Sil 29-066 PDF

CUSTOMER SERVICES DIRECTORATE
1 ROND POINT MAURICE BELLONTE

31707 BLAGNAC CEDEX FRANCE
TELEPHONE + 33 (0)5 61 93 33 33
SERVICE INFORMATION LETTER
SUBJECT: PREVENTING EXTERNAL HYDRAULIC LEAKS
ATA CHAPTER: 27, 29, 32, 52, 78
AIRCRAFT TYPE: A330, A340, A340-500, A340-600
APPLICABILITY: ALL A330, A340
REFERENCES:
0. REASON FOR REVISION
This SIL is periodically revised to incorporate the most recent technical developments and
update the reliability data that are included.
Changes in subject SIL are highlighted by a vertical revision bar in the left-hand margin of the respective
page.
1. PURPOSE:
This SIL gives a summary of the latest information and available modifications addressing hydraulic
leaks on A330, A340, A340-500 and A340-600 aircraft.
AIRBUSS.A.S.2012.Allrightsreserved.Confidentialandproprietarydocument.
It is aimed at providing operators with necessary technical background in order to launch whenever
necessary hydraulic leak prevention program and consequently allows to further increase the
operational reliability of the Long Range family aircraft.
This is kept updated on a regular basis.
SIL NUMBER: 29-066

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DATE: Mar 12/1997
REVISION: 05, July 31/2012
AIRBUS
2. BACKGROUND:
Due to their impact on aircraft dispatch reliability, hydraulic leaks are a concern for operators. The
following charts have been produced based on the leak events reported by the operators from
January 2005 to end of 2011 for A330, A340 basic and for A340-500/600. It presents the fleet wide
operational interruption rate per 100 Take Offs (T/O) due to hydraulic leaks in ATA chapters 27,
29, 32, 52 and 78 for the A330, A340 basic and for A3456 aircraft.
A330/A340 MSN > 550 & A340-500/600 : good situation with less than 5 OI per 10,000 TO
A330/A340 MSN 550 : stable at 8 OI per 10,000 TO
3. DESCRIPTION:
Airbus continuously monitors the reported hydraulic leak events (Technical event reports and
delays/cancellations) by means of a dedicated computer database.
This monitoring is based on feedback reports from operators and contributes to:
- Identify leaks drivers and required actions.
- Monitor the efficiency of corrective actions.
AIRBUS S.A.S. 2012. All rights reserved. Confidential and proprietary document.
The SIL incorporates an overview of hydraulic leak main drivers that have been identified for the
in-service fleet and reflects detailed information on available modifications.
Further recommendations regarding preventive maintenance program are provided.
The following figures on hydraulic leak main drivers have been produced based on operational
interruptions resulting from the leak events reported in 2010-2011.
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DATE: Mar 12/1997
AIRBUS
A330 / A340-200/300 Main Leak Driver OI Rates (2012 Symposium)
A340-500/600 Main Leak Driver OI Rates (2012 Symposium)

4. AIRBUS ACTION:
Based on the analysis of hydraulic leaks reports, Airbus have launched a number of actions to
further improve the hydraulic system reliability with respect to external hydraulic leaks on in-
service aircraft. A detailed list of these actions is available in attachment.
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DATE: Mar 12/1997
AIRBUS
Based on their impact on the operational reliability, information within this paragraph has been
gathered addressing hydraulic leak situation that most likely result in long delays or in the loss of a
hydraulic system in flight.
4.1 Components:
(1). ATA 27
A330-200 / A340-500/600 - Rudder servo control seal protrusion
On several A340-600 aircraft, the scraper seal (CMM 27-21-20 IPL Fig.5 item 280) of the rudder
servo controls PN 31115-060 / -070 was found extruded. These servo controls (PN 31115-0X0)
are installed on A340-500/600 and A330-200 post-mod 49144 (electrical rudder). As long as the
leakage rate is within AMM 29-00-00-790-801 limits, according to Goodrich SIL 31115-27-0A,
the rudder servo controls that are affected by a piston rod scraper seal extrusion are still
serviceable and do not need to be replaced. As final solution, Goodrich has selected a new design
of scraper seal enabling to release pressure and avoid extrusion. This solution is introduced by
Goodrich Service Bulletin 31115-27-03.
For more details please refer to TFU 27.24.00.011 (Closed in April 2009).
A330 / A340-200/300 - Yaw damper actuator external leakage
Some operators have reported cases of hydraulic leakage from the yaw damper actuator PN
SC4710 installed in the active position (19CS1). Affected actuators had accumulated more than
10000FH.
Tightness of the yaw damper is improved by SB A330-27-3125 and A340-27-4126 which

introduce:
- A new tungsten carbide plated piston rod;
- New PTFE dynamic seals.
For more details please refer to TFU 27.26.00.011.
(2). ATA 29
Engine Driven pump (EDP)

