB B372BAM-27-028, VSB B372BAM-27-030, TFU 27.94.00.022

Fleet size: 20 A/C

Repair costs: N/C
Test cost: N/C

Number of kits: 1 global Kit per A/C
Other investment: 1232 $ per SEC (RTS)
Page 43
RECO-SA-27-02

Page 44
Weight impact: 0 kg
RECO-SA-27-03


Engine: ALL
ATA 4D: 2793
System: ELAC
Impact:
Maintenance economics
Affected P/N: 3945128#

Background:
Several operators reported recurrent fault messages "ELACx-COM (or MON) OR WIRING FROM ACCLRM y" // "ELACx OR WIRING FROM B (or Y or
G) HYD PRESS XMTR y" in PFR.
The fault is not systematically reproduced during fault confirmation test "BITE test of the EFCS". Also the fault is usually cleared by ELAC
replacement. Very few cases of aircraft pitch up tendency in manual mode have also been reported.
Root cause is identified as pollution inside ELAC back assembly connectors. This pollution originates from aircraft environment. The SB 27-1209
recommends to modify the position of ventilation holes of ELAC racks to decrease air flow around ELAC back assembly.
Page 45
RECO-SA-27-03

This Service Bulletin will prevent or delay the pollution creation inside ELAC back assembly connectors.
SB 27-1209

Fleet size: 16 A/C

Test cost: N/A

Number of kits: None
Kit price: None
Page 46
RECO-SA-27-03

OI Rate reduction: N/A
Page 47
MTBUR increase: 10%
Weight impact: N/A
RECO-SA-27-04
Last update: 06 Jan 2014


Applicability msn: All MSN
Engine: ALL
ATA 4D: 2792
System: PTT switch
Affected P/N: D27310099#

Impact:
Background:
Some airlines have reported an increase of radio Push To Talk (PTT) switch removals.
Airbus recommends a preventive replacement of the radio PTT switch at 8,000 FC through AMM tasks 27-92-41-000-010-A01 / AMM 27-92-41-400010-A01. This given interval may have to be adapted by operators according to their own experience.
The replacement of the radio PTT switch can be made using the original or alternate procedure. The alternate procedure allows to remove the radio
PTT switch without removal of the side stick control-handle. This alternative procedure uses splices. A saving of around 3 MH (1 MH instead of 4
MH) is expected when comparing original and alternate AMM tasks.
The cost analysis is computed for alternate procedure usage. For information the saving with the original procedure is 7%.
Page 48
RECO-SA-27-04

High reduction of the number of Operational Interruptions events linked to Ecam Warnings "VHF emitting" and/or PTT switch failure/replacement.
TFU 27.92.00.002
A318_A319_A320_A321 AMM 27-92-41-000-010-A, AMM 27-92-41-400-010-A, AMM 27-92-41-000-010-A01, AMM 27-92-41-400-010-A01

Fleet size: 16 A/C
Spare price: 200 $

Repair costs: N/A
Test cost: N/A

Page 49
RECO-SA-27-04

Page 50
MTBUR increase: N/A
Weight impact: N/A
RECO-SA-27-05
Recent Solution: Introduce roller bearing on rod end rudder

servocontrol

Impact:
Engine: ALL
ATA 4D: 2724
System: Flight Controls - Rudder hydraulic
actuation
Affected P/N: 810A0000-03, 810A0000-04,

810A0000-05, 810A0000-06
Supplier: LIEBHERR-AEROSPACE LINDENBERG
GmbH
Background:
Cases of rudder vibration reports have been received from customers. Rudder vibrations are caused by play developing at rudder and rudder Single
Chime (SC) attachment levels. Rudder servocontrol bearings are one of the contributors to this play.
In-service experiences demonstrated that rudder servocontrol rod end bearing (surface side) is more subject to wear.
Introduction of roller bearing (re-greaseable) on rudder servocontrol rod end has been decided in order to increase bearing wear robustness, to
reduce its wear and thus to prevent rudder vibration occurrences.
This Service Bulletin is published to advise all operators of A318/A319/A320/A321 aircraft of the issue of LIEBHERR-AEROSPACE Service Bulletin No.
810A-27-06.
It recommends replacing the current rod end fitted with self lubricating spherical bearing (Teflon coated bearing) by a new rod end fitted with a
roller bearing (FINs 1025 GM, 2025 GM and 3025 GM).
Note: The cost/benefit analysis presented here corresponds to the modification implementation by retrofit mean on A/C
Page 51
RECO-SA-27-05

servocontrol
Accomplishment of this Service Bulletin will increase wear robustness of rudder servocontrol rod end bearing.
Note: this new type of rod end fitted with roller bearing requires a period servicing (re-greasing); this will be reflected as required in the
Maintenance Planning Document (MPD).
Additional benefits:
1) Reduction of the number of Operational Interruptions events linked to vibrations
2) Improvement of the Servocontrol-Rudder reliability (higher MTBUR) and so reduction of associated maintenance costs
SB 27-1224, TFU 27.24.51.004, VSB 810A-27-06

Fleet size: 16 A/C

Test cost: 925 $
Typical NFF rate: 0.11

Number of kits: 3 roller bearing
Kit price: 2715 $ per roller
Page 52
RECO-SA-27-05

servocontrol
Page 53
MTBUR increase: 80%
Weight impact: -0.360 kg
RECO-SA-27-06
Recent Solution: Introduce roller bearing on rod end elevator

servocontrol

Impact:
Engine: ALL
ATA 4D: 2734
System: Flight Controls - Elevator and
hydraulic actuation
Affected P/N: 341203-#

