EASB - Eurocopter

EASB
EMERGENCY
ALERT SERVICE BULLETIN
SUBJECT: LIMITATIONS - MAIN GEARBOX
For the attention of
Monitoring of the bevel gear P/N 332A32-5101-00/05/10/15
ATA: 63
AIRCRAFT
CONCERNED
NUMBER
Civil
Version(s)
Military
AS332 01.00.82 C, C1, L, L1, L2 B, B1, F1, M, M1
Summary:
AS532 01.00.47 AC, AL, SC, UC, UE, UL, A2, U2
EC225 04A009 LP
EC725 04A008 AP
Revision No. Date of issue
Revision 0 2012-06-27
Revision 1 2012-10-24
Revision 2 2012-11-21
Following a second case of failure of the bevel gear of the Main Gearbox installed on an EC225 helicopter and as a
result of the preliminary investigations carried out following this second event, this ALERT SERVICE BULLETIN
defines the new flight conditions for helicopters of the Super Puma family.
Reason for last revision:
The purpose of Revision 2 of this ALERT SERVICE BULLETIN is to define the new flight conditions for AS332,
AS532, EC225 and EC725 helicopters regardless of the overflown areas.
Compliance:
EUROCOPTER renders compliance with this ALERT SERVICE BULLETIN mandatory.
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1. PLANNING INFORMATION
1.A. EFFECTIVITY
1.A.1. Helicopters/installed equipment
Helicopters equipped with a Main Gearbox (MGB) fitted with a bevel gear with part number 332A32-5101-00,
332A32-5101-05, 332A32-5101-10 or 332A32-5101-15, Regardless of the overflown areas.
1.A.2. Non-installed equipment
Not applicable.
1.B. ASSOCIATED REQUIREMENTS
Not applicable.
1.C. REASON
NOTE 1
Refer to the Log Cards to identify the actual configuration of
the helicopter.
EASB
Revision 0:
Following the ditching of an EC225 helicopter in the North Sea, failure of the bevel gear of the MGB was
found during the investigations carried out under the authority of the AAIB with the co-operation of BEA,
EASA and EUROCOPTER.
The analyses launched in the EUROCOPTER Design Office and Laboratory on the part showed that the
failure was due the growth of a fatigue crack in the vertical shaft part.
Failure of this part leads to the total loss of MGB lubrication pressure without affecting the power
transmission to the Main Rotor. EUROCOPTER reminded through SIN No. 2450-S-00 that compliance with
the emergency procedures defined in the Flight Manual ensured safety.
The download of the vibration data delivered by the Vibration Health Monitoring system (VHM) showed a
rising trend in certain indicators during the last few flights. The technical analysis performed by
EUROCOPTER has shown the relationship between this rising trend of the vibrations and the growth of the
fatigue crack.
In order to minimize the risk of having to perform an emergency ditching, in accordance with the Flight
Manual procedures, the EASA has issued Airworthiness Directive No. 2012-0107 for the EC225 fleet. This
Airworthiness Directive limits offshore flights to certain operational conditions unless mandatory analysis of
the VHM indicators is performed every 4 flying hours.
The analyses performed since the incident on the bevel gear revealed a number of parts that may be
affected by the phenomenon causing the crack and that these parts could be installed on any SUPER PUMA
family helicopter type.
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EASB
EUROCOPTER is currently working on the definition of retrofit measures for the parts in service, which will
enable to cancel the limitations defined in this ALERT SERVICE BULLETIN.
As of now, the parts which are currently being produced are reworked and have a serial number greater than
or equal to M5000.
Pending the retrofit measures and in order to minimize the risk of being obliged to perform an emergency
ditching in case of a rough sea, EUROCOPTER renders compliance with the limitations of offshore flights
defined in this ALERT SERVICE BULLETIN, mandatory.