A330 / A340-200/300 - Eaton (Former Vickers) Shaft Seal Leakage
The abnormal wear of the steel mating ring during pump operation has been identified as the root
cause (refer to TFU 29.11.51.001) for this leakage. As a product improvement, the vendor
introduced an improved lapping process of the shaft seal in production and replaced the bronze
seal element by a carbon seal element with increased self-lubrication characteristics. Vickers SB
848354-29-15 has been issued, introducing the new shaft seal.
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DATE: Mar 12/1997
AIRBUS
A330 / A340-200/300 - Eaton (Former Vickers) EDP union leaks and high pulsations
level
EDP models PV3-300-13K (P/N 974976), PV3-300-13L (P/N 974800) and PV3-300-EA2 (P/N
3022053-000) have been affected by various leak issues that have been addressed through
different modifications and Service Bulletins.
From October 2007, the EDP model PV3-300-EA2A (P/N 3022053-001) was introduced on
production aircraft through mod 56723 and through desirable SBs A330-29-3106 / A340-29-
4082 for in service aircraft. This model features several major improvements namely:
Parting lines
ROSAN fittings (assembly process change at Eaton)
Transfer tubes
Please also refer to TFU :
TFU 29.10.00.030: low pressure regulation
TFU 29.10.00.029: adaptor block porosity
TFU 29.10.00.033: solenoid valve crack
Note : all above Eaton EDP models are fully interchangeable.
A340-500/600 Parker (EDP P/N 66198-01/-02)
Some external leakages have been suspected at the EDPs (P/N 66198-01/-02) parting lines. After
in depth investigation by Parker, it is in fact O-ring assembly lube that has worked its way out of
the split line and attracted FOD while in-service. This condition is not an indication of an external
hydraulic leak. For more details, please refer Parker SIL 29-215 (initial issue January 2009).
EDP damper seal on RR engine installation
A340-500/-600 Trent 500
There have been a number of hydraulic leaks from the pulsation damper due to loosening at the
damper/hydraulic line interface, in some cases leading to hydraulic green system loss.
There have also been reports on Trent 500 regarding the damper supporting parts: missing or
broken lockwire, loose or missing support bolt and worn support bracket and bushing. RR SB 29-
E592 (use latest revision) introduces a re-work of supporting bracket hole and a supporting bolt
with Loctite.
The locking bracket introduced by RR SB 29-E592 and welded damper introduced by RR SB 29-
E593 are not considered as a fix to the above issues. Indeed, retrofit of both modifications has
been stopped:
RR NMSB 29-F727 introduced a life limit on post RR SB 29-E593 welded dampers.
RR SB 29-G062 provides reversion to screwed damper without locking bracket.
Rolls Royce NMSB 29-E364 recommends repetitive inspection of screwed (pre 29-E593 and post
29-EG062) pulsation damper/hydraulic pressure line union tightness (check of witness torque
stripe), hex head damage and support installation every A-Check, pending final fix
implementation.
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AIRBUS
For more details on the above issues, please refer to TFU 29.11.00.009.
A330 Trent 700
There have been a number of hydraulic leaks in service due to loss of torque at the union between
the damper assembly and the hydraulic tube. The majority of these leaks lead to green hydraulic
system loss.
RR NMSB 29-F577 recommends repetitive inspection of the Green system hydraulic damper
pressure line union tightness (check of witness torque stripe) every A check, pending final fix
implementation.
For more details please refer to TFU 29.11.00.009.
A330 / All A340 - Check Valve PN CAR400/CAR401 Leaks
Shortly after introduction of check valve CAR401, several cases of leaks and system losses were
reported to AIRBUS. The Yellow hydraulic system was the most affected sometimes at a
relatively low number of cycles (around 1000 FC).
In October 2009, mandated AOT / ISBs A330-29-3111 and A340-29-4086 were issued to verify
the correct torque condition of the check valves (through red marking and traces of seepage/black
deposit). This repetitive visual inspection must be performed every 900 FH until embodiment of
the final fix.
The final fix consisting of increasing the check valve CAR401 torque value from 140 Nm to 400
Nm was introduced on production aircraft through mod 201384. On in service aircraft mandated
SBs A330-29-3119R2 / A340-29-4091R2 must be embodied within 6 years after AD 2012-0070
issuance (25 April 2012). It is important to note that this torque increase cannot be carried out on
wing but requires the removal of the manifold and torque application using a special tooling
(provided FOC to each operator)
For more information, refer to TFU 29.10.00.034
Note : CAR400 check valve was a leak driver. Some customers have decided not to embody
CAR401 check valve and complete repetitive inspection as per MPD task 291000-16-1 and SIL
29.064 and are reporting good results.
A330 / A340-200/300 - Ground Service Manifold - Screw rupture
Some hydraulic leaks from Ground Service Manifold body with more than 10000 FC have been
reported to Airbus. In these events, some screws ruptured leading to a "pop-out" of one of the
manual valves.
A new manifold featuring screws with enhanced mechanical properties is proposed by MOD
56660.
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AIRBUS
For Aircraft in-service refer to SB A330-29-3104 & SB A340-29-4080. Screw replacements can
be done either in-shop or directly on wing.
For more details, please refer TFU 29.19.00.002 (Closed in August 2007).
A330 / All A340 - HP Filter
Some operators have reported leaks on the HP filter manifolds P/N FA00512A.
Airbus introduced in production P/N FA04804A by MOD 200493 in July 2010 with enhanced
fatigue properties. The modification consists of three changes:
New filter head design.
New raw material : Aluminium material of filter head has been replaced by new more
resistant aluminium.
Manual deburring process replaced by electro deburring process.
Note that the P/N FA04804A is 2-way interchangeable with the P/N FA00512A.
For in-service aircraft, the VSB FA04804A-29-001 has been issued in 2010.
Note : same filter P/N is used on normal brake system. Brake filters (see Filter brake manifold
chapter) were more affected by leaks because they are submitted to a higher number of pressure
cycles.
(3). ATA 32
Brake Units
There have been several static seals/back up rings evolution over the past years. Latest
improvements are detailed in : SB 2-1577-32-13, SB 2-1578-32-9, SB 2-1542-32-15, SB 2-1545-
12, SB 2-1577-32-11and SB 2-1578-32-7.
Since 2009, in-service brake units leakages were reported by several operators. It has been
identified some batches of preformed packings from Brake units P/Ns 68-1357 and 68-1364 may
cause leakage leading to removal of brake assembly before the heat sink is fully worn. The
impacted P/Ns correspond to CMM 32-41-79, 32-41-80, 32-41-81 and 32-41-82.
Most of in-service brakes are not affected by this leakage issue. However, brake assembly P/Ns
2-1577 series with S/N 07821 to 09668 and brake assembly P/Ns 2-1578 series with S/N 07831
to 09580 are possibly affected by defective preformed packings.
Regarding spares, preformed packings P/Ns 68-1357 and 68-1364 with batch numbers 192092,
192556, 208730 and 215588 may be possible defective.
For more information, refer to Goodrich-Messier SIL F6137-32-3341.
L/G Selector Valve Manifold Non Return Valve (NRV) Extractor Plug
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DATE: Mar 12/1997
AIRBUS
Operators have reported leakage of L/G Selector Valve Manifold NRV Extractor plugs P/N
D31AB4412 and P/N D31AB4411-2 due to plug cracks or loosening.
The vendor Goodrich Actuation Systems has introduced a new extractor plug P/N D31AB4413
and P/N D31AB4411-3 made of stainless steel to prevent cracks. In addition, the torque value of
subject plug has been modified.
For more details, please refer to Vendor Service Bulletin D31AB441-32-05 covered by SB A330-
32-3152 and SB A340-32-4190.
However, some operators have reported leakages on post SB A330-32-3152 or SB A340-32-

4190. In order to minimize any potential risk of failure and leakage, Airbus recommends
purchasing high quality seals as per SIL 29-064 and to follow standard practices for seal
lubrication and installation as per AMM 20-29-00-911. Please, note that the Oring seal shall be
installed using the tool P/N 0U139171 or P/N 98A29103000000. Moreover, it is very important
to pay particular attention when performing embodiment of SB A330-32-3152 or SB A340-32-
4190 on-wing, to ensure that the counter torque tool P/N 0U300851 is used during removal of the
NRV Plug from the selector valve. Removal without the use of this tool can potentially damage
the LG selector valve structural attachment points due to the higher torque required to undo the
NRV plug. The counter torque tool should also be used for re-installation of the NRV plug as
detailed in SB A330-32-3152 or SB A340-32-4190.
NWS Steering Change Over Valve
A330 / A340-200/300
Numerous cases of NLG steering actuator Changeover valve (FIN 5108GC and/or 5109GC)
leakages have been reported in service by operators.
Moreover, at overhaul COV have also been scrapped after having failed the CMM acceptance
test.
Following the A340-500/600 NWS actuator COV experience, modification process was launched
to introduce the same type of design improvement as the one currently in service on A340-
500/600 (refer TFU 32.51.17.002, SB A340-32-5038).
For more details, refer to TFU 32.51.17.003 (closed in December 2005), SB A330-32-3188 and
SB A340-32-4235.
A340-500/600
External leakages from A340-500/600 Changeover Valves have been found in-service. Leakage
has occurred on post retrofitted standard (Post Messier-Bugatti-Dowty VSB A34/56N-32-042 and
Airbus SB A340-32-5038).
Part numbers affected are 10-100501-003, 10-100501-004.
An investigation into the root cause of this issue is currently ongoing. Airbus will inform
operators when further information on a final solution is available.
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DATE: Mar 12/1997
AIRBUS
Brake Servo Valve
Brake Servo Valves P/N C20374000-1 led to leaks for both A330 and A340 aircraft due to
extrusion of the static O ring seal fitted between the valve body and the slide valve guide.
Airbus SBs A330-32-3078, A340-32-4107 and Messier-Bugatti VSB C20374-32-030 were issued
to introduce Brake Servo Valves P/N C20374000-2 with a modified brake servo valve assembly.
For more details, refer to TFU 32.42.48.002.
However, on post-mod Brake Servo Valves P/N C20374000-2, several cases of brake servo valve
body cracking have been reported with seepage. Metallurgical investigations have shown the
cracks on the servo valve body have developed from corrosion pits located at the interface
between the servo valve body and the blanking plate.
The final solution, adding some loctite 518 layer between the blanking plate edge and the
servovalve body, has been proposed in the Messier-Bugatti VSB C20374-32-3350 rev 1 in 2011
with the new Brake Servo Valves P/N C20374000-2 Amdt A. It has been embodied in production
from PN C20374000-2 with S/N F137C20374.
Filter brake manifold
Since 2005, operators have reported several leakages on the filter brake manifolds P/N
FA00512A.
Airbus introduced in production P/N FA04804A by MOD 200493 in July 2010 with enhanced
fatigue properties. The modification consists of three changes:
New filter head design.
New raw material : Aluminium material of filter head has been replaced by new more
resistant aluminium.
Manual deburring process replaced by electro deburring process.
Note that the P/N FA04804A is 2-way interchangeable with the P/N FA00512A.
For in-service aircraft, the VSB FA04804A-29-001 has been issued in 2010.
Enhanced MLG retraction actuator leakage (A330/A340 Only)

