{"id":"F2007L02664","name":"AD/A330/57 Amdt 2 - Engine - Icing Conditions During Descent - Operational Procedure","slug":"ad-a330-57-amdt-2-engine-icing-conditions-during-descent-operational-procedure","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":68513,"registerId":"commonwealth-F2007L02664-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"Airbus Industrie A330 Series Aeroplanes","sectionType":"division","heading":"Airbus Industrie A330 Series Aeroplanes","content":"### Airbus Industrie A330 Series Aeroplanes\n\n| AD/A330/57 Amdt 2 | Engine - Icing Conditions DuringDescent - Operational Procedure | 10/2007 |\n| ----------------- | --------------------------------------------------------------- | ------- |\n\n| Applicability: | Airbus A330-201, -202, -203, -301, -302 and -303 series aeroplanes, all serial numbers except those on which Airbus modification 56554 has been embodied during production or Airbus SB A330-73-3048 dated 6 June 2007 has been embodied whilst in service. |\n| -------------- | ---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n| Requirement: | 1. If not previously accomplished in accordance with either AD/A330/57 (EASA AD 2006-0212-E) or AD/A330/57 Amdt 1 (EASA AD 2006-0259-E), incorporate the following amendment into the Aircraft Flight Manual (AFM): |\n| | “ICING CONDITIONS EXPECTED DURING DESCENT• If icing conditions (including ice crystals) are expected during descent:• At top of descent, or at the latest before entering the expected icing conditions:Select ENG ANTI ICE and WING ANTI ICE to ON.Select PACK FLOW at HI.• Below 10 000 ft:Resume normal operation.” |\n| | The amendment may be accomplished by including the text detailed below or by including A330 AFM TR 4.03.00/27 into the AFM. |\n| | 2. If not previously accomplished in accordance with AD/A330/57 Amdt 1, amend the Aircraft Operations Manual (AOM) or Flight Crew Operating Manual (FCOM) by inserting the following dispatch restriction or by including a copy of this Amendment into the AOM or FCOM. |\n\n| | Dispatch restriction:- Dispatch with the “Pack Flow Selection” inoperative (item numbered21-51-02 in the associated MMEL) is prohibited when the aircraft is operating in icing conditions. |\n| ----------- | ---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n| | Note 1: All the other published dispatch conditions remain unaffected by this AD. In particular the MMEL items relating to Air Conditioning Pack, Anti-Ice Protection and Bleed Air System are unchanged and remain valid. |\n| | 3. Modify the full authority digital engine control (FADEC) software of both engines in accordance with instructions defined in SB A330-73-3048 or later EASA approved revision. |\n| | Accomplishment of SB A330-73-3048 on both engines terminates the requirements of this Amendment. |\n| | Note 2: EASA AD 2007-0215 refers. |\n| Compliance: | For Requirements 1 and 2 - Within five days after the effective date of this Amendment. |\n| | For Requirement 3 - Not later than 31 January 2008. |\n| | This Amendment becomes effective on 27 September 2007. |\n| Background: | Several A330 aircraft equipped with General Electric (GE) CF6-80E1 engines experienced an engine flame out during descent, 2 to 3 seconds after engine acceleration upon aircraft altitude capture, under inclement weather conditions. In all cases, the engines restarted and then operated normally. |\n| | Analysis has shown that at high altitude an accretion of the conventional ice or ice crystals in the engine fan or booster stages during descent at low engine power can shed in significant amount into the core inlet upon engine acceleration when the variable bleed valve doors close. This ice ingestion will then increase the water/air ratio leading to flame smothering. |\n| | This situation if not corrected can lead to the temporary loss of both engines thrust in flight which constitutes an unsafe condition. In order to mitigate the risk of a dual engine flame out in flight, the original issue of this Directive mandated the operational procedure which increases the fuel/air ratio in the engine during the descent and under inclement weather conditions. |\n\n| | Amendment 1 introduced further operational requirements by amendment to the AOM and FCOM. This placed dispatch restrictions on the aeroplane in the case of the pack flow selection being inoperative under MEL conditions. In those circumstances the aeroplane is not allowed to be dispatched into icing conditions. |\n| --- | ----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n| | This Amendment continues the requirements of the previous issues and mandates the terminating action of the operational procedure together with the dispatch restriction by installation of new FADEC Software Version E1.O, which incorporates inclement weather logic improvement with other minor modifications. |\n| | The original issue of this Directive became effective on 19 July 2006. |\n| | Amendment 1 of this Directive became effective on 31 August 2006. |\n\n![](image.001.png) \nCharles Lenarcic \nDelegate of the Civil Aviation Safety Authority\n\n14 August 2007","sortOrder":0},{"sectionNumber":"AD/A330/57 Amdt 