Supplier: UTC Aerospace Systems
Background:
On elevator servo control, one case of rod end rupture and several rod ends cracks have been reported.
Investigations have shown that rod end cracks and rupture are caused by a particular bending effect.
Install new rods end with an integrated roller bearing replacing the old rods end fitted with a self-lubricating spherical bearing (Teflon coated
bearing) (FINs 34CE1, 34CE2, 34CE3 and 34CE4).
Note: SB to be accomplished on-wing to save shop recertification cost at VSB embodiment.
Page 54
RECO-SA-27-06

servocontrol
Accomplishment of Service Bulletin 27-1223 cancels the inspection requirements of Inspection Service Bulletin No. 27-1186 (AD 2010-0046: final fix
to crack & rupture) and will solve the in-service issue of elevator rod end cracks.
Introduction of roller bearing will also have a positive effect on the bearing wear rate (reduction), and thus prevents elevator vibration occurrences,
avoiding in some circumstances:
- Operational Interruptions
- Servo control Elevator removals and associated costs (maintenance, recertification).
SB 27-1223, TFU 27.34.00.017, SIL 27-164:AOT:27A1186, VSB 31075-27-22
A318_A319_A320_A321 AMM 27-34-51-000-009-A, AMM 27-34-51-400-006-A

Fleet size: 16 A/C

Repair costs: N/C
Test cost: N/C
Typical NFF rate: N/C

Page 55
RECO-SA-27-06

servocontrol
Page 56
Weight impact: +0,080 kg
RECO-SA-28-01


Engine: ALL
ATA 4D: 2842
System: FQI Fuse
Impact:
Affected P/N: F561626PZ922Y

Supplier: DEUTSCH Ltd
Background:
Some operators have encountered cases of degraded Fuel Quantity Indication (FQI) for LH(RH) inner and outer tank, and as a consequence
degraded Fuel On Board (FOB) indication. Such events generally lead to flight delays or cancellations but also to some in-flight interruptions.
Malfunction of the fused connector (PN F561626PZ922Y) has been identified as the root cause of this issue.
Note: Departure is authorized in such scenario, as per MMEL 28-40-06, but loss of accuracy needs to be taken into account for the fuel planning, as
indicated in FCOM 3.04.28.
SB 28-1143 introduces a new fused plug connector and a new fuse, in order to obtain an improved insulation resistance and resistance to moisture
ingress. This modification has been introduced in production for MSN > 2550 and SB 28-1143, issued in 2005, has already been embodied on about
250 in-service aircraft with positive feedback.
Page 57
RECO-SA-28-01

1) Reduction of the number of Operational Interruptions events due to degraded fuel quantity indication
2) Reduction of the number of unscheduled and unjustified removals of FQIC (not taken into account for the cost/benefit analysis)
SB 28-1143, TFU 28.42.00.039
A318_A319_A320_A321 TSM 28.42.00.810.873
A318_A319_A320_A321 MMEL 28-40-06, FCOM 3.04.28

Fleet size: 20 A/C
Spare price: N/A

Repair costs: N/A
Test cost: N/A

Page 58
RECO-SA-28-01

Page 59
MTBUR increase: N/A
Weight impact: 0 kg
RECO-SA-29-01


Engine: ALL
ATA 4D: 2911 & 2913 & 2923 & 2924
System: HP/PTU Check Valve
Impact:
Affected P/N: ZCV66, ZCV67

Supplier: CIRCOR
Background:
Some operators have reported cases of hydraulic leakage at check valves of the PTU manifold / HP main manifold with PN ZCV66 and ZCV67. Such
leaks may potentially lead to HYD G(Y/B) RSVR LO LVL or HYD G(Y/B) RSVR LO AIR PR or HYD G(Y) RSVR OVHT ECAM warning and to hydraulic
system loss (green or yellow). Investigations have shown that these leakages were caused by a missing retainer ring, leading to a loosening of the
check valve cap and a damage of the O-ring seal subsequently.
SB 29-1107 introduces improved check valves PN ZCV66-1 and PN ZCV67-1 with a new cap. These check valves have been introduced in production
for MSN > 1000 and SB 29-1107, issued in 2003, has already been embodied on 160 aircraft with positive feedback.
Page 60
RECO-SA-29-01

1) Reduction of the number of Operational Interruptions events due to hydraulic leaks at HP / PTU manifold level and so reduction of associated
costs
2) Reduction of the probability to loose the hydraulic system and so reduction of associated costs (filling of the hydraulic system with new fluid, EDP
replacement if the operational check of the pump has failed, aircraft towing if the lost hydraulic system is the green one)
3) Improvement of the reliability of check valves and so maintenance cost saving (not taken into account for the cost/benefit analysis)
SB 29-1107, SB 29-1109

Fleet size: 20 A/C
Spare price: N/A

Repair costs: N/A
Test cost: N/A

Page 61
RECO-SA-29-01

Page 62
MTBUR increase: N/A
Weight impact: 0 kg
RECO-SA-29-02


Engine: ALL
ATA 4D: 2911 & 2913
System: Elbow union
Impact:
Affected P/N: MS21907D10

Background:
Some operators have reported cases of hydraulic leakage in tail area, close to bulkhead. These leakages, caused by cracked elbow union in the
green and yellow return lines, are generally found on ground during aircraft check, leading to long delays or cancellations.
SB 29-1110 replaces the aluminium elbow union by a reinforced elbow union made out of steel. Based on in-service reported events, the majority of
the hydraulic leakages have been experienced on aircraft with MSN higher than MSN 1100, so that Airbus does not consider elbow replacements as
necessary on aircraft below MSN 1100. This modification has been introduced in production for MSN > 1950 and SB 29-1110, issued in 2004, has
already been embodied on about 280 in-service aircraft with positive feedback.
Page 63
RECO-SA-29-02