Several operators have reported leaks on enhanced retraction actuators after a relatively low
number of flight cycles. Leakages occurred from the seal between the piston rod and gland.
MOD 200837 introduces a seal elastomeric element modification and re-design of the seal
housing.
For in-service aircraft, SBs A330-32-3243 and SB A340-32-4284 have been released in August
2010 and covering Messier-Dowty VSB A33/34-32-289.
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DATE: Mar 12/1997
AIRBUS
L/G Door Bypass Valve
The door bypass valve (PN HTE960023) was affected by leaks on A330 and A340 aircraft. A
new design of the door bypass valve PN FRH530014D was introduced by FR-HITEMP. This
improved valve was embodied in production from A/C MSN 281. As an option, operators may
also install the new valve retrospectively to in-service aircraft.
For more details please refer to TFU 32.31.01.004 (closed in February 1999).
Several operators have reported failures of the baulk pin retaining plate bolts on PN
FRH530014D for which Eaton (ex Fr-Hitemp) have carried out several fatigue / endurance tests
over the last few months to try to reproduce the in-service failure. All tests have been passed
without a bolt failure, which led Eaton to conclude that overtorquing in-service is the likely
reason behind the failures.
Eaton has dispatched a VSB ref FRH530014D-32-1 to propose new bolts (providing a higher
margin to potential overtorquing) and tamper device (PRC sealant applied over and around the
bolt head after tightening to the correct torque to reduce likelihood of in-service tampering). The
VSB also replaces the seals on the baulk pin retainer with seals that are pre-scarf cut to provide a
better maintenance.
For more details please refer to TFU 32.00.00.009 (closed in May 2007).
NLG retraction actuator leakage
External leakages were reported on A330 / A340 at low Flight Cycle (before 1500 FC).
Dynamic seal and scraper seal were found damaged due to high friction forces.
Airbus has proposed a mitigation solution by application of a film of hydraulic fluid (as per SIL
29-090) on a weekly basis to improve cleanliness and lubrication of the piston rod and reduce
friction between seal and rod.
The final solution is a new dynamic & scraper seal through VSB D23581-32-071.
Parking Brake Operated Valve
The parking brake operated valve has been one of the main drivers for hydraulic leak operational
interruptions on the A330 / A340-200/300 fleet. After an A320 aircraft experienced of total loss
of the Alternate Brake system, investigations showed an abnormally high surface roughness of
the PBOV piston rod (1-150) that led to the degradation of seal P/N GN6-1 (1-110). Damage of
this seal could happen after a number of operating cycles of the PBOV and then lead to a
significant leakage through the vent hole.
A batch of defective parking brake operated valves has been identified. The Airbus Alert
Inspection SBs A330-32A3139 and SB A340-32A4176 were issued in September 2001 in order
to prevent seepage and heavy leakage of the PBOV and the potential consequences on braking
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DATE: Mar 12/1997
AIRBUS
system operation. A one-time inspection is requested to be carried out and depending on the
inspection results, further actions have to be done.
For more details please refer to TFU 32.45.14.001 (closed in December 2001).
Auto Brake Selector Valve Seal NAS1612-8
On A330 / A340-200/300 , some operators have reported some leakages on Auto Brake Selector
Valve Seal P/N NAS1612-8.
AMM 32-42-13-400-801-A has been revised in January 2012 reflecting new torque values for
both unions (2) and (5).
Currently, Airbus advises the operator to follow recommendations for seal procurement given in
MBD SIL F6137-32-865 issued in November 2009.
4.2 Lines:
(1). ATA 29
LG Safety valve return line
A340-500/600
Several cases of leaks have been reported by operators at return line from the safety valve to the
return manifold.
SB A340-32-5086 released in 2007 introduces a new safety valve P/N D31AB4433 with an
integrated restrictor reducing the flow and preventing pipe rupture. Parts/equipment modifications
are free of charge.
For more details, please refer TFUs 29.00.00.035 (closed in Nov 2007)
A330 / A340-200/300
On A330 and A340-200/300 operators also reported cracks and loose connections on a similar
hydraulic line (IPC 29-11-03-43 item 70). For both aircraft types, associated clamp blocks were
also found damaged. To reduce the stress on the hydraulic return line, a new Safety Valve PN
D31AB4433 (FA3T1) equipped with a non return valve end cap and a restrictor on the return port
is available. Goodrich VSB D31AB443-32-03 is available as well as the Airbus cover SBs A330-
32-3219 and A340-32-4263
For more details, please refer to TFU 29.00.00.035.
Line at braking plate
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DATE: Mar 12/1997
AIRBUS
Hydraulic connection loosening has been reported at the Braking Plate to which Brake Systems
component such as Alternate Brake Dual Valve (5403GG), Alternate Brake Dual Shuttle Valve
(5404GG), Alternate Brake Manifold (5405GG), Park Brake Operated Valve (5801GG) and Park
Brake Control Valve (4GZ) are fitted.
To solve this loose connection issue, on A330/A340-200/300 MSN0728 and subsequent, quality
actions were initiated to make sure unions are effectively lubricated during installation.
Moreover, on A330/A340 MSN0665 and subsequent (MOD 56013), tightening torque has been
increased on 6 hydraulic pipes (12 connections).
AMM has been updated, and these changes are reflected in component R/I procedures.
Fractures of pipes connected to the Braking Plate have also been experienced.
Most affected pipe is pipe PN F3241083100000 (IPC 32-44-03-06A item 100) connected to
Brake Accumulators, but a few cases have also been reported on pipes PN F3241032200000,
F3241033600000.
Modification 200441 modifies brake accumulator line installation.