Revision 1:
Following the ditching of an EC225 helicopter in the North Sea on October 22, 2012, - the inquiry is currently
being conducted under AAIB-supervision with the cooperation of the BEA, the EASA and EUROCOPTER, -
the failure of the MGB bevel gear has been identified. The serial number (S/N) of this part was not concerned
by the Revision 0 of the present ALERT SERVICE BULLETIN
Pending the analyses whose goal was to identify the reason for the failure of this component,
EUROCOPTER made compliance with the limitations for offshore flights, defined in this ALERT SERVICE
BULLETIN, mandatory for all serial numbers (S/Nos.) of bevel gear vertical shafts including those with serial
numbers equal to or above M5000.
According to the results of the investigations which will be conducted on the MGB bevel gear which was
involved in the incident that occurred on October 22, 2012, the components with serial numbers equal to or
above M5000 may no longer be concerned by the instructions of this ALERT SERVICE BULLETIN.
EUROCOPTER will keep you informed of the progress of the investigations.
Revision 1 of this ALERT SERVICE BULLETIN affected compliance with Revision 0.
Revision 2:
EUROCOPTER currently adopts all means available to identify the root cause of the failure of the bevel gear.
The crack in the second case is not initiated from the hole of the welded area, introducing new assumptions
for the failure cause. Various tests in flight, on the ground and in the Laboratory have been launched to
confirm the assumptions made on the complete failure scenario.
Pending the results and in order to increase the flight safety of the Super Puma fleet, EUROCOPTER
introduces the following complementary measures:
- Modification of the Flight Manual procedure, for all EC225 and EC725 helicopters, in case of bevel gear
failure.
In case of bevel gear failure, the top part of the bevel gear continues transmitting the power to the main
rotor, but all the meshing loads are transferred to the upper bearing.
Following the investigations conducted on the 2 bevel gears, it was found that this bearing and the meshing
part of the bevel gear were in good condition after having operated during
almost 10 minutes after failure. Supported by the calculations performed, EUROCOPTER is therefore
confident that in similar cases, the 30 flying minutes permitted by the Flight Manual after activation of the
emergency lubrication can be performed without worsening of the scenario.
Nevertheless, EUROCOPTER will launch tests to demonstrate the latter. Pending the results of these tests,
a new procedure requiring immediate landing is defined for this specific case.
- Specifically for EC225 / EC725 performing operations which do not enable an emergency landing on the
ground within 10 minutes at Vy:
- Reduction by 15% of the Maximum Continuous Power (MCP) during level flights, in order to:
o significantly increase the propagation time of a crack
o increase the safety coefficients in order to ensure safety by analyzing the VHM data every 3 flying
hours.
- Reduction to 0.20 “g rms” max. of the red threshold of the M’ARMS MOD-45 indicator and deletion of the
amber threshold.
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EASB
- Restriction prohibiting operations which do not enable an emergency landing on the ground
within 10 minutes at Vy, for AS332 and AS532 helicopters, regardless of whether or not they are equipped
with a VHM system, and for EC225 and EC725 helicopters not equipped with a M’ARMS system, except if
a specific Non-Destructive Test (NDT) by Eddy current has been performed on the component, in the area
of the weld.
Indeed, EUROCOPTER has launched calculations to define the maximum values on the red thresholds of
the EuroArms and EuroHums indicators of AS332/AS532 helicopters, which are equivalent to the MOD-45
indicator of the M’ARMS system of the EC225/EC725 helicopters.
Pending the results, EUROCOPTER prohibits flights over these areas, except if a Non-Destructive Test
(NDT) by Eddy current is performed previously.
Revision 2 of this ALERT SERVICE BULLETIN affects compliance with Revision 1.
1.D. DESCRIPTION
This ALERT SERVICE BULLETIN defines the limitations of offshore flights of helicopters that are part of the
SUPER PUMA family:
- either by limiting the operational conditions,
- or by monitoring the bevel gear through the Vibration Health Monitoring system (VHM).
- or by checking the welded area condition by Eddy current check if necessary.
Revision 1:
- To extend effectivity to all serial numbers (S/N) of bevel gears with part numbers 332A32-5101-
00/05/10/15.
- To reduce the VHM data downloading interval.
- To prohibit flights over water for aircraft without operational VHM system.
Revision 2:
The purpose of Revision 2 of this ALERT SERVICE BULLETIN is to define the new flight conditions for
AS332, AS532, EC225 and EC725 helicopters regardless of the overflown areas.