2","sectionType":"part","heading":"AD/A330/57 Amdt 2","content":"## AD/A330/57 Amdt 2","sortOrder":1},{"sectionNumber":"Engine - Icing Conditions DuringDescent ","sectionType":"part","heading":"Engine - Icing Conditions DuringDescent - Operational Procedure","content":"## Engine - Icing Conditions During \nDescent - Operational Procedure","sortOrder":2},{"sectionNumber":"10/2007","sectionType":"part","heading":"10/2007","content":"## 10/2007","sortOrder":3}],"analysis":{"flash_summary":{"complexity_score":4,"scope_assessment":{"changed":false,"description":"The amendment refines and completes an existing safety measure rather than expanding it beyond the original safety purpose. The directive’s intent remains to mitigate the risk of engine flame‑out during descent caused by ice/ice‑crystal ingestion (Background). Amendment 1 added an operational dispatch restriction for cases when the Pack Flow Selection is inoperative; Amendment 2 continues the same safety measures and mandates a FADEC software update (the terminating action). These changes adjust the means of compliance (manual updates, a software fix) and add an explicit terminating action, but do not broaden the scope of hazards or the types of aeroplanes affected beyond the original A330 engine/icing issue (Applicability; Requirements)."},"complexity_factors":["Single aircraft family but with exclusions (production mod 56554 or SB A330-73-3048 already embodied) — conditional applicability","Three separate mandatory actions (AFM text, AOM/FCOM dispatch restriction, FADEC software update) with different compliance deadlines","Cross-references to external documents and approvals (SB A330-73-3048, later EASA-approved revisions, MMEL item 21-51-02, EASA AD references)","Terminating action logic: embodiment of service bulletin on both engines cancels earlier requirements (requires tracking per‑aircraft status)","Tight, differing compliance timelines (AFM/AOM within 5 days; FADEC by 31 Jan 2008)","Operational interaction between flight crew procedures, dispatch/MEL rules, and maintenance/engineering actions","Notes and background that describe technical causation but do not quantify operational impacts"],"plain_english_summary":"**What this directive does (mechanically)**\n\n- Applies to Airbus A330-201/202/203 and A330-301/302/303 aeroplanes except those that already have Airbus production modification 56554 or the service bulletin SB A330-73-3048 embodied in service (Applicability).\n- Requires three things (Requirements):\n 1. Add a short procedure to the Aircraft Flight Manual (AFM) telling flight crews what to do if icing (including ice crystals) is expected during descent: at or before top of descent select ENG ANTI ICE and WING ANTI ICE ON, set PACK FLOW to HI, and resume normal operation below 10,000 ft. The AFM change must be made within five days (Requirement 1; Compliance).\n 2. Insert a dispatch restriction into the Aircraft Operations Manual (AOM) or Flight Crew Operating Manual (FCOM): the aeroplane must not be dispatched into icing conditions if the “Pack Flow Selection” item (MMEL item 21-51-02) is inoperative (Requirement 2; Compliance).\n 3. Modify both engines’ FADEC (full authority digital engine control) software in accordance with SB A330-73-3048 (or a later EASA‑approved revision). Installing that SB on both engines removes (terminates) the AFM/AOM requirements of this directive (Requirement 3; Note 2; Compliance).\n\n- Timing: AFM/AOM changes must be done within five days of the amendment coming into effect; FADEC software must be updated no later than 31 January 2008 (Compliance).\n\n**Who is affected**\n\n- Aircraft operators and maintenance organisations responsible for the affected A330 series (those who have not already incorporated the specified modification or service bulletin).\n- Flight crews, because of the new AFM procedure to be followed during descent when icing is expected.\n- Dispatch and operations officers, because they must observe the new MEL/dispatch restriction on Pack Flow Selection.\n- Maintenance/engineering staff, who must plan and install the FADEC software update per the referenced service bulletin.\n\n**Why the rule exists (stated safety rationale)**\n\n- Background reports show that, during descent in inclement weather, ice (including ice crystals) can build up in the engine fan/booster stages at altitude and then shed into the core when engine acceleration occurs. Ingestion of this ice can raise the water/air ratio and temporarily extinguish combustion, causing a brief engine flame-out. The AFM procedure increases the engine fuel/air ratio during descent and the pack flow procedure to reduce the risk of such flame-outs until the FADEC software change provides a long-term fix (Background; Requirements).\n\n**Practical effects, trade-offs and implementation issues**\n\n- Immediate compliance work: operators must update AFM and AOM/FCOM within five days (Compliance). That is a low-documentation burden but a tight deadline for airlines to issue the revised manuals and train/brief crews.