Reduction of the number of Operational Interruptions events due to hydraulic leaks in section 19 and so reduction of associated costs
SB 29-1110, TFU 29.00.00.033, SIL 29-063

Fleet size: 20 A/C
Spare price: N/A

Repair costs: N/A
Test cost: N/A

Page 64
RECO-SA-29-02

Page 65
MTBUR increase: N/A
Weight impact: 0 kg
RECO-SA-29-03


Engine: ALL
ATA 4D: 2913
System: Yellow PTU Manifold

Supplier: AIRBUS
Impact:
Background:
Some operators have reported cases of heavy hydraulic leakage from the Yellow Power Transfer Unit (PTU) Manifold, generally resulting in long
delays or cancellations. These events are due to a fatigue crack of the PTU Manifold housing, that typically occurs after 15000 FC. This reliability
issue is known to be one of the top drivers of hydraulic leakage for aircraft having a MSN < 972. The Yellow PTU Manifold is more impacted by this
fatigue phenomenon because it is subject to additional cycles due to the operation of the cargo doors.
Airbus recommends operators still equipped with PTU Manifold P/N D2907019, to perform a preventive replacement of the Yellow PTU Manifold FIN 3013 GM - (by the same P/N) before 15000 FC. This preventive maintenance strategy has already been applied by several operators with good
results. Alternatively, operators may choose to embody SB 29-1113, which requires the installation of an improved PTU Manifold P/N 1556A9900-01
(post-mod. 27490) with enhanced fatigue endurance properties.
Page 66
RECO-SA-29-03

1) Reduction of the number of Operational Interruptions caused by hydraulic leakage of the Yellow PTU Manifold
2) Reduction of the probability of the Yellow Hydraulic System loss and associated costs of restoration
3) Savings estimated around 22% in terms of Yellow PTU Manifold associated global costs.
The preventive maintenance strategy introduces Scheduled Maintenance associated costs, but significantly decreases the costs associated with
Unscheduled Maintenance, Operational Interruptions and Yellow Hydraulic System loss.
SB 29-1113, SIL 29-080, SIL 29-063

Fleet size: 20 A/C
Spare price: 2360 $

Repair costs: N/A
Test cost: N/A

Number of kits: 1 Y PTU Manifold per A/C
Kit price: 2400 $ per PTU Manifold
Page 67
RECO-SA-29-03

Page 68
Weight impact: 0 kg
RECO-SA-29-04


Engine: ALL
ATA 4D: 2913
System: Yellow HP Manifold

Supplier: AIRBUS
Impact:
Background:
Some operators have reported cases of heavy hydraulic leakage from the Yellow High Pressure (HP) Manifold, generally resulting in long delays or
cancellations. These events are due to a fatigue crack of the HP Manifold housing, that typically occurs after 20000 FC. This reliability issue is known
to be one of the top drivers of hydraulic leakage for aircraft having a MSN < 972. The Yellow HP Manifold is more impacted by this fatigue
phenomenon because it is subject to additional cycles due to the operation of the cargo doors.
Airbus recommends operators still equipped with HP Manifold P/N D29070185 series, to perform a preventive replacement of the Yellow HP
Manifold - FIN 3011 GM - (by the same P/N) before 20000 FC. This preventive maintenance strategy has already been applied by several operators
with good results. Alternatively, operators may choose to install manifold P/N 1553A0000-01 (post-mod. 27490) with enhanced fatigue endurance
properties.
Page 69
RECO-SA-29-04

1) Reduction of the number of Operational Interruptions caused by hydraulic leakage of the Yellow HP Manifold
2) Reduction of the probability of the Yellow Hydraulic System loss and associated costs of restoration
3) Savings estimated around 15% in terms of Yellow HP Manifold associated global costs.
Unscheduled Maintenance, Operational Interruptions and Yellow Hydraulic System loss.
SIL 29-080, SIL 29-063

Fleet size: 20 A/C
Spare price: 5450 $

Repair costs: N/A
Test cost: N/A

Number of kits: 1 Y HP Manifold per A/C
Kit price: 5450 $ per HP Manifold
Page 70
RECO-SA-29-04

Page 71
Weight impact: 0 kg
RECO-SA-29-05


Engine: ALL
ATA 4D: 2911 & 2913
System: Engine Driven Pump (EDP)
Impact:
Affected P/N: 887673

Supplier: VICKERS
Background:
Some operators, equipped with Eaton EDP, have reported cases of hydraulic leakages at EDP level, and more precisely at the parting line interface
between the adapter and the housing of the hydraulic pump. Such reliability issue is known to be one of the top drivers of hydraulic leak at fleet
level. These EDP leaks are generally discovered on ground during aircraft check (leading to long delays or cancellations), but can also be detected in
flight, through ECAM warning and loss of the hydraulic system (yellow or green).
SB 29-1123 / VSB 887673-29-06 introduces a modified hydraulic pump with the new PN 3031863-001 (also called PV3-240-10D). This modification
has been introduced in production for MSN > 3000 and SB 29-1123, issued in 2005, has already been embodied on more than 1000 in-service
aircraft with positive feedback.
Note: the cost/benefit analysis presented here corresponds to the EMP upgraded on attrition. The additionnal cost of this upgrade is the difference
between the repair price including the embodiment of this SB and the typical repair price.
Page 72
RECO-SA-29-05