A330-200/300 MSN 1150 and A330 Freighter MSN 1004 and up have been delivered with
modification embodied.
For aircraft in service, SBs A330-29-3113 and A340-29-4088 were released in August 2010.
For more information, refer to TFU 32.43.00.004.
Line hydraulic system accumulator
Leakages have been reported on green and blue accumulator lines due to pipe installation under
constraint.
In August 2007 Airbus issued one time Inspection Service Bulletins A330-29-3107 & A340-29-
4083.
In parallel modification 58489 has been issued. It replaces Green and Blue accumulator lines by 2
pipes swaged together on wing for better stress free installation.
This solution has been implemented on aircraft in production since end 2008.
TFU 29.10.00.031 refers.
Later on, some customers have decided to implement this modification and have requested
specific procedure to be defined.
Therefore AMM has been updated, and pipe installation procedure will be reflected in July 2012
revision.
In parallel Service Bulletins A330-29-3120 and SB A340-29-4092 have been ordered, and will be
available by end July 2012.

Dedicated SIL will be issued by end July 2012 as well to inform Customers. This document will
be referenced in the IPC. It will make reference to AMM and SB dedicated R/I procedures and
recommend to re-torque the connections once after 1 to 10 flights have been completed.
Leak at RH MLG door uplock lines (A330 and A340-200/300)
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DATE: Mar 12/1997
AIRBUS
Few cases of Green System leakage due to chafing of pipe IPC 32-31-03-29 item 200, item 40,
item 120 and item 170 have been reported. Associated pipe attachment devices have also been
found damaged, due to air trapped in the hydraulic lines.
As final solution, Airbus issued SBs A330-32-3223 and A340-32-4266 that introduced one
automatic bleeder on the RH MLG door uplock line. This automatic bleeder is similar to the ones
used on A340-500/600 (TFU 29.00.00.032 refers), which demonstrated a good efficiency.
However, even if embodiment of these SBs cancels the previous ISBs A330-29-3102 and A340-
29-4079, we recommend to check clamps and pipes to ensure that there are no premature failure
signs of the uplock lines.
For more details, please refer to TFU 29.00.00.034 (closed in May 2008).
Hydraulic flexible hoses in overwing panel area
Since 2003, on A330 and A340-200/300 aircraft, several operators mostly located in the Asia
pacific area have reported failures of flexible hoses (20 items) located on the over wing panel
area supplying :
The normal braking system
The pitch trimmer system
The main landing Gear retraction/extension system
In most of the cases, leaks have resulted in loss of the green hydraulic system.
Flexible hose are either supplied by Eaton Aeroquip (for AC in production) or Titeflex
(alternative part in the IPC, on attrition)
SIL 29-098 was issued in June 2011, recommending preventive replacement (every 8 years) of
most affected hoses:
5274GG / 5275GG => Normal Brake Manifold
5020GM / 5021GM => Pitch Trimmer (pressure)
5264GG / 5265GG => Normal Brake Manifold (pressure)
Recommended intervals may be adapted based on operator experience and A/C operation
environment. MPD 291000-21-1 task has been created for all aircraft.
Hydraulic pipe leak in GE / P&W Engine Pylons
Some hydraulic leaks have been reported on A330 GE Blue Case Drain pipe PN
F2903000800000 located in Engine Pylon 1. Similar pipe is fitted on P&W and GE Engines
Pylons 1 & 2 (Blue & Yellow systems). Pipe failed due fatigue crack under swaged straight union
NSA855011-6.
The root cause of the failure has been identified as vibration loads caused by A/C engine and/or
by hydraulic pulsations originating from the EDP.
The final solution consists in replacing current common bracket by two separated ones. It is
proposed for in-service aircraft through SB A330-54-3033.
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DATE: Mar 12/1997
AIRBUS
Tee in Spoiler 5 area
Several operators have reported loosening of the NSA855113 tee connections in the Spoiler N5
area. The events occurred on both RH and LH wing and on both LP and HP lines. The
consequence is a leakage at the loose connection, which could lead to a system loss.
As final solution, MOD 53814 introducing swaged connections at the T fittings was issued. This
modification is embodied from MSN0702 onwards and is covered by SBA340-29-5007 for
A340-500/-600 in service aircraft, and by SB A330-29-3100 for A330-300 increased MTOW
(ST8), A330-200 (ST7) aircraft.
Following leak reports after SB A330-29-3100 embodiment, OIT SE 999.0073/08/LB was raised
to inform operator that new SB revision 02 has been launched. SB A330-29-3100 rev02 validated
on aircraft, has been dispatched in July 2009.
For more details please refer to TFU 29.11.05.001 (closed in June 2009).
A340 CFM56-5C EDP Case Drain Line
Several operators have reported chafing and sometimes hydraulic leaks involving EDP lower case
drain line PN AE708820-1 (Goodrich Rohr PN 340D8661-501).
Engineering and flight test led to define a new flexible line with a new routing, available through
Goodrich SB RA34029-6.
For more details please refer to TFU 29.10.00.021 (Closed in March 2008).
(2). ATA 78
A340-200/300 - Thrust Reverser Lines CFM engine
The events reported concerned around 9 different Part Number. Most of these events occurred most
probably due to repetitive maintenance on Rev unlock. For more details, refer to A330/340 Family
Technical Symposium, Dubai 11-15 May 2008 and TFU 78.30.00.052.
As further information, the thrust reverser hydraulic supply lines have been the cause of operational
interruptions due to external hydraulic leaks since December 1998 for A340 aircraft. The root cause
has been fatigue failure of the lines PNs 4252035-1 and 4252047-1 (left and right hand thrust
reverser pivoting door actuator stow lines). These fatigue failures have been attributed to
installation pre-loads and vibration.
Revised procedures cautions have been introduced in production and AMM 78-31-49 has been
revised to allow A/C dispatch with a failed line fitted provided the T/R is deactivated and the
leakage stops.
An additional clamp has been introduced in the aim to alter the natural frequency of the line and
reduce vibration level. The modification 44065 is covered by ROHR vendor service bulletin
RA34078-61.
A330 RR Case Drain Filter Pipe
SIL NUMBER: 29-066

PAGE: 14 of 27
DATE: Mar 12/1997
AIRBUS
In-line and EDP integrated dampers have not proved to be the solution to the pressure pulsations
causing the leaks. Therefore, in order to address this issue, Airbus and Rolls Royce have developed
a new case drain line, which replaces the existing rigid pipe with a flexible hose. This new case
drain line has been introduced through RR service bulletin RB211-29-C885, covered by Airbus SB
A330-29-3077 (production embodiment rank MSN 382).
4.3 Hydraulic pipes:
Hydraulic tubing damage can be categorized into 2 families, chafing and cracking. This damage is
usually induced by:
A wrong line installation (lack of clearance, stress installation, pipe ovality due to incorrect
bending, etc.).
Clamping damage (breaking, loosening), spacers migration.
With time, the hydraulic tubing leaks may increase mainly because of tube chafing. In order to
anticipate this potential time-related phenomenon, Airbus recommends inspecting lines for chafing
at the opportunity of major maintenance layover.
This consists in checking:

