AD/A330/57 Amdt 2 - Engine - Icing Conditions During Descent - Operational Procedure

The Directive rests on three main operational and technical concepts set out in the text: (A) a prescriptive AFM procedural change for descent into icing; (B) a dispatchability constraint tied to an MMEL item; and (C) a terminating modification that requires FADEC software revision across both engines.

A. AFM procedural change. The AFM amendment is prescriptive and concise: when icing (including ice crystals) is expected during descent the crew must, at top of descent or before entering icing, select ENG ANTI ICE and WING ANTI ICE to ON and select PACK FLOW at HI; below 10 000 ft normal operation is restored. The AD explicitly allows the AFM amendment to be accomplished either by inserting the specific text or by including A330 AFM TR 4.03.00/27 into the AFM. This creates a binding, aircraft-level operating limitation and instruction set that flight crews must follow whenever the condition identified applies.

B. Dispatch restriction tied to MMEL item 21-51-02. The AD adds a dispatchability constraint to the AOM/FCOM: dispatch with the “Pack Flow Selection” inoperative (item numbered 21-51-02 in the associated MMEL) is prohibited when the aircraft is operating in icing conditions. The Directive clarifies in Note 1 that other published dispatch conditions remain unaffected; in particular MMEL items relating to Air Conditioning Pack, Anti-Ice Protection and Bleed Air System are unchanged and remain valid. This ties permissible dispatch decisions under MEL/MMEL relief directly to ambient weather and system status, creating a conditional short-term grounding risk for aircraft with the specified inoperative item when icing is forecast or present.

C. FADEC software modification as terminating action. Requirement 3 mandates modification of FADEC software on both engines per SB A330-73-3048 or later EASA-approved revision, with a compliance deadline. The AD states that accomplishment of that Service Bulletin on both engines terminates the AD’s requirements. The Background further explains that Amendment 1 introduced the operational AOM/FCOM restriction; this Amendment “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.” The Directive therefore creates a two-stage response: near-term operational/document changes and a medium-term technical remedy that ends the short-term operational requirements.

Technical root cause concept. The text describes a specific physical mechanism: at high altitude, accretion of conventional ice or ice crystals in engine fan or booster stages during descent at low power can shed into the core inlet upon engine acceleration when variable bleed valve doors close, thereby increasing the water/air ratio and smothering the flame. The AD records that in the reported events engines restarted and then operated normally, but the temporary loss of both engines would constitute an unsafe condition. The AFM procedure increases the fuel/air ratio during descent in inclement weather to mitigate the risk; the FADEC software change incorporates inclement weather logic to automate or otherwise reduce the occurrence of the critical condition.

Regulatory framing. The Directive references EASA ADs (EASA AD 2006-0212-E, EASA AD 2006-0259-E, and EASA AD 2007-0215) as prior instruments and cross-references Airbus SB A330-73-3048. The AD is issued by the Civil Aviation Safety Authority and signed by a Delegate, establishing national enforceability within the CASA regime for the aircraft identified.

The AD identifies three principal affected groups: operators of the listed A330 variants, flight crew and operational control organisations, and maintenance organisations responsible for software modifications and log entries.

Operators. The applicability clause covers 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. Operators responsible for aircraft meeting the applicability must implement the AFM and AOM/FCOM amendments and, unless the terminating SB has already been installed, schedule and perform the FADEC software modification on both engines. The Directive sets specific