1) Reduction of the number of Operational Interruptions events due to hydraulic leaks at EDP level
2) Reduction of the probability to loose the hydraulic system and so reduction of associated costs (filling of the hydraulic system with new fluid,
aircraft towing if the lost hydraulic system is the green one...)
3) Improvement of the reliability of the EDP (higher MTBUR and MTBF)
SB 29-1123, TFU 29.10.00.026, VSB 887673-29-06

Fleet size: 20 A/C

Repair costs: N/A
Test cost: N/A

Labour off-A/C: N/A
Kit price: N/A
Other investment: 2666 $ per A/C
Page 73
RECO-SA-29-05

Page 74
Weight impact: 0 kg
RECO-SA-29-06
Last update: 17 Oct 2011


Engine: ALL
ATA 4D: 2913
System: Plug for alternate brake manifold
Impact:
Affected P/N: AN814-6JL

Supplier: AIRBUS
Background:
Some operators have reported that a hydraulic leak from a blanking plug and bleeder on a hydraulic manifold assembly at the Over Wing Panel
(OWP) has been detected. Continual loss of hydraulic fluid from the blanking plug and bleeder could lead to a total loss of Yellow System Hydraulics.
This Service Bulletin details instructions to install a new manifold blanking plug and bleeder and fixing bolt with holes for wire locking for aircraft
that are post modification No 26925P4576. Accomplishment of this Service Bulletin will alleviate potential hydraulic fluid leakage from the manifold
of the Yellow System Hydraulics.
Page 75
RECO-SA-29-06

1) No more Operational Interruptions linked to the blanking plug and bleeder of the hydraulic manifold assembly at the Over Wing Panel (OWP).
2) Yellow hydraulic liquid savings
SB 29-1142

Fleet size: 20 A/C
Spare price: 164 $

Repair costs: N/A
Test cost: N/A

Kit price: 82.2 $ per Kit
Page 76
RECO-SA-29-06

Page 77
MTBUR increase: infinite
Weight impact: 0 kg
RECO-SA-29-07


Applicability msn: MSN with MOD 22489 or
MOD 30627
Impact:
Engine: ALL
ATA 4D: 2913
System: PTU
Affected P/N: 4101002-9, 4101002-11

Supplier: TRIUMPH GROUP INC
Background:
For both the 4101002-9 and -11 configuration PTU's, the seal assemblies installed on the inlet transfer tubes between the variable port housing and
manifold valve housing have experienced fretting damage, which creates an external leak path. Existing inlet transfer tube seal assemblies have
experienced elastomer nibbling. The existing aluminum grounding lug could be easily damaged during handling. For the -11 configuration PTU only,
some control piston guides have lost torque during operation, allowing for the extrusion of the seal assembly. The resulting internal leak path
prevents proper compensator control leading to unstable system pressures.
Airbus recommends operators still equipped with Power Transfer Units 4101002-9 series 6 or 7, or with Power Transfer Units -11 series 2 or 3 to
perform Triumph Actuation Systems SB 4101002-29-00038 on worn units. Indeed, reliability improvements (leakage reduction) were noted on
upgraded Power Transfer Units In Service.
Note:
- SB applicable to PTU -9 series 6 & 7 OR PTU -9 serie 5 with SB 4101002-29-00037 concurrent requirement
- SB applicable to PTU -11 series 2 & 3 OR PTU -11 serie 1 with SB 4101002-29-00037 concurrent requirement
- this economic assessment has been considered on attrition.
Page 78
RECO-SA-29-07

1) Reduction of the number of Operational Interruptions linked to the Power Transfer Unit hydraulic leaks
2) Improvement of PTU reliability (higher MTBUR and MTBF) and so reduction of associated maintenance costs
VSB 4101002-29-00038

Fleet size: 16 A/C

Repair costs: N/A
Test cost: N/A
Labour on-A/C: None (on attrition)

Labour off-A/C: None (on attrition)
Number of kits: No kit
Kit price: 10000 $
Page 79
RECO-SA-29-07

Page 80
MTBUR increase: 65%
Weight impact: +0.154 kg
RECO-SA-32-01


Engine: ALL
ATA 4D: 3242
System: Automatic brake selector valve
Impact:
Affected P/N: A25461-10#, D2907017021200

Background:
Some operators have experienced cases of hydraulic leak from a connection piece (port E) of the automatic brake selector valve (FIN 2576GM). In
fact, such leak are caused by difficulties during assembly and maintenance of this valve, leading to possible damage of the union. Such leaks are
generally found on ground during aircraft check, leading to long delays or cancellations, but can also occur in flight with potential loss of the yellow
hydraulic system and IFTB / Diversions.
This issue affects 790 < MSN < 1900 as:
- aircraft with MSN < 790 (pre mod 26409) were equipped with a different type of system
- automatic brake selector valve was suppressed on MSN > 1900
SB 29-1102 replaces the hydraulic connection (port E) of the automatic brake selector valve by a new unit with an enlarged hexagon, in order to
facilitate assembly and maintenance. This modification has already been embodied on more than 700 aircraft with good feedback.
Note that a 15% discount (taken into account in presented cost/benefit analysis) is offered by Airbus on kit price until end of 2012
Page 81
RECO-SA-32-01

1) Facilitation of the assembly and maintenance of the parking brake selector valve
2) Reduction of the number of Operational Interruptions events due to hydraulic leaks at parking brake selector valve level and so reduction of
associated maintenance costs
3) Reduction of the probability to loose the yellow hydraulic system and so reduction of associated costs (aircraft cleaning, filling of the hydraulic
system with new fluid, EDP replacement if the operational check of the pump has failed)
SB 29-1102