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1.E. COMPLIANCE
1.E.1. Compliance at the works
Not applicable.
1.E.2. Compliance in service
The work on the helicopter is to be performed by the operator.
Helicopters/installed equipment:
a) For all EC225/EC725 helicopters regardless of the overflown area:
- Insert the additional pages given in the APPENDIX 1 & 2 in the Flight Manual.
- Appendix 1 : « MGB pressure and temperature alarms »
. This appendix must replace the Flight Manual page
- Appendix 2 : « Failure of the vertical shaft driving the two MGB lubrication pumps»
. This appendix must be added to the Flight Manual
In case of simultaneous illumination of:
- Main Pressure system caution (MP),
- Stand-By Pressure system caution (S/B.P),
- Main GearBox Low Pressure alarm (MGB.P).
Followed almost immediately by illumination of the CHIP indicator light:
- Activate the emergency lubrication system (EMLUB).
- Land immediately.
EASB
b) For EC225 and EC725 helicopters equipped with a serviceable Vibration Health Monitoring system
(VHM) developed by EUROCOPTER (M’ARMS) and performing operations which do not enable an
emergency landing on the ground within 10 minutes at Vy:
On receipt of Revision 2 of this ALERT SERVICE BULLETIN, issued on the date indicated at the bottom
of the page:
1)
- Delete the amber threshold of indicator MOD-45 by hand (if you need assistance, contact the HUMS
support to make the deletion easier).
- Adjust manually the max value of the red threshold of indicator MOD-45, in accordance with the
values defined in Service Bulletin No. 45-001, by taking 0.2 “g rms” into account as the maximum
value instead of 0.4 “g rms”.
- Download the VHM data to check the indicators specified in the table below, before the next flight.
- Review the last 20 flight hours MOD-45 indicator recordings and check that the acquisition rate is at
least on average 1 point per hour. If not or should you have any doubt, contact the EUROCOPTER
Hums support, before resuming flights, for quality check of MOD-45 recordings. Depending on the
results of this quality check, EUROCOPTER could mandate an additional maintenance check flight
or an Eddy current inspection of the bevel gear, in the area of the weld, to make sure that there is no
crack.
- Reduce the Maximum Continuous Power (MCP) by 15% during level flights with a speed above 60
kts (IAS ≥ 60 kts) as per paragraph 3.B.1.
. Install a placard “Maximum continuous torque limited to 70% during level flights at IAS≥ 60 kts” in
the full view of the pilots.
Then,
- Download the VHM data to check the indicators specified in the table below at intervals not
exceeding 3 flying hours.
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VHM system Data to be analyzed
M’ARMS
- Analyze indicator MOD-45.
IN CASE THE RED THRESHOLD IS EXCEEDED OR AN ALARM
IS GENERATED, CONTACT THE EUROCOPTER HUMS
SUPPORT BEFORE THE NEXT FLIGHT
- Contact the HUMS Technical Support Department:
Tel: +33 (0)4.42.85.99.25
Fax: + 33 (0)4.42.85.99.66.
WebHUMS Application: https://keycopter.eurocopter.com
- Calculate remaining flight time
If the last acquisition was recorded within the last 30 minutes
of the last flight, the duration of the next flight can be as
defined above: duration of 3 hours maximum.
If the last acquisition was recorded between 30 minutes and 2
flying hours ago, the flight duration since last acquisition must
be deducted from the 3 hours authorized.
If the last acquisition was recorded between 2 and 3 flying
hours ago, perform a maintenance check flight of 40 minutes,
in the above-mentioned acquisition condition.
This maintenance check flight will be performed without
passenger and over an area where an emergency landing on
the ground within 10 minutes at Vy is possible.
After the maintenance check flight, if no acquisition of
vibration has been recorded, contact the EUROCOPTER HUMS
support.
If the last acquisition was recorded more than 3 flying hours
ago, perform an eddy current inspection of the component, in
the area of the weld, to make sure that there is no crack
(according to paragraph 3.B.2), before the next flight.
- Check alerts on the other indicators related to the main bevel gear
area.