\n- Operational constraint: the dispatch restriction prevents dispatch into icing conditions when the Pack Flow Selection is inoperative under the MMEL item (Requirement 2). That concentrates costs on operators who frequently operate with that MEL item—those flights may be delayed, cancelled or require rectification before dispatch.\n- Maintenance / downtime and scheduling: the FADEC software update is the terminating action but must be scheduled and installed on both engines by the specified deadline (Requirement 3). That requires maintenance planning, possible aircraft downtime and software release control.\n- Effects on flight operations and fuel/air systems: the AFM procedure requires selecting PACK FLOW HI during descent in icing; that changes pack performance and bleed/air distribution during that phase. The AD does not quantify fuel or system penalties, but operators should assess any small impacts to fuel burn, pack loads, or cabin environmental control during the descent phase and incorporate them into operational planning.\n- Incentives and choices: until FADEC software is embodied, the rule incentivises operators to prioritise doing the SB/FADEC update (terminating action). It also makes operators more likely to avoid dispatching aircraft with packs inoperative into icing conditions.\n- Compliance risk: failure to update manuals or observe the dispatch restriction exposes operators to regulatory non‑compliance; failure to install FADEC software leaves aircraft operating under the interim procedures.\n- Regulatory dependencies and approvals: the FADEC modification must follow the referenced service bulletin or a later EASA‑approved revision (Requirement 3), so operators rely on approved vendor documentation and regulatory acceptance.\n\n**Where the directive terminates its own requirements**\n\n- Installing SB A330-73-3048 on both engines ends the AFM/AOM/FCOM requirements in this directive (Requirement 3). That means the manual changes and dispatch restriction are interim mitigations until the software fix is in place.\n\n(References in parentheses point to the relevant parts of the directive: Applicability; Requirements 1–3; Notes; Compliance; Background.)"},"flash_summary_failed":{"failed":true,"reason":"A positive credit balance is required for all requests, including BYOK, so fallback providers remain available. Add credits at https://vercel.com/d?to=%2F%5Bteam%5D%2F%7E%2Fai%3Fmodal%3Dtop-up to continue.","source":"analysis-cron"},"kimi_summary":{"content_quality":"ok","complexity_score":4,"scope_assessment":{"changed":false,"description":"This is a focused, single-issue airworthiness directive addressing a specific engine icing problem. The amendments have remained tightly scoped to the original safety issue (engine flame-out during descent in icing conditions) without expanding into unrelated operational areas. Amendment 2 adds the terminating action (FADEC software update) but this represents the logical completion of the original safety remediation rather than scope creep."},"complexity_factors":["Multiple compliance pathways: operators can comply via different methods (inserting text directly vs. referencing specific manual revisions)","Cascading amendment structure: this is Amendment 2, which modifies requirements from the original AD and Amendment 1, requiring operators to track what was 'previously accomplished'","Conditional applicability: excludes aircraft with specific production modifications or service bulletins already embodied","Cross-references to external documents: references EASA ADs (2006-0212-E, 2006-0259-E, 2007-0215), Airbus Service Bulletin A330-73-3048, and MMEL item 21-51-02","Terminating action concept: Requirement 3 nullifies Requirements 1 and 2 once completed, creating a conditional compliance structure","Dual compliance timelines: different deadlines for operational procedures (5 days) vs. hardware/software modification (months later)","Technical aviation terminology requiring domain knowledge: FADEC, MEL/MMEL, AFM, AOM, FCOM, SB, 'embodied during production'"],"plain_english_summary":"This CASA Airworthiness Directive mandates urgent actions for certain Airbus A330-200/300s (except those with specific factory mod/SB) after reports that ice ingestion at descent can cause temporary dual-engine flameouts. Operators must immediately amend flight and ops manuals to use anti-ice/high‑flow procedures and restrict dispatch with a pack-flow MEL fault, and must install revised FADEC software by 31 Jan 2008. The measures provide a short-term operational fix and a permanent software solution to prevent catastrophic dual-engine loss."}},"importantCases":[],"_links":{"self":"/api/acts/ad-a330-57-amdt-2-engine-icing-conditions-during-descent-operational-procedure","history":"/api/acts/ad-a330-57-amdt-2-engine-icing-conditions-during-descent-operational-procedure/history","analysis":"/api/acts/ad-a330-57-amdt-2-engine-icing-conditions-during-descent-operational-procedure/analysis","conflicts":"/api/acts/ad-a330-57-amdt-2-engine-icing-conditions-during-descent-operational-procedure/conflicts","importantCases":"/api/acts/ad-a330-57-amdt-2-engine-icing-conditions-during-descent-operational-procedure/important-cases","documents":"/api/acts/ad-a330-57-amdt-2-engine-icing-conditions-during-descent-operational-procedure/documents"}}