Fleet size: 20 A/C
Spare price: N/A

Repair costs: N/A
Test cost: N/A

Page 82
RECO-SA-32-01

Page 83
MTBUR increase: N/A
Weight impact: 0 kg
RECO-SA-32-02


Engine: ALL
ATA 4D: 3231
System: MLG door actuator hose
Affected P/N: AE2463921G0097

Supplier: EATON
Impact:
Background:
Some operators have reported cases of hydraulic leakage of the Green Hydraulic System due to the rupture of the Main Landing Gear (MLG) door
actuator hoses post mod. 32954 standard. These hoses were introduced in service via Airbus SB 32-1260. This issue has significant operational
impact in terms of delays and cancellations; a few cases of in-flight turn back have also been reported following the loss of the Green Hydraulic
System during flight. Investigations have revealed that the leakage of the MLG hoses is caused by a fatigue fracture of the metallic hose braid which
in turn leads to damage of the hose's Teflon tube. It has been observed from in-service experience that leakage may occur starting at 6000 FC,
and with an average for the reported events of 8500 FC.
Airbus recommends operators still equipped with MLG Hose configuration post. mod 32954 or having embodied Airbus SB 32-1260 to perform a
preventive replacement of the hoses FIN 2765GM, 2766GM, 2767GM, 2768GM GM at 6000 FC. This preventive maintenance strategy requires a
relatively low investment, both in terms of labour and material costs, and has already been applied by several operators with good results.
Alternatively operators may choose to embody SB 32-1371 which introduces an improved MLG door actuator hose installation with increased fatigue
resistance.
Page 84
RECO-SA-32-02

1) Reduction of the number of Operational Interruptions caused by MLG door actuator hoses hydraulic leakage
2) Reduction of the probability of the Green Hydraulic System Loss and associated costs of restoration
3) Savings estimated at around 55% in terms of MLG door actuator hoses and associated global costs.
Unscheduled Maintenance, Operational Interruptions and Green Hydraulic System loss.
SB 32-1371, TFU 32.31.35.003

Fleet size: 20 A/C
Spare price: 90 $
Repair costs: N/A
Test cost: N/A

Number of kits: 4 hoses per A/C
Kit price: 90 $ per hose
Page 85
RECO-SA-32-02

Page 86
Weight impact: 0 kg
RECO-SA-32-03
Last update: 20 May 2011


Engine: ALL
ATA 4D: 3211
System: Landing Gear
Impact:
Affected P/N: 201042010, 201042011,

201042029, 201042030, 201042091,
201042092, 201042093, 201042094,
201655144, 201655145, 201655146,
201655147, 201655181, 201655183,
201655184
Supplier: Messier-Dowty
Background:
Some operators have reported several swivel joint ruptures, due to stress corrosion, of the lock stay actuator-hoses on the Main Landing Gear
(MLG). It may lead to the loss of the green hydraulic system.
The EATON hoses have a swivel joint manufactured from 440C stainless steel. This material has been identified as having a low resistance to stress
corrosion.
Airbus recommends the emodiment of the SB A320-32-1364 and VSB 200-32-300 for A318, A319 and A320 aircrafts and VSB 201-32-52 for A321
aircrafts.
It introduces a new flexible hose to help prevent the loss of the green hydraulic system.
Page 87
RECO-SA-32-03

The new flexible hose from Parker/Stratoflex is manufactured from 15-5PH stainless steel that has a superior resistance to stress corrosion than the
EATON flexible hose.
Accomplishment of this Service Bulletin will increase the resistance of the swivel joint to stress corrosion and thus reduce the risk of rupture of the
swivel joint and subsequent green hydraulic system loss.
SB 32-1364, VSB 200-32-300, VSB 201-32-52
A318_A319_A320_A321 AMM 20-21-12, AMM 32-11-22

Fleet size: 20 A/C
Spare price: 1477 $

Repair costs: N/C
Test cost: N/A

Page 88
RECO-SA-32-03

Page 89
Weight impact: 0 kg
RECO-SA-33-01


Engine: ALL
ATA 4D: 3341
System: Exterior lights
Impact:
Affected P/N: 528-20, 528-30, 528-70, 528-80

Supplier: Honeywell
Background:
Introduction of new LED technology.
In order to achieve a significant lifetime improvement, it was decided to introduce the new Light Emitting Diode (LED) technology for the wingtip
Navigation (NAV) lights on A320 aircraft instead of halogen filament lamps.
The new LED lights are compatible with A/C fitted with any of the dual or single nav light system.
Page 90
RECO-SA-33-01

1) This modification improves reliability and performances from 500 Operating Hours to 20,000 OH (Honeywell specification data), reduces the
weight, electrical consumption and operators maintenance costs without any changes to the way the navigation lights are operating.
2) The new LED navigation light includes the Near End Of Life (NEOL) indication function (flashing blue LED) that indicates that the LED light
module is within the last 950 OH of its useful life ending.
Note that instead of MTBUR reliability figure, the service life is considered in this particular case for the economic assessment (pre-mod of 500 OH
to 20 000 OH post-mod).
SB 33-1062

Fleet size: 20 A/C
Spare price: 4560 $

Repair costs: N/C
Test cost: N/C

Page 91
RECO-SA-33-01

Page 92
MTBUR increase: N/A
Weight impact: -0.366 kg
RECO-SA-33-02
Recent solution: Sealing of drain hole to prevent liquid

contamination

Applicability msn: MSN > 475
Engine: ALL
ATA 4D: 3340
System: RTO Lights
Impact:
Affected P/N: 4236534, 8000281Y00,