Clamp integrity
Good positioning of clamps
Pipes are correctly held by clamp. In case of play between clamp and tube, the clamp should
be removed and the pipe inspected,
Potential pipe to pipe or pipe to structure chafing areas and correcting them by installing
additional clamping as necessary (refer to AMM 20-23-14). SIL 29-072 gives general
recommendations regarding additional p-clamps to replace migrated and/or loosen spacer.
Pipes are in good visual shape. Criteria for rejection are given in AMM 20-23-11.
When installing hydraulic lines, special care has to be taken to ensure a minimum clearance
installation and prevent lines chafing. Also as a reference, AMM chapter 20-23-14-201, Line
Tying Maintenance Practices, lists all available protection techniques to prevent vibration and
chafing of hydraulic pipes (help with a CD ROM).
4.4 Flexible Hoses:
Flexible hoses are installed in the hydraulic distribution system where some level of movement is
required, imposing a high level of stress on the tube caused by pressure fluctuation and pulsation in
the system.
If not replaced, damage to a hose or to the wire braid of a hose that is assessed as minor during
inspection could lead to the loss of the hydraulic system during the next flights.
A regular inspection of the hoses should be performed to identify chafing marks located on the hose
surface, cuts or kinking or any kind of damage.
SIL NUMBER: 29-066

PAGE: 15 of 27
DATE: Mar 12/1997
AIRBUS
Any dents, kinks or deformation may hide underlying damage and is cause for hose removal.
Replace wire braided hose:

If two or more wires in one plait or several wires in a concentrated area are broken,
If braid is protected by a neoprene overlay or a chafe guard and wear or chafing into the steel
braid has occurred.
If there is wear after chafing, measure the width of the wear (W) and the external diameter (D).
If W x 100 / D x 3.14 > 10% replace the flexible hose. Refer to figure 284, AMM task 20-23-11-
991-089.
The same installation recommendations as referenced above for rigid pipes apply for flexible
hoses. During hose installation make sure to apply counter-torque to avoid twisting or unintended
repositioning of the hose leading to a change of its routing.
4.5 Seals:
It is normal behaviour that a seal in contact with hydraulic fluid will swell. Swell or increase in
volume is almost always accompanied by a decrease in hardness. Excessive swell, usually induced
by seal of bad manufacturing quality, will result in marked softening of the rubber which will lead
to reduced abrasion and tear resistance, and then they permit extrusion of the seal under high
pressure. Consequently, whenever a component or manifold is removed, the interface seals must
systematically be replaced to avoid further seal leak. If not systematically done, the naturally
swelled and softened seal would most probably be damaged during its reinstallation and then lead to
early leakage.
There are two designations for NAS1611 and NAS1612 O-ring seals as per NAS1613 specification:
with and without "A" Suffix (e.g. NAS1611-12 and NAS1611-12A).
Those without the "A" suffix are the relativity older parts that were used for many years in hydraulic
systems using "high density" fluids.
With the advent of "low density" fluids in aircraft hydraulic systems, a new seal material was
developed and identified by the "A" suffix on O-Ring PN.
After further testing, it was demonstrated that there was almost no difference in the seal behaviour
between seals with and without an "A" suffix (low or high density fluid compatibility). Therefore
seals NAS1611 and NAS1612 with and without the "A" suffix, as per NAS1613 specification, are
fully compatible with all the hydraulic fluids qualified to be used on Airbus Aircraft.
However, further to seal quality issues faced in the past, Airbus modified its seal procurement
policy. Instead of requiring seals complying with the standard NAS1613 only, Airbus recommends
to use NAS1611 & NAS1612 seals manufactured by suppliers that were positively qualified on the
following requirements basis:
1. Tests according to NAS1613
2. Additional tests defined by Airbus in order to ensure the long-term stability.
The manufacturers / suppliers qualified upon these additional requirements, and regularly audited,
to ensure a high level of quality is maintained, are:
Le Joint Franais
Parker
SIL NUMBER: 29-066

PAGE: 16 of 27
DATE: Mar 12/1997
AIRBUS
In order to prevent further issue due to use of seals as per NAS1613 specification from
manufacturers not recommended by Airbus, a new seal specification has been defined: EN6109. O-
ring seals according to this standard are EN6075 and EN6076 seals.
Up to date, two suppliers have been qualified and are able to provide these seals:
Greene Tweed and Co Inc
Polymod Technologies Inc
To prevent leak issue related to seals, Airbus recommend operators to purchase the following seals:
NAS1611 and NAS1612 from Parker and Le Joint Franais only.
EN6075 and EN6076 (all qualified suppliers by Airbus, see seals as per EN6109
specification section).
For further information regarding Hydraulic system seal, please refer to SIL 29-064.
In the early 90s, Airbus did not recommend a large fleet campaign of hydraulic seal replacement.
An A330 operator carried out a fleet seal replacement campaign and the results were not
satisfactory. The fact is that a fleet replacement campaign on seals is a major disturbance on the
hydraulic system, and could therefore introduce more issues rather than providing a real
improvement. As general good practice, it is advised to pay particular attention at high-pressure
manifolds and at ground service panels for seepage at the opportunity of the scheduled General
Visual Inspections as per MPD tasks performed in the landing gear bay. Seepage on a manifold is
usually a clear indication of a seal pre-damage calling for preventive rectification.
To prevent seals and backup ring deterioration during their installation on bobbins, the general
installation procedure has been clarified in the AMM 20-23-21. Appropriate tool ref. TEM 20-00-
00 PN 97A29102090000 should be used when installing a new seal on the bobbin. This tool
prevents damage on the manifold and component ports and then subsequent leakage.
More generally, the AMM procedure dedicated to the O-ring seal installation has been revised
(AMM 20-29-00, O-ring installation). This procedure gives general recommendation regarding
O-ring seal installation in order to prevent damage (specific tooling required).
To end up with O-ring seals, do not use MCS352 grease for plug in lubrication of the (pipe to
manifold) union seals. MCS352 grease could push the seal out of the plug-in union during the
tightening and the seal could get extruded. For plug-in unions, only hydraulic fluid should be used
as a lubricant, as stated in AMM20-29-00.
4.6 Unions:
(1). ATA 29
Sliding Unions
Extensive investigation of returned sliding unions revealed that most of the leaks were due to stress
introduced by lateral forces coming from pipe installation tolerance build up. In-service experience
shows that most of the leaks were fixed by reinstallation of the sliding union and adjacent pipes.
SIL NUMBER: 29-066