CAUTION
IN ORDER TO OBTAIN THE RECORDINGS REQUIRED FOR THE
MONITORING OF MOD-45 OF THE COMPONENT “Bevel Shaft &
Wheel”, THE ACQUISITION CONDITIONS REQUIRED BY THE M’ARMS
MUST BE MET:
- at Tq ≥ 60%.
- at IAS ≥ 60 kt.
EASB
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EASB
2) If you need to perform a flight of more than 3 flying hours and less than 10 flying hours, between 2
VHM data downloading operations, perform an Eddy current check of the component before flight,
to make sure that there is no crack in the area of the weld according to paragraph 3.B.2.
CAUTION
ONLY LEVEL II AND LEVEL III OPERATORS CERTIFIED IN THE EDDY
CURRENT DETECTION METHOD IN THE AERONAUTICS SECTOR
ACCORDING TO THE EN4179 OR NAS410 STANDARD ARE
AUTHORIZED TO CARRY OUT THE INSPECTION.
MOREOVER, EACH OPERATOR HAS TO ATTEND AN ADDITIONAL
TRAINING PERFORMED UNDER EUROCOPTER RESPONSIBILITY.
THIS TRAINING WILL INCLUDE PRACTICING ON DEFECTS
GENERATED ON REAL VERTICAL SHAFT AND ON REPRESENTATIVE
COUPONS.
NOTE 2
AS THIS SPECIFIC EDDY CURRENT PROCEDURE HAS
BEEN VALIDATED BY THE EC QUALITY LABORATORY
TO DETECT POSSIBLE CRACKS IN THIS PARTICULAR
AREA, IT IS POSSIBLE TO USE THIS METHOD AS AN
ADDITIONAL SAFETY BARRIER.
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EASB
c) For:
- EC225 / EC725 helicopters not equipped with a Vibration Health Monitoring system (VHM)
developed by EUROCOPTER (M’ARMS) and
- AS332 / AS532 helicopters, regardless of whether or not they are equipped with a EUROCOPTER
VHM system
On receipt of Revision 2 of this Emergency ALERT SERVICE BULLETIN, issued on the date indicated
at the bottom of the page, comply with the instructions below.
- It is prohibited to perform operations which do not enable an emergency landing on the ground
within 10 minutes at Vy, unless an Eddy current inspection of the bevel gear is performed.
- Remove, if installed before, all previous placards defined in Revision 0 and Revision 1 of this ALERT
SERVICE BULLETIN.
- Install placard " OPERATIONS WHICH DO NOT ENABLE EMERGENCY LANDING ON THE
GROUND WITHIN 10 MINUTES AT Vy ARE PROHIBITED "
. The placard will be locally manufactured in accordance with the indications of Figure 1.
In case it is necessary to perform flights over such areas:
- Before the next flight, perform an Eddy current check of the component, in the area of the weld, to
make sure that there is no crack according to paragraph 3.B.2.
- Flights are limited to 10 flying hours maximum since the last Eddy current check.
- Remove during this period the placard " OPERATIONS WHICH DO NOT ENABLE EMERGENCY
LANDING ON THE GROUND WITHIN 10 MINUTES AT Vy ARE PROHIBITED "
- For EC225/EC725 helicopters only,
. Reduce the Maximum Continuous Power (MCP) by 15% during level flights with a speed above 60 kts
(IAS ≥ 60 kts) as per paragraph 3.B.1,.
. Install the placard by the following one “Maximum continuous torque limited to 70% during level
flights at IAS≥ 60 kts” in the full view of the pilots.
- The placard will be locally manufactured in accordance with the indications of Figure 1
Non-installed equipment:
Not applicable.
CAUTION
ONLY LEVEL II AND LEVEL III OPERATORS CERTIFIED IN
THE EDDY CURRENT DETECTION METHOD IN THE
AERONAUTICS SECTOR ACCORDING TO THE EN4179 OR
NAS410 STANDARD ARE AUTHORIZED TO CARRY OUT
THE INSPECTION.