8000306Y00
Supplier: TELEFLEX INC
Background:
Some operator have reported, especially during cold weather operations, damage on the transformer and the connector pins of the equipment. It is
due to liquid ingress into the runway turn off light.
Airbus recommends operators equipped with Zodiac Runway Turnoff lights to perform the sealing of drain hole to prevent liquid contamination.
Note: this economic assessment has been considered on a retrofit basis.
Page 93
RECO-SA-33-02

contamination
The accomplishment of this Service Bulletin will reduce the number of Operational Interruptions linked to the Runway Turnoff lights contamination.
VSB 4236534-33-003, VSB 8000281-33-002, VSB 8000306-33-002, SIL 33-049, SIL 33-030

Fleet size: 16 A/C
Spare price: 945 $

Repair costs: N/A
Test cost: N/A

Number of kits: 6 seals per A/C
Kit price: 240 $ per A/C
Page 94
RECO-SA-33-02

contamination
Page 95
MTBUR increase: 60%
Weight impact: N/A
RECO-SA-34-01


Applicability msn: MSN having embodied SB
34-1350 or 34-1332
Impact:
Operations
Engine: ALL
ATA 4D: 3414
System: ADIRU
Affected P/N: HG2030A#, 465020-0303031#

Supplier: Airbus SAS
Background:
This SB has been issued further to an operator's request. Some In Service Operational events have been reported to Airbus (delays mostly and a
few cancellations).
Technical data from the fleet In Service shows that the optional alignement improvement function on ADIRUs able to be fitted with is extremely
efficient.
Airbus recommends to perform SB 34-1346 which proposes to activate the ADIRU optional improved alignment function on ADIRUs able to receive
the kit with no extra costs.
This modification has been introduced in production (> MSN 2277) with a proven operational reliability performance. In Service Aircraft performing
this SB will as a consequence reach MOD33240 performance.
Note: This economic assessment considers Retrofit policy and SB 34-1350 or 34-1332 already implemented.
Page 96
RECO-SA-34-01

Accomplishment of this Service Bulletin will introduce:
1) Shortened alignment time
2) Automatic position initialization
3) Pilot manual initialization checked automatically by the GPS (avoiding erroneous position risk)
4) In Service operational Reliability performance improvement
SB 34-1346

Fleet size: 16 A/C
Spare price: N/A

Repair costs: N/A
Test cost: N/A

Kit price: 227 $ per kit
Page 97
RECO-SA-34-01

Page 98
MTBUR increase: N/A
Weight impact: N/A
RECO-SA-36-01


Engine: ALL
ATA 4D: 3611 & 3622 & 2152
System: Seals for Bleed Air System
Impact:
Affected P/N: 600#, 630#, 460DC#,

9093A000#, NSA8206#, ABS0737-72,
ABS06#, NSA0854-72#
Supplier: LIEBHERR AEROSPACE GMBH
Background:
Some operators have reported cases of air leak with the following ECAM warnings:
- AIR R (L) WING LEAK
- AIR ENG 1 (2) BLEED LEAK
- AIR APU BLEED LEAK
leading to long (as trouble-shooting is known to be complex) delays, cancellations and even few in-flight interruptions.
Experience has shown that the seals made of silicon could lose their sealing qualities after some time in service, which could explain air leakages in
various areas of the aircraft (e.g. pipe between ACM and heat exchanger, pipe in the pylon, pipe in the leading edge...).
SB 21-1165 (for several ATA 21/36 sub-systems), 21-1153 (for pack system), 36-1043 (for bleed system except wing area) and 36-1050 (for wing
area of the bleed system) allow to replace silicon seals by PTFE seals (PN ABS1040; ABS5800), which have no life limit. These modifications has
been introduced in production. Note that, as the number of man-hours to change the seal is relatively important (around 100 Man-Hours per aircraft
for the four SB), it is recommended to embody these modifications at next MPD opportunity (Tasks 215200-07-1 & 361100-05-1 to replace seals).
Present analysis considers this embodiment assumption.
Note: Airbus recommends also operators to consult SIL 36-036 revision 8 which provides a synthesis about recommended bleed duct seals and
target replacement locations.
Page 99
RECO-SA-36-01

Accomplishment of those Service Bulletins will lead to:
1) Reduction of the risk of air leakage, thanks to better reliability of the seals
2) Cancellation (as PTFE seals have no life-limit) of MPD tasks 215200-07-1, 361100-05-1 (and leak checks 361100-06-1, 361100-07-1)
corresponding to the removal and replacement of seals for air conditioning and bleed air systems and thus maintenance cost savings
TFU 36.22.00.009, SB 21-1153, VSB 1802A-21-03, SB 21-1165, SB 36-1043, SB 36-1050, SIL 21-039, SIL 36-036, SIL 36-047
A318_A319_A320_A321 TSM 36-22-00-810-8XX, MPD 21-52-00-07, MPD 36-11-00-05-1, MPD 36-11-00-06-1, MPD 36-11-00-07-1

Fleet size: 16 A/C
Spare price: N/A

Repair costs: N/A
Test cost: N/A
Labour on-A/C: 35 MH per A/C (kit

361050B02R00; rest on attrition)
Number of kits: 1 global Kit per A/C
Kit price: 1370 $ (kit 361050B02R00; rest on
attrition)
Page 100
RECO-SA-36-01

Page 101
MTBUR increase: N/A
Weight impact: +0.29 kg
RECO-SA-52-01


Engine: ALL
ATA 4D: 5230
System: Cargo Door Proximity Sensor
Impact:
Affected P/N: 8-484-01