PAGE: 17 of 27
DATE: Mar 12/1997
AIRBUS
MOD 45820 (embodied from A340 A/C MSN 235) introduced adjustable clamps in production to
reduce lateral and longitudinal forces through a better control of the pipe installation tolerance
build-up. Due to the extent of this modification, it was considered not retrofitable.
New sliding unions HTE620196/197 with an enhanced internal sealing arrangement and new
bearing were designed for A340-500/600 A/C in order to address the sensitivity to stress induced by
side loads and therefore the hydraulic leakage issue, experienced on PNs HTE620071-1/72-1. After
having been tested during A340-500/-600 flight test, sliding unions PN HTE620196 and PN
HTE620197 have replaced the sliding unions PN HTE620071-1 and PN HTE620072-1 on A330/
A340 basic aircraft too. For more detail, please refer to VSB HTE620071-1-29-1.
Side loads on the sliding union will appear if the sliding union is not correctly installed following
the requirement of AMM 29-11-47 or if the counter wrench is not used to tighten lines equipped
with sliding unions. This will generate torsion loads on the lines that will induce side loads on the
sliding unions.
The dynamic seal of the sliding union is more efficient under high pressure. This is why a leakage
test with low pressure (7.3 psi) is more critical than a check under nominal system pressure
regarding deformation of O-rings in the grooves. Consequently, the external leak limit for sliding
unions is defined as follows:
Hydraulic system pressurized: Slight seepage without formation of a drop.
Hydraulic system unpressurized: 1 drop / 10 minutes.
This has to be taken into account to avoid unnecessary sliding union removal due to seepage with
the hydraulic system in the unpressurized condition.
Loose connections
Leaks at loose connections are often due to an incorrect torque applied. In order to highlight the
usual maintenance practices, including the different torque values, a Hydraulic System Working
Practices booklet, as well as a Hydraulic System Maintenance Practices CD-ROM has been
issued.
The hydraulic connections of the LR A/C are identified with a red painted line as per AMM 20-23-
22. This eases the identification of:
Connections tightened to the nominal torque value.
Possible loosening of the union at the opportunity of a visual inspection.
The best opportunity to detect the beginning of loosening of connections is zonal inspections as per
AIRBUSS.A.S.2012.Allrightsreserved.Confidentialandproprietarydocument.
MPD tasks. If the mark is not aligned or if seepage is found, it is recommended to correct the
tightening torque value as follows:
Refer to AMM 20-23-11 for torque value definition
Set the torque wrench to the given value.
Erase the red mark if any.
Loosen connection.
Replace O-ring seal if any.
Lubricate the thread using hydraulic fluid.
Tighten the union using the torque wrench and counter torque wrench.
Apply red marking.
SIL NUMBER: 29-066

PAGE: 18 of 27
DATE: Mar 12/1997
AIRBUS
If one or more parts you assemble are new, the double torque procedure shall be applied. This
double torque procedure can be found in AMM 20-23-11 and is applied on the production line since
mid 1997 giving good results.
Cracked unions and sleeves on Titanium pipes
Several sleeves ASNA3759 and few unions ASNA3760 swaged on high-pressure hydraulic pipes
have been reported by some operators cracked with no leakage. Further investigations have
demonstrated that the cracks were induced by stress corrosion. Several tests have been performed
showing that cracked sleeves are more robust that cracked unions which could lead to a leakage.
Therefore, Inspection Service Bulletin has been issued in order to recommend repetitive visual
inspection of all unions ASNA3760 located in non-pressurized areas. Moreover, to enhance
corrosion prevention, it is recommended after the inspection to apply corrosion preventive
compound on the inspected non-cracked unions ASNA3760. In case of cracked union finding, the
affected pipe must be repaired as per AMM 20-23-11 or replaced.
The final solution consists in changing the heat treatment of the fittings (sleeve : ASNA3759 and
union : ASNA3760) from H900/H925 to H1075 in order to avoid stress corrosion cracking.
The new unions (New PN: ASNA3760VAxx) are now available and new pipes are being
manufactured for installation on production line aircraft. Due to lead-time for pipe manufacturing,
before MSN 1020, aircraft will have mixed pre & post union configurations.
The full embodiment i.e. with new unions and new pipes only, as per Mod 58346, will be effective
from MSN 1020 onwards, with new pipe identification. The new sleeves are also available but due
to the confirmed low impact, they will be incorporated without identification change. For more
details, please refer to TFU29.00.00.036 (closed in September 2008) and SB29-3105/4081/5012.
4.7 Maintenance practices:
Caution: Specific to the green hydraulic system on A330/A340 basic Aircraft :

As per AMM procedures, further to green reservoir low level event, it is requested after Green
reservoir refilling (Reservoir low level condition cancelled) to reset the C/B FIN 5JR to unlatch
the HSMU logic.
For more details, refer OIT SE 999.0134/06 and TFU 29.31.00.004.
Bleeding process:
During the replacement of hydraulic component and after each hydraulic system opening, air can be
introduced in the hydraulic system. To avoid any detrimental consequences due to excessive air
presence, we recommend to first check the air quantity in the hydraulic system as per AMM Task
29-00-00-210-801and if necessary to bleed the hydraulic system.
SIL 29-088 provides additional information on the hydraulic system bleeding.
The following documents have been issued or updated to prevent external hydraulic leaks:
Booklet Hydraulic System Maintenance Practices
Poster Leak Prevention on Hydraulic Tubes Fittings updated in 2009
Hydraulic standard practices improved in AMM chapter 20.
CD-ROM Hydraulic System Visual Inspection Guide
SIL NUMBER: 29-066

PAGE: 19 of 27
DATE: Mar 12/1997
AIRBUS
5. MODIFICATION INFORMATION:
The summary of all these modifications and other modifications concerning hydraulic leaks can be
found in the attachment 1 and attachment 2.
6. PROCUREMENT:
For booklet and CD-ROM procurement, please refer to SIL 00-032
AIRBUS S.A.S 2012. All rights reserved. Confidential and proprietary document. This document
and all information contained herein is the sole property of AIRBUS S.A.S. 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.
SIL NUMBER: 29-066

PAGE: 20 of 27
DATE: Mar 12/1997
AIRBUS INDUSTRIE
ATTACHMENT 1 : AVAILABLE LINE IMPROVEMENT

AIRBUS MODIFICATION AIRBUS
COMPONENT ATA VENDOR TFU SIL VSB VALIDITY PN AFFECTED NOTES
MOD EMBODIMENT SB
F3231826400000
A330 F0003170601500
Goodrich 32-3219
A340 F0003170600900
LG Safety Return Line 29 Actuation 29.00.00.035 D31AB443-32-03 32-4263
A340-500 F0003170601400
System 32-5086
A340-600 F0003152800000
A2901098100000
F3241083100000
29-3113
Line at braking plate 29 32.43.00.004 A330, A340 F3241032200000 200441
29-4088
F3241033600000
Line hydraulic system
29 29.10.00.031 A330, A340
accumulator
F3231042000000
F3231041900000
F3231040000000 29-4079
RH MLG door uplock A330 F3231033500000 29-3102
29 29.00.00.034
lines A340 F0003154900000 32-3223
A2901131900000 32-4266
F53912373001
NSA5516CA10NJ
A330
Hydraulic flexible hoses
29 29-098 A340
in overwing panel
A340-500/-600
NSA855113-30C IPC 29-11-05
A330 29-5007
Tee in Spoiler 5 area 29 ALL 29.11.05.001 NSA855113-10C 53814 IPC 29-11-50
A340-500/-600 29-3100
NSA855113-8C IPC 27-64-50
AOL A340/CFM56-00- 340D8661-501
A340 CFM56-5C EDP
29 Goodrich 29.10.00.021 033 A340 340D8661-503 AMM 29-11-49
Case Drain Line
Goodrich SB RA34029-6 340D8660-509
Hyd leak from HCU line 29 29.10.00.018 A340 CFMI F2901065200000 50416 MSN 528 29-4063
F0003160008400
A330 PW Pylon to Wing 48934
29 Aeroquip 29.12.06.001 A330 F0003160008500 MSN 466 54-3019
Interface Hose 49603
F0003160008600
A330 MSN 138 29-3061
HP Lines in Belly Fairing 29 F291107XX0000 46199
A340 MSN 139 29-4053
SIL NUMBER: 29-066