MOREOVER, EACH OPERATOR HAS TO ATTEND AN
ADDITIONAL TRAINING PERFORMED UNDER
EUROCOPTER RESPONSIBILITY. THIS TRAINING WILL
INCLUDE PRACTICING ON DEFECTS GENERATED ON
REAL VERTICAL SHAFT AND ON REPRESENTATIVE
COUPONS.
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1.F. APPROVAL
Approval of modifications:
Not applicable.
Approval of this document:
EASB
The technical information contained in this ALERT SERVICE BULLETIN Revision 0 was approved
on June 27, 2012 under the authority of EASA Design Organization Approval No. 21J.056 for helicopters of
civil versions subject to an Airworthiness Certificate.
For the French Government helicopters, as the content of this ALERT SERVICE BULLETIN is strictly
identical to ALERT SERVICE BULLETINS AS332 No. 01.00.82 and EC225 No. 04A009 of the civil version,
the technical information contained in this ALERT SERVICE BULLETIN Revision 0 was approved
on June 27, 2012 under the prerogatives of the recognition of design capability FRA21J-002-DGA.
The technical information contained in this ALERT SERVICE BULLETIN Revision 0 was approved
on June 27, 2012 by the EUROCOPTER Airworthiness Department for export military versions.
The technical information contained in this ALERT SERVICE BULLETIN Revision 1 was approved
on October 24, 2012 under the authority of EASA Design Organization Approval No. 21J.056 for helicopters
of civil versions subject to an Airworthiness Certificate.
For the French Government helicopters, as the content of this ALERT SERVICE BULLETIN is strictly
identical to ALERT SERVICE BULLETINS AS332 No. 01.00.82 and EC225 No. 04A009 of the civil version,
the technical information contained in this ALERT SERVICE BULLETIN Revision 1 was approved
on October 24, 2012 under the prerogatives of the recognition of design capability FRA21J-002-DGA.
The technical information contained in this ALERT SERVICE BULLETIN Revision 1 was approved
on October 24, 2012 by the EUROCOPTER Airworthiness Department for export military versions.
The technical information contained in this ALERT SERVICE BULLETIN Revision 2 was approved
on November 21, 2012 under the authority of EASA Design Organization Approval No. 21J.056 for
helicopters of civil versions subject to an Airworthiness Certificate.
For the French Government helicopters, as the content of this ALERT SERVICE BULLETIN is strictly
identical to ALERT SERVICE BULLETINS AS332 No. 01.00.82 and EC225 No. 04A009 of the civil version,
the technical information contained in this ALERT SERVICE BULLETIN Revision 2 was approved
on November 21, 2012 under the prerogatives of the recognition of design capability FRA21J-002-DGA.
The technical information contained in this ALERT SERVICE BULLETIN Revision 2 was approved
on November 21, 2012 by the EUROCOPTER Airworthiness Department for export military versions.
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1.G. MANPOWER
EUROCOPTER recommends that compliance with this ALERT SERVICE BULLETIN is ensured by
personnel with the following qualifications:
Qualification: 1 Technician.
The time for the operations is given for information purposes, for a standard configuration.
Time for the operations: approximately 5 minutes.
1.H. WEIGHT AND BALANCE
Not applicable.
1.I. EFFECT ON ELECTRICAL LOADS
Not applicable.
1.J. SOFTWARE MODIFICATION EMBODIMENT RECORD
Not applicable.
1.K. REFERENCES
Not applicable.
1.L. DOCUMENTS AFFECTED
Not applicable.
1.M. INTERCHANGEABILITY OR MIXABILITY OF PARTS
Not applicable.
EASB
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2. MATERIAL INFORMATION
2.A. MATERIAL: PRICE - AVAILABILITY - PROCUREMENT
Not applicable.
2.B. INFORMATION CONCERNING INDUSTRIAL SUPPORT
Not applicable.
2.C. MATERIAL REQUIRED FOR EACH HELICOPTER/COMPONENT
Not applicable.
2.D. MATERIAL TO BE RETURNED
Not applicable.
EASB
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3. ACCOMPLISHMENT INSTRUCTIONS
3.A. GENERAL
Not applicable.