Supplier: CRANE AEROSPACE & ELECTRONICS
Background:
Several cases of in-flight cargo door warnings have been reported to Airbus. Most of these events led to operational interruption such as aborted
take-off or in-flight turn back. The warnings affect both forward and aft cargo doors.
The purpose of this SIL is to inform A319/A320/A321 operators about the possible identified causes for a cargo door warning and provide further
recommendations regarding trouble-shooting and preventive actions. Of all the recommendations given, the most intresting from an economics
perspective is an upgrade of the cargo door proximity switches (Aft and forward proximity switches: 28WV (34WV) / 30WV (32WV)). Therefore, in
the frame of this WISE Main Adopted Solution and Tips, only this part of the SIL has been put forward for promotion.
Page 102
RECO-SA-52-01

A strong reduction of the number of operational interruptions is the main benefit. The increase in MTBUR is also good although it's influence on
economics is limited (because of an already good MTBUR).
SIL 52-055

Fleet size: 20 A/C
Spare price: 1210 $

Repair costs: N/A
Test cost: N/A

Page 103
RECO-SA-52-01

Page 104
Weight impact: 0 kg
RECO-SA-52-02


Impact:
Engine: ALL
ATA 4D: 5251
System: Pessanger Compartment Fixed
Interiior Doors
Affected P/N: AR4709-10, AR4709-103,

AR4709-301, AR4709-303, AR4709-11
Supplier: ADAMS RITE AEROSPACE INC
Background:
The electrical strikes with thermal protection based on Polymer Positive Temperature Coefficient (PPTC) for the electrical cockpit door locking
system require updating to maintain reliability.
Update the software of the respective Cockpit Door Locking Control Unit (CDLCU). FIN 24MQ (SB CONF2) and FIN 28MQ if a 2nd back-up unit is
installed (SB CONF1).
Note: This economic assessment considers Retrofit policy.
Page 105
RECO-SA-52-02

The accomplishment of this Service Bulletin will reduce malfunctions and improve the reliability of the electrical cockpit door release system.
SB 52-1146, VSB AR4709-25-06, TFU 52.51.00.003

Fleet size: 16 A/C
Spare price: 5500 $

Repair costs: N/A
Test cost: N/A

Labour off-A/C: 5.75 MH per A/C
Page 106
RECO-SA-52-02

Page 107
Weight impact: N/A
RECO-SA-54-01
Last update: 19 Apr 2014


Engine: IAE-V2500
ATA 4D: 5400
System: AFT Pylon Fairing
Impact:
Affected P/N: D5453030000000,

D5453030000100, D5453030000400,
D5453030000600
Supplier: AIRBUS
Background:
Damaged surface protection and corrosion have been reported on the V2500 engine pylon aft fixed fairing skin panels.
In the case of extensive corrosion, the replacement of the panel or the installation of a doubler may be required. This Service Bulletin details
instructions to install deflectors Inconel 625 on the aft lower fairing in order to deviate the engine exhaust gas. Accomplishment of this Service
Bulletin will prevent chemical degradation of the paint scheme and further corrosion.
Page 108
RECO-SA-54-01

1) Outboard aft fixed fairing panels are no longer corroded.
2) Inboard aft fixed fairing panels meet 90% of improvement regarding corrosion issue. An optional cleaning procedure at A-check could help in
removing residual exhaust gaz deposit.
3) Scheduled Maintenance workload at C-check will decrease (200 man hours per A/C - estimation confirmed In-Service). Please note that a panel
replacement is allowed only once within the aircraft life. As a consequence, if a new V2500 engine pylon aft fixed fairing skin panel needs to be
replaced, it would be at great costs.
SB 54-1020, SB IT 11-0004

Fleet size: 16 A/C
Spare price: N/A

Repair costs: N/A
Test cost: N/A

Other investment: N/A
Page 109
RECO-SA-54-01

Page 110
MTBUR increase: N/A
Weight impact: 0,722 kg
RECO-SA-56-01


Engine: ALL
ATA 4D: 5610
System: Cockpit window
Affected P/N: All cockpit window

Supplier: SAINT GOBAIN SULLY or PPG
INDUSTRIES INC or GKN ATS
Impact:
Background:
Cockpit window event/issue can have an impact on aircraft dispatch reliability.
There is no hard life limit for cockpit window installed on an aircraft. Nevertheless, Airbus would like to highlight that a cockpit window has to be
replaced several times during the life of an aircraft. A damage on a cockpit window leading to a replacement can have many different origin: FOD
(Foreign Object Damage), ageing, manufacturing defect, moisture ingress, delamination, overheating, electrical trouble, etc.
One of the origins of the in-service issues can be linked with the non-respect of the scheduled maintenance. Airbus scheduled maintenance
recommendations are reminded in SIL 56-022:
- SIL 56-017: List of the scheduled maintenance given in the MPD.
- AMM 56-10: Allowable damage limitations.
- AMM 56-11: Distinction between heating film cracking/middle ply cracking/ outer ply cracking.
- Vendor CMM: Weather seal condition.
Present analysis determines the benefits of performing recommended maintenance against not performing this maintenance.
Page 111
RECO-SA-56-01

Applying the recommended scheduled maintenance helps limiting the operational impact of cockpit window issue.
SIL 56-022
A318_A319_A320_A321 AMM 56-10, MPD 561000-01-1, MPD 561000-02-1, MPD 561200-01-1
FOT SE 999.0044/11

Fleet size: 16 A/C
Spare price: N/A

Repair costs: N/A
Test cost: N/A
Labour on-A/C: 0.3 MH every 3Mo, 0.3 MH

every 20Mo, 0.1 MH every 48Mo
Number of kits: None
Kit price: None
Page 112
RECO-SA-56-01

