No. EC 015-2015 Support / Program

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Global Business Services Marignane, 17/07/2015

Dear Customer,

The "Information Letter" is an additional means of communication intended to provide you with a regular summary of the main technical topics concerning each helicopter family. All the other forms of written communication remain valid, in particular the "Information Notices" whose content is more targeted but equally important.

The information given in this letter is for information purposes only, it in no way replaces the official Maintenance publications issued by Airbus Helicopters or any other manual or recommendations in any form whatsoever.

This Letter is especially dedicated to H130 aircraft. It brings to your attention more information relative to recent protective measures introduced by Emergency ALERT SERVICE BULLETIN / ALERT SERVICE BULLETIN, a status of the situation concerning their corrective solutions, some details concerning the latest improvements carried out on the product itself, and finally presents a synthesis of all actions carried out to reduce the Costs of Operation and /or Maintenance of your in-service fleet, even if some information was already provided in Information Letter No. EC 014-2015 issued in February 2015.

CONTENTS:

1- General information regarding the fleet: worldwide H130 fleet breakdown p.2 2- Product updates

2.1. Fan hopper mount cracks p.2 2.2. Air Conditioning System (ACS) p.3 2.3. Active Vibration Control System (AVCS) p.3 2.4. Zodiac Aerospace seats issues: type 198 and 284-series p.4 2.5. P2 valve control knob p.6 2.6. Tail boom / Fenestron junction frame update p.7 2.7. Tail rotor blades p.8 2.8. Hydraulic pump drive bearing p.9 3- Maintenance update:

3.1. Extension of some limitations p.9 3.2. Optimization of the Maintenance Program p.11

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1. GENERAL INFORMATION REGARDING THE FLEET: WORLDWIDE H130 FLEET BREAKDOWN

By the end of May 2015, the worldwide fleet of EC130 B4 & H130 (formally EC130 T2) comprised 573 helicopters in service which had logged 1,450,000 flight hours since the beginning. This fleet is composed of 431 x EC130 B4 and 142 x H130.

In May, Airbus Helicopters received Certification for Aerial Work Missions on the H130, with a 1,500 kg cargo sling capacity. This adds another mission capability, improving the versatility of this helicopter.

2. PRODUCT UPDATES

2.1. FAN HOPPER MOUNT CRACKS

Since last October, several cases of cracks have been reported in service, on the fan hopper mount which is specific to the H130 model (cf. Photo 1):

Photo 1

In the same period, Airbus Helicopters released Emergency ALERT SERVICE BULLETIN No. EC130-05A020 which requires a periodic mandatory visual check, each P-inspection (10 flight hours// 7 days) to ensure that there are no cracks on the attachment points.

The corrective action has been designed and proposed by Airbus Helicopters to the EASA, securing the attachment of the hopper and, more globally, the attachment of the fan on the heater. This modification MOD 07-4547 consists in adding 4 rods made of stainless steel (cf. Photo 2), which will be the subject of Service Bulletin No. EC130-79-001.

Photo 2

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This modification is currently under certification process. Its implementation will supersede the current directive of the Emergency ALERT SERVICE BULLETIN N° EC130-05A020. The issue of the updated Emergency ALERT SERVICE BULLETIN & the installation Service Bulletin with available kits is expected by September 2015.

2.2. AIR CONDITIONING SYSTEM (ACS):

Since the Entry Into Service of the H130, the Air Conditioning System has been appreciated by operators and definitively stated as being much more efficient and less expensive to maintain in comparison to the previous design fitted on the EC130 B4. The Air Conditioning System on H130 is managed by a control unit called the CHCU (Cooling & Heating Control Unit). Unfortunately some technical discrepancies were reported, i.e.: PO/CO error codes displayed on the CHCU P/N 704A42110156. Airbus Helicopters identified the root cause and proposed a modification of the CHCU software according to Service Bulletin EC130-21-010 which was released on September 16, 2014. This modification is to be carried out on request by qualified Airbus Helicopters technical representatives only. The software upload modifies P/N 704A42110156 into 704A42110161 and sorts out the discrepancies. All brand new aircraft on the Production Line are modified accordingly starting from September 2014. Besides this topic, a few operators have reported the fact that cold air was entering through the upper ducts, creating discomfort for pilot and passengers. Here are some explanations and advice to minimize this effect: There are 2 airflows in the H130: one specific for the pilot cockpit, and another for the cabin. In order to meet with certification requirements, it is not possible to completely stop the airflow. However, you can choose either air from the outside (“auto” mode) or air from the inside (“recirculation” mode) which stops any cold air inflow as per the following procedure: 1. For the cockpit, request hot air. 2. For the cabin, turn off the ventilation: select the cabin zone on the CHCU and push on the ventilation button

(without turning it, otherwise you will just reduce the air flow but not stop it).