PAGE: 21 of 27
DATE: Mar 12/1997
AIRBUS INDUSTRIE
ATTACHMENT 1 : AVAILABLE LINE IMPROVEMENT (contd)

MOD EMBODIMENT SB
29-3071
43547 29-3070
Pylon Hydraulic pipes F29030XXXXXXX
29 AS 29.10.00.017 29-068 A330 43680 29-3064
damages X
46553 29-3068
29-3067
A330 42997 MSN 087 29-3007
Hoses in wing shroud box 29 Multiple PNs
A340 42067 MSN 089 29-4011
A330 MSN 083 29-3013
Hose 29 N/A F0003160007900 43696 OIT 999.0009/95
A340 MSN 078 29-4013
29-5006
52238
32-5042 OIT 999.0100/03
A340-500 52937
MLG Door closing line 29 29.00.00.032 29-5052 OIT 999.0129/04
A340-600 54447
32-5059 OIT 999.0142/06
54585
29-5009
Hydraulic Servicing Hand A330 51775 MSN 587 29-3098
Pump and Pipe Damage F2911091700000 51931
29 29.16.00.003 29-079 A340 MSN 585 29-4075
P95B06-201 53238
A340-500/-600 52597
AE708749-098
EDP Sense Lines 29 RR RB211-29-C720 A330 RR 43681
AE708749-099
29-3107
A330 29-4083 OIT 999.0077/07
B-nut loosening on hyd 29.10.00.031 29-5013
29 A340
accumulator 32.43.00.004
A340-500/-600 29-3120
58489
29-4092
Avionic bay contamination by A340-500 AOT 29A5014
29 29.13.00.005
hyd leak A340-600 OIT SE 999.078/08/LB
NLG Door Uplock Union A330 45220 32-3067
32 32.31.14.005 OIT 999.0144/96
Leakage A340 44865 32-4095
SIL NUMBER: 29-066

PAGE: 22 of 27
DATE: Mar 12/1997
AIRBUS INDUSTRIE
ATTACHMENT 1 : AVAILABLE LINE IMPROVEMENT (contd)

MOD EMBODIMENT SB
F3241032200000
F3241040200000
F3241032400000
Loose connection at the A330 56013 29-3113
32 32.43.00.004 F3241032100000
braking plate A340 200441 29-4088
F3241040100000
F3241033600000
F3241083100000
Hydraulic pipe leak in GE /
54 A330 54-3033
P&W Engine Pylons
A340 CFM56-5C T/R Rohr 4252035-1
78 78.31.00.082 RA34078-61 A340 CFMI 44065 MSN 123
actuator hyd pipe leakage Industries 4252047-1
RR EDP Case Drain Line 78 Rohr RB211-29-C885 A330 RR LJ51039 48375 MSN 382 29-3077
Hyd pressure hose

78 SB PW4G-100-72-125 A330/PW4000 OIT SE999.0024/08
inspection and replacement
T/R deploy pipe in CFM 4252036-1 AOL A340/CFM 56-99-
78 BF Goodrich N/A 4252-78-270 A340 CFMI N/A N/A N/A
Engine 4252049-1 022
SIL NUMBER: 29-066

PAGE: 23 of 27
DATE: Mar 12/1997
AIRBUS INDUSTRIE
ATTACHMENT 2 : AVAILABLE COMPONENT IMPROVEMENT

MOD EMBODIMENT SB
Yaw damper actuator A330 27-3125
27 Goodrich 27.26.00.011 SC4710-27-02 SC4710 49629
external leakage A340 27-4126
31115-060
Rudder servo control
27 Goodrich 27.24.00.011 31115-27-03 A330, A340 31115-070
seal protrusion
31115-080
848354
971844
Engine driven pump 972630
29 Vickers 29.11.51.001 848354-29-15 A330, A340
(shaft seal assembly) 974947
974976
974800
Engine Driven Pump 3022053-000-29-01 A330 29-3106
(Adaptor block 29 Eaton 29.10.00.029
porosity) 3022053-000-29-05 A340 29-4082
3022053-000-29-04 A330 29-3106
Engine Driven pump
(Amdt Letter D)
(low pressure 29 Eaton 29.10.00.030
regulation) A340 29-4082
3022053-000-29-05
3022053-000-29-03 A330 29-3106
Engine Driven pump
(Amdt letter C)
(Solenod valve 29 Eaton 29.10.00.033
crack) A340 29-4082
3022053-000-29-05
A340-500
Engine Driven Pump 29 Parker Parker SIL 29-215 66198-01/-02
A340-600
RR NMSB29-F577 A330 RR
RR NMSB29-E364
EDP Damper Seal AMM 29-11-65
29 RR 29.11.00.009 RR NMSB29-F727 A340-500
on RR engine AMM 20-29-00
RR SB29-E592 A340-600
RR SB29-G062
29-3111
A330
29-3119
CAR400 / 401 29 Goodrich 29.10.00.034
29-4086
A340
29-4096
SIL NUMBER: 29-066

PAGE: 24 of 27
DATE: Mar 12/1997
AIRBUS INDUSTRIE
ATTACHMENT 2 : AVAILABLE COMPONENT IMPROVEMENT (contd)

MOD EMBODIMENT SB
Ground Service Eaton
70902 29-3104
Manifold Screw 29 Aerospace 29.19.00.002 70902-29-04 A330, A340
70902-3/-4 29-4080
rupture Steerer
Sliding Union 29 FR Hitemp 29.11.00.005 HTE620071-1-29-1 A330, A340 45820 MSN 234 N/A
A330 29A3074
System Accumulator 29 Olaer 088259-29-02 088259-04644
A340 29A4059
EDP press. Multiple AS25361-916
29 A330 RR N/A MSN234 OIT999.049/98
Union O-ring Vendors NSA1612-16
Pylon crossbeam nut 29 A330 AN924 46006 MSN 219 N/A
A330 MSN 181 29-3062
Aluminium Union 29 Multiple PNs 45737
A340 MSN 228 29-4054
O-Ring on HP Multiple A330 NSA1612-XX MSN 132 29-3025
29 29.00.00.030 29-064 44216
manifold vendors A340 NSA1611-XX MSN 128 29-4025
A330 MSN 162 29-3027
T-fitting union 29 NSA855115-25 44838
A340 MSN 166 29-4028
A330, A340, 29-3101
29.10.00.023 CAR400-29-01 CAR400 54491 AOT A330-29A3111
Check Valve Leaks 29 Goodrich A340-500, 29-4078
CAR401 AOT A340-29A4086
A340-600 29-5008
Hamilton
A340-500
RAT WFI leakage 29 Sundstran 29.24.00.006 ERPS33T-29-01 772722D
A340-600
d
Goodrich
SB RA34029-8
Hydraulic Pressure
Elektro VSIL 450-1-3100-00- 50-1-3100-00
Switch 29 29.30.00.008 29-082 All 53932 29-4077
Metall 29-01 50-2-3100-00
Low Reliability
VSIL 450-2-3100-00-
29-01
Cracked unions and 29-3105
ASNA3760
sleeves on Titanium 29 Eaton 29.00.00.036 All 29-4081
ASNA3759
pipes 29-5012
SIL NUMBER: 29-066