Page 113
MTBUR increase: N/A
Weight impact: N/A
RECO-SA-70-01


Engine: CFM56-5B
ATA 4D: 7000
System: Standard practice - Engine
Impact:
Maintenance economics
Affected P/N: C10GT3-12

Supplier: ROHR INC Aerostructures
Background:
During check, hydraulic lines clamps failure might be detected.
The Service Bulletin (SB 70-1001) recommends replacing the 9 oclock "P" clamp (PN C10GT3-12) by 9 oclock "saddle" clamp (PN NAS1716C12K).
This new clamp requests a modification of the channel bracket to include an additional hole (9 oclock: fan zone, left side).
The SB is applicable to CFM56-5B A318/A319/A320/A321 Engine Build-Up Units (EBU) prior to S/N 9921001 (except EBU serial numbers 9915001,
9916001 and 9916002). It corresponds to MSN rank between 0434 and 4006.
The economical analysis corresponds to the cost of the SB application and to the removal of the 9 o'clock "P" clamp replacement task during check.
Page 114
RECO-SA-70-01

No more replacement of the 9 o'clock "P" clamp during check.
SB 70-1001, VSB RA32029-14

Fleet size: 20 A/C
Spare price: 21 $
Repair costs: N/A
Test cost: N/A

Page 115
RECO-SA-70-01

Page 116
MTBUR increase: N/A
Weight impact: 0 kg
RECO-SA-75-01


Impact:
Engine: CFM56-5B
ATA 4D: 7521
System: ENGINE AIR - HPT Air Clearance
Control Valve
Affected P/N: 329695-4

Supplier: CFM INTL
Background:
Large overboard fuel leakage has been reported from HPTACC valves having accumulated between 3000 and 5000 hours. The primary and
secondary seals from HPTACC valves on the actuator rod wear out, permiting the leakage into the overboard drain.
CFM recommends to introduce the new improved HPTACC valve P/N 329695-5 when the old one is routed for repair.
Note: this economic assessment has been considered on attrition basis.
Page 117
RECO-SA-75-01

The PTFE slipper seal has fillers that increase resistance to wear.The entire seal is made larger to reduce the impact of tolerances on groove fill and
load. The thicker seal provides for more wear capability.
VSB 75-0041

Fleet size: 16 A/C
Spare price: 8689 $

Repair costs: N/A
Test cost: N/A
Labour on-A/C: 0 MH on AC
Labour off-A/C: 8 MH per AC
Number of kits: 2 seals per VLV
Kit price: Free of charge
Page 118
RECO-SA-75-01

Page 119
MTBUR increase: 50%
Weight impact: N/A
Airbus S.A.S. All rights reserved. Confidential and proprietary document. This document and all information contained herein is the sole property of AIRBUS. No intellectual property rights are granted by the delivery of this document or the disclosure of
its content. This document shall not be reproduced or disclosed to a third party without the express written consent of AIRBUS S.A.S. This document and its content shall not be used for any purpose other than that for which it is supplied. The statements
made herein do not constitute an offer. They are based on the mentioned assumptions and are expressed in good faith. Where the supporting grounds for these statements are not shown, AIRBUS S.A.S. will be pleased to explain the basis thereof.
AIRBUS, its logo, A300, A310, A318, A319, A320, A321, A330, A340, A350, A380, A400M are registered trademarks.
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July 2014

WISE Main Adopted Solutions and Tips

Last update: 27 Feb 2009

AEVC upgrade to standard V06 amendment E

Program: A320 Family

Economic interest: Payback period < 2y

Affected P/N: 87292325-04, 87292325-05,

Last update: 27 Feb 2009

AEVC upgrade to standard V06 amendment E

Maintenance economics assumptions:

Investment for recommendation:

Economic conditions: 2008

Spare price: 12570 $

Labour on-A/C: 2.5 MH per A/C

AEVC upgrade to standard V06 amendment E

MTBUR increase: 20%

Last update: 27 Feb 2009

Last update: 08 Jul 2012

FCV 1303 reliability improvement

Program: A320 Family

Economic interest: 2y < Payback period < 4y

Affected P/N: 1303A0000-02 Amdt B,

Last update: 08 Jul 2012

FCV 1303 reliability improvement

Maintenance economics assumptions:

Investment for recommendation:

Economic conditions: 2012

Spare price: 24409 $

Labour on-A/C: None (on attrition)

FCV 1303 reliability improvement

MTBUR increase: 40%

Last update: 08 Jul 2012

Last update: 15 Feb 2010

Outflow valve reliability improvement

Program: A320 Family

Economic interest: 4y < Payback period < 5y

Affected P/N: 20790-01AA, 20790-02AB

Last update: 15 Feb 2010

Outflow valve reliability improvement

Maintenance economics assumptions:

Investment for recommendation:

Economic conditions: 2010

Spare price: 73880 $

Labour on-A/C: 7.5 MH per A/C

Outflow valve reliability improvement

MTBUR increase: 100%

Last update: 15 Feb 2010

Last update: 22 Feb 2013

Skin Air Inlet Valve Overhaul

Program: A320 Family

Affected P/N: VFT210A2, VFT210A2 Amdt A,

Last update: 22 Feb 2013

Skin Air Inlet Valve Overhaul

Maintenance economics assumptions:

Investment for recommendation:

Economic conditions: 2013

Spare price: 14466 $

Labour on-A/C: 1 MH per A/C

Skin Air Inlet Valve Overhaul

MTBUR increase: 300%

Weight impact: N/A

Last update: 22 Feb 2013

Last update: 22 Feb 2013

Skin Air Outlet Valve Overhaul