2.3. ACTIVE VIBRATION CONTROL SYSTEM (AVCS) The H130 embodies in its basic configuration an Active Vibration Control System (AVCS) leading to lower cabin vibration levels than those observed since day one on the EC130 B4. The AVCS replaces the well-known “hammers” system installed underneath the EC130 B4 cabin floor. It is much appreciated by operators as the comfort felt in flight is undisputed compared to the EC130 B4. The 3/rev vibration reduction is achieved thanks to 5 accelerometers and 4 actuators located underneath the cabin floor. The system is managed by the AVCS computer (AVCCPA) located in the tail boom. A command button is located on the cabin pedestal.

Unfortunately, a few cases of abnormal vibration levels (3/rev mainly) have been reported further to some major maintenance actions (aircraft reassembly after transportation, STC installation impacting weight and balance, etc.).

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To optimize the orders to be sent to the actuators in order to cancel the 3/rev vibration in the cabin, the AVCS computer needs to identify the dynamic behavior of the whole structure. Therefore, some major maintenance actions can lead to slight modifications of the structural behavior conducive to non-optimal performance of the AVCS system and degradation of the 3/rev vibration levels.

If you have already performed such maintenance tasks, we recommend you first perform an AVCS re-calibration as per AMM 18-30-00, 3-3. The recalibration, completed on the ground in approximately 5 minutes, will update the dynamic identification of the structure, leading to an optimal reduction of the 3/rev vibration level.

In parallel, please note that a troubleshooting tool, used to download all system error codes (listed in AMM 18-30-00, 3-3) and to identify any faulty electrical connection or component, is available upon request – P/N 703A97720900. The illustrated tools catalog will be updated accordingly.

2.4. ZODIAC AEROSPACE SEATS ISSUES: TYPE 198 AND 284-SERIES

Three different issues have been reported on the Zodiac Aerospace seats, respectively dash 184 (crew seat) and 198 (passenger seat).

Seat bucket cracks:

Airbus Helicopters informs you that several cases of cracks on Zodiac Aerospace seat buckets have been reported on 198 & 284 seats (cf. Photos 3). All of the reported cases were observed on the ground, during the check of the seat bucket before passenger boarding or following disembarking.

Photos 3

The investigations led by Airbus Helicopters in collaboration with the supplier (Zodiac Aerospace Seats France) revealed that the cracks were due to non-conformity on a specific manufacturing batch. Since then, reinforcement actions have been performed on these seats to prevent any further cracks in service.

Should a crack be found during this inspection, the replacement of the concerned seat bucket with a reinforced one must be addressed directly to Zodiac Aerospace Seats France, and will be free of charge.

Information Notice 2845-I-25 issued in February 2015, provides the procedure according to respective Service Bulletins Nos. 198-25-004 (for 198 seats) and 284-25-002 (for 284 seats) issued by the supplier.

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Seat buckle rupture:

Several cases of rupture of the restraint system’s buckle cover have been reported on both 198 & 284 - series Zodiac Aerospace seats (cf. Photo 4). All these occurrences were observed on the ground during passenger boarding or disembarking.

Photo 4

Investigations led by Airbus Helicopters in collaboration with the supplier revealed that the rupture was due to non-compliance on some manufacturing batches.

Safety Information Notice 2829-S-25 issued last December provides detailed information about the way to replace the harnesses through Service Bulletin No. 358SB-14-101 issued by Anjou Aeronautique.

This Service Bulletin is covered by an EASA Airworthiness Directive 2014-0279, deadline July 02, 2015, which is the main subject of the updated Safety Information Notice, issued on June 16, 2015. All replacement buckles required according to this Service Bulletin will be provided free of charge.

Fleet retrofit is currently in progress; however Airbus Helicopters reminds you to contact Anjou Aeronautique directly at the following e-mail address seatbelts@anjouaero.com in order to comply with the mandatory deadline.

Seat shoulder harness frayed:

Protruding edges at the feed-through of the restraint system strap have generated fraying of the strap on some Zodiac 198 and 284 - series seats (cf. Photo 5). The root cause is a lack of deburring during the seat bucket manufacturing process.

Photo 5

On April 17, 2015, Airbus Helicopters released Safety Information Notice 2882-S-25 which covers recommended Service Bulletins Nos. SB 284-25-004 and 198-25-006 issued by Zodiac Aerospace Services.

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In the event that you detect any protruding edges, the supplier details the deburring procedure to be carried out on the seats and gives the inspection criteria of the harness. Should the strap fray over 10mm or more, the shoulder harness subassembly must be replaced. The replacement will be free-of-charge during a limited period only, once you have contacted Zodiac Aerospace Services directly. Airbus Helicopters recommends compliance with these Service Bulletins as soon as possible.

2.5. P2 VALVE CONTROL KNOB On March 02, 2015, Airbus Helicopters released Information Notice 2852-I-21 to remind you of the specific use of the P2 valve on H130 equipped with the optional air conditioning system. This P2 valve control knob, which looks like the EC130 B4 one, is located at almost the same place but the control logic is totally different:

A) On EC130 B4 and H130 helicopters without the air conditioning system, heating and demisting are manually

controlled by the pilot by opening/closing the P2 heating valve. The valve is used on a flight basis for cabin temperature regulation.

B) On H130 helicopters equipped with the optional air conditioning system, the cabin temperature and demisting

are automatically managed by the Cooling and Heating Control Unit (CHCU) as selected by the pilot. No pilot action is required on the P2 valve in normal operation. On these aircraft, the P2 valve is an emergency shut-off valve which must only be used to close the P2 air bleed when the “P2 OVHT” light illuminates. This is why the P2 control knob is snap wired in the open position.

A few operators have reported sticking points during P2 control knob rotation on H130 helicopters equipped with the optional air conditioning system. Investigations carried out on the equipment have highlighted: The valve is jammed in the fully open position (pilot wanted to get more hot air into the cabin); Misunderstanding of the P2 valve control logic; Use of the EC130 B4 air conditioning control logic on the H130 with air conditioning. To prevent this issue from reoccurring, Airbus Helicopters has decided to implement a new procedure for operating the P2 valve control knob on brand new aircraft (production from April 2015) and in the technical documentation, and to replace the label identifying ways to open / close it: I) Install the P2 valve; II) Fully open it; III) Close it just a quarter of a turn; IV) Secure it with snap wire.

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2.6. TAIL BOOM / FENESTRON JUNCTION FRAME UPDATE

Two occurrences of cracks (cf. Photo 6) which initiated in the radius between the web and the flange on the tail cone side, in the lower RH part of the tail boom / Fenestron junction frame were reported to Airbus Helicopters.

Photo 6

Emergency ALERT SERVICE BULLETIN No. EC130-05A017 was issued in June 2014, requiring a mandatory periodic visual check of the frame from the inside (with or without removing the horizontal stabilizer, thanks to a borescope), starting from 700 FH, then every 25 FH: only a mechanic can perform this check. As this check from the inside can be complex, long and therefore quite expensive, Airbus Helicopters has been working on ways facilitate the procedure for this necessary check. This is the reason why an alternative means was developed and certified a few months ago, which is the subject of REV 2 of this Emergency ALERT SERVICE BULLETIN. It consists in a cut-out of the cone enabling the frame to be inspected immediately from the outside (cf. Photo 7): a pilot can do it without any disassembly or tools! Embodying this cut-out in compliance with Service Bulletin No. EC130-53-029 can be only carried out by Airbus Helicopters Group technicians who have been trained for this specific work. The implementation of this cut-out will be free of charge for our final customers.

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Although the check periodicity is then decreased from 25 to 10 flight hours, this leads to a much reduced maintenance burden, and reduced cost of operations.

Photo 7

Service Bulletin No. EC130-53-029 is currently being deployed in the EASA sector, and the FAA already accepted that operators of their area require individual AMOCs (Alternative Means Of Compliances) to give each operator the benefit of the implementation of this cut-out on their fleet. Corrective solution: Airbus Helicopters is currently working on identifying all potential root causes of the reported cracks, in order to eliminate these periodic checks definitively. So far, no schedule can be communicated regarding this topic. However, Airbus Helicopters will keep you posted in the next Product Information Letter on the evolution of this subject.

2.7. TAIL ROTOR BLADES

Implementation of a new definition (POST MOD 07.6610): A new manufacturing process has been implemented enabling the blade to be machined in one step. This alternative process has introduced a visual difference on the blade itself by adding a radius on the trailing edge upper corner (cf. detail B on Photo 8).

Photo 8

Trailing edge

Trailing edge

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However, this difference has absolutely no impact on airworthiness, resistance, track on balance and performance of the blade. Therefore, both definitions are fully interchangeable and mixable on a same tail rotor. These new blades POST MOD 07.6610 have the following P/No.: 350A333004.00 / 01 have been introduced on Production Line starting from Q2 / 2015. They can be mixed with the previous design reference/No.: 350A333002.02 / 03. Remark: on the latest set of manufactured blades P/N: 350A333002.02, the finishing process has already been

carried out, introducing the same new radius as illustrated in detail B above (POST MOD 07.6610).

2.8. HYDRAULIC PUMP DRIVE BEARING

Currently, the applicable maintenance for PRE MOD 07-9568 bearings must be in accordance with Service Bulletin No. EC130-05-011. The deadline for the replacement of the bearings has been postponed to June 30, 2015. Airbus Helicopters has been building up stocks of bearings and assemblies equipped with the new bearing POST MOD 07-9568 (P/N 350A35 0132.01), in order to be able to issue Service Bulletin No. EC130-63-009 with a recommended compliance date of 13 months starting from June 16, 2015. Compliance with this new Service Bulletin supersedes the check introduced by previous Service Bulletin No. EC130-05-011. All parts will be provided free of charge. This new bearing has already been installed on the Production Line in 2014.

3. MAINTENANCE UPDATE

Being one of its priorities, Airbus Helicopters is fully committed to reducing your maintenance and operating costs and increasing the availability of your fleets. However, some limitations also have to evolve, due to airworthiness considerations, and/or the EASA’s regulations; Here is a summary of achieved actions and an update on major subjects Airbus Helicopters is currently working on. 3.1. EXTENSION OF SOME LIMITATIONS SLL / OTL extensions: Over the past years, Airbus Helicopters has proceeded with several extensions of Service Life Limits (SLL) Time Between Overhauls (TBO) and Operating Time Limits (OTL). Chapters 04 (for SLL) and 05 (for OTL & TBO) of each MSM have been updated accordingly. Airbus Helicopters is still continuing research into reducing the DMC (Direct Maintenance Cost) of your aircraft. Below you will find a summary of the latest validated extensions.

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Parts Concerned Versions  

From  To 

Upper & lower sleeve flanges (SLL): 350A31.1850.02/03

EC130 B4

4,400 FH

6,600 FH

H130 4,400 FH 5,750 FH

Swashplate bearing (OTL): 704A33.651.158 – Y51BB10843S2M74

(*) once 5,100 FH are reached, check for friction points every 150 FH

EC130 B4

/ H130

5,100 FH

6,600 FH

(*) Planet gear bearings (OTL):

350A32.1082.03 / 350A32.1114.00

EC130 B4 / H130

7,600 FH

9,900 FH

Planet gear carrier bearing (OTL): 704A33.651.119 – Y45CB10700S7M74

EC130 B4

/ H130

7,600 FH

9,900 FH

Tail rotor drive shaft long section (SLL): 350A34.3020.00 350A34.3020.01

EC130 B4 3,000 FH /

/ 13,200 FH

350A34.3020.00 350A34.3020.01

H130

2,300 FH

/

/

8,400 FH

Limitations evolution: Please find below the recent limitations which were incorporated into the ALS further to EASA’s request. As those parts are mainly stressed in torque cycles (TC), the life limitations are now expressed in TC instead of only in flight hours (FH) if any. EASA has been considering the infinite service life as being 500,000 TC for any calculation; in addition, any SLL which is higher than 500,000 TC will not be listed in the ALS.

Parts  Version  From  To 

MGB suspension cross-bar (SLL): 350A38-1041-00

H130

/ 160,000 TC 350A38-1041-20

MGB input bevel pinion (SLL): 350A32-3186-20 20,000 FH 20,000 FH // 215,300 TC

350A32-3186-25 20,000 FH 20,000 FH // 215,300 TC

MGB-Engine link shaft (SLL): 350A35-1109-20 / 201,000 TC

MGB-Engine link flange (SLL): 350A35-1088-20 / 121,000 TC

Please refer to the latest ALS publication: directives are provided to monitor these parts according to the new limits. However, these parts must be installed on helicopters carrying external loads.

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3.2. OPTIMIZATION OF THE MAINTENANCE PROGRAM Over the past 5 years, Airbus Helicopters has launched several actions to help reduce your Direct Operational Cost (DOC), and therefore increase the availability of your fleet. Currently, the main evolutions which can be highlighted are: - By Q3 2015, all tasks remaining around 500 Flight Hours (FH) will be shifted up to 600 FH (+10% margin).

Therefore, the complete T-inspection will be shifted to 600 FH (+10% margin). - By Q3 2015, the Master Servicing Manual (MSM) concerning all tasks which used to be requested around 100 F

will be extended up to 150 FH (+10% margin). - By the end of 2015, the Airworthiness Limitation Section (ALS) of this Manual will also be updated, shifting all

tasks which were required around 100 FH, up to 165 FH. Therefore, the global S-inspection will be extended up to 150 FH (+10% margin).

All these extensions mainly concern the latest definitions which are fitted on the Production Line. If these latest definitions are not interchangeable with the previous design, a specific Service Bulletin should be available soon. In parallel, Airbus Helicopters is currently working on reducing the Maintenance Burden of this helicopter model, which will increase its availability. This study will mostly target frequent periodicities (between 0 and 150 flight hours). Information concerning the potential forecast extensions will be provided in the next Product Information Letter.

We hope that this information has been of use to you. Please feel free to contact us for any suggestions: we remain at your disposal to provide more detailed information if needed. Yours sincerely,

Jean-Michel ARLHAC Global Business & Services

Light Helicopters - Program Support Officer