PAGE: 25 of 27
DATE: Mar 12/1997
AIRBUS INDUSTRIE
ATTACHMENT 2: AVAILABLE COMPONENT IMPROVEMENT (contd)
AIRBUS MODIFICATION
COMPONENT ATA VENDOR TFU SIL VSB VALIDITY PN AFFECTED AIRBUS SB NOTES
MOD EMBODIMENT
2-1577-32-13
2-1578-32-9
2-1542-32-15
A330, A340
2-1545-12
Goodrich- 2-1577-32-11
Brake Unit 32 F6137-32-3341 2-1578-32-7
Messier
68-1357
68-1364
A330, A340
2-1577
2-1578
Goodrich
L/G Selector Valve D31AB441-32- A330 D31AB4412 32-3152
32 Actuation 50244
Manifold NRV Plug 05 A340 D31AB4411-2 32-4190
System
NLG Steering Change D23581-32-050 32-3188
32 Messier Dowty 32.51.17.003 A330, A340
Over Valve D23581-32-052 32-4235
NWS Actuator Change A34/56C-32-007 A340-500
32 Messier Dowty 32.51.17.002 32-104 10-100501-001 52795 32-5038
Over Valve A34/56N-32-042 A340-600
C20374000-1
C20374-32-030 32-3078
Brake Servo Valve 32 Messier Bugatti 32.42.48.002 A330, A340 C20374000-2
C20374-32-3350 32-4107
FA04804A-29-
Filter brake manifold 32 A330, A340 FA00512A 200493
001
Enhanced MLG retraction 32-3243
32 Messier Bugatti 32.31.46.010 A33/34-32-289 A330, A340

actuator leakage 32-4284
L/G Door by-pass vlv 32 FR Hitemp 32.31.01.004 HTE960023-32-1 A330, A340 HTE960023 MSN 281
L/G Door by-pass vlv FRH530014D-
32 32.00.00.009 A330, A340 FRH530014D
Bolts failure 32-1
NLG retraction actuator
32 32.31.22.002 D23581-32-071 A330, A340
leakage
NWS Actuator End Fitting A330 32-3130
32 Messier Dowty D23449-32-036 D23449000
Seals A340 32-4170
A330 32A3139 OIT 999.0079/01
Parking brake operated
32 Messier Bugatti 32.45.14.001 A25315-32-057 A25315-1 OIT999.0120/01
valve A340 32A4176 CN 2001-517/516
SIL NUMBER: 29-066

PAGE: 26 of 27
DATE: Mar 12/1997
AIRBUS INDUSTRIE
ATTACHMENT 2: AVAILABLE COMPONENT IMPROVEMENT (contd)
AIRBUS MODIFICATION
COMPONENT ATA VENDOR TFU SIL VSB VALIDITY PN AFFECTED AIRBUS SB NOTES
MOD EMBODIMENT
A330 088256-04644 32A3104
68-1357
Brake Accumulator 32 Olaer 088256-32-05 68-1364
A340 32A4147
2-1577
2-1578
SIL
OIT
Brake Accumulator 32 Olaer 08825604644- All 088259-04644
999.0016/04/CL
32-1
Brake return Accumulator - A330 32A3112
32 Messier Bugatti C20288-32A048 C20288000-2
insp A340 32A4151
A33/34-32-115 A330 114354001 MSN 244
MLG downlock Actuator 32 Messier Dowty 32.31.47.001 46557
A33/34-32-116 A340 201481001 MSN 246
A33/34-32-157 A330 114258004 32-3109
Bogie Pitch Trimmer 32 Messier Dowty 32.11.15.005 47458 MSN 325
A33/34-32-158 A340 201480002 32-4149
CLG Door Actuator 32 Liebherr 32.31.75.001 A340 CFM S4-3300940
T/R isolation Valve Filter in PW4G-100-78- AMM 29-11-49-
78 Rohr Industries A330 PW 905587-19 43547
PW pylon 65 200-802
SIL NUMBER: 29-066

PAGE: 27 of 27
DATE: Mar 12/1997

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Sil 29-066 PDF

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CUSTOMER SERVICES DIRECTORATE

1 ROND POINT MAURICE BELLONTE

SUBJECT: PREVENTING EXTERNAL HYDRAULIC LEAKS

ATA CHAPTER: 27, 29, 32, 52, 78

AIRCRAFT TYPE: A330, A340, A340-500, A340-600

APPLICABILITY: ALL A330, A340

0. REASON FOR REVISION

This is kept updated on a regular basis.

SIL NUMBER: 29-066

SERVICE INFORMATION LETTER

SIL NUMBER: 29-066

SERVICE INFORMATION LETTER

A330 / A340-200/300 Main Leak Driver OI Rates (2012 Symposium)

A340-500/600 Main Leak Driver OI Rates (2012 Symposium)

SIL NUMBER: 29-066

SERVICE INFORMATION LETTER

A330-200 / A340-500/600 - Rudder servo control seal protrusion

A330 / A340-200/300 - Yaw damper actuator external leakage

Tightness of the yaw damper is improved by SB A330-27-3125 and A340-27-4126 which

For more details please refer to TFU 27.26.00.011.

Engine Driven pump (EDP)

A330 / A340-200/300 - Eaton (Former Vickers) Shaft Seal Leakage

SIL NUMBER: 29-066

SERVICE INFORMATION LETTER

Note : all above Eaton EDP models are fully interchangeable.

A340-500/600 Parker (EDP P/N 66198-01/-02)

EDP damper seal on RR engine installation

A340-500/-600 Trent 500

SIL NUMBER: 29-066

SERVICE INFORMATION LETTER

A330 Trent 700

For more details please refer to TFU 29.11.00.009.

A330 / All A340 - Check Valve PN CAR400/CAR401 Leaks

For more information, refer to TFU 29.10.00.034

A330 / A340-200/300 - Ground Service Manifold - Screw rupture

SIL NUMBER: 29-066

SERVICE INFORMATION LETTER

A330 / All A340 - HP Filter

to 09580 are possibly affected by defective preformed packings.

For more information, refer to Goodrich-Messier SIL F6137-32-3341.

SIL NUMBER: 29-066

SERVICE INFORMATION LETTER

However, some operators have reported leakages on post SB A330-32-3152 or SB A340-32-

NWS Steering Change Over Valve

Part numbers affected are 10-100501-003, 10-100501-004.

SIL NUMBER: 29-066

SERVICE INFORMATION LETTER

Brake Servo Valve

For more details, refer to TFU 32.42.48.002.

Filter brake manifold

Enhanced MLG retraction actuator leakage (A330/A340 Only)

For more details, refer to TFU 32.31.46.010.

SIL NUMBER: 29-066

SERVICE INFORMATION LETTER

L/G Door Bypass Valve

NLG retraction actuator leakage

For more details, refer to TFU 32.31.22.002.

Parking Brake Operated Valve

SIL NUMBER: 29-066

SERVICE INFORMATION LETTER

Auto Brake Selector Valve Seal NAS1612-8

LG Safety valve return line

For more details, please refer to TFU 29.00.00.035.