3.B. OPERATIONAL PROCEDURE
3.B.1 Reduction of the Maximum Continuous Power (MCP) by 15%
EASB
The MGB power limitation expressed in torque is reduced from 82.7% to 70%.
Consequently, the displayed FLI cannot be taken into account to control the torque limitation during level
flight.
The torque limitation must be controlled via the torque information available in the VMS.
3.B.2 Eddy Current check procedure
NOTE
The use of the 4-axis Automatic Pilot remains possible.
However, it must be taken into account that the Automatic
Pilot will not control the new torque limitation during level
flight.
- Remove oil sump cover according to AMM Task 63-21-00-062 or MET Task 63.24.00.402 (“Oil Sump
Cover Removal-Installation”).
- Perform an Eddy current check of the bevel gear, in the area of the weld, to make sure that there is no
crack, according to the procedure given by EUROCOPTER after specific training.
- Re-install oil sump cover according to AMM Task 63-21-00-062 or MET Task 63.24.00.402 (“Oil Sump
Cover Removal-Installation”.
3.C. IDENTIFICATION
CAUTION
ONLY LEVEL II AND LEVEL III OPERATORS CERTIFIED IN
THE EDDY CURRENT DETECTION METHOD IN THE
AERONAUTICS SECTOR ACCORDING TO THE EN4179 OR
NAS410 STANDARD ARE AUTHORIZED TO CARRY OUT THE
INSPECTION.
MOREOVER, EACH OPERATOR HAS TO ATTEND AN
ADDITIONAL TRAINING PERFORMED UNDER
EUROCOPTER RESPONSIBILITY. THIS TRAINING WILL
INCLUDE PRACTICING ON DEFECTS GENERATED ON REAL
VERTICAL SHAFT AND ON REPRESENTATIVE COUPONS.
Record first compliance with this document, with the revision number, in the helicopter documents.
3.D. OPERATING AND MAINTENANCE INSTRUCTIONS
Not applicable.
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LES OPERATIONS NE PERMETTANT PAS UN
ATTERRISSAGE D’URGENCE AU SOL DANS LES 10
MINUTES A LA Vy SONT INTERDITES
OPERATIONS WHICH DO NOT ENABLE EMERGENCY
LANDING ON THE GROUND WITHIN 10 MINUTES AT
Vy ARE PROHIBITED
COUPLE MAXIMUM CONTINU LIMITE A 70%
LORS DES VOLS EN PALIER A IAS≥ 60 KTS
MAXIMUM CONTINUOUS TORQUE LIMITED TO 70%
DURING LEVEL FLIGHTS AT IAS≥ 60 KTS
FABRICATION ETIQUETTE AUTO-
ADHESIVE
Hélicoptère civil
- Taille des lettres : 6mm
- lettres de couleur rouge sur fond blanc
Hélicoptère militaire
- Taille des lettres : 6mm
- Lettres de couleur noire sur fond jaune
Figure 1
A SELF-ADHESIVE LABEL MADE LOCALLY
Civil helicopter
- Size of the letters: 6mm
- Red letters on a white background
Military helicopter
- Size of the letters: 6mm
- Black letters on yellow background
EASB
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4. APPENDIX
APPENDIX 1
5.2 MGB pressure and temperature alarms
Symptoms Condition Consequences and procedures
on warning and
caution panel
+
on MGB control box
on warning and
caution panel
Procedures:
Power ........................................ Reduce to obtain IAS = Vy.
Procedures:
........................................................................ Press.
LAND IMMEDIATELY
Power ........................................ Reduce to obtain IAS = Vy.
LAND IMMEDIATELY
3.3
EASB
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APPENDIX 2
2 MAIN GEARBOX LUBRICATION SYSTEM FAILURES
2.1A Failure of the vertical shaft driving the two MGB lubrication pumps
Symptoms Condition Consequences and procedures
Simultaneously :
+
+
Oil pressure less than
0.4 bar.
+
on MGB control
box
+
.
Vertical shaft
driving the two
MGB lubrication
pumps has failed
Procedure:
Power............................... Reduce to obtain IAS = Vy
.................................................................... Press
LAND IMMEDIATELY
3.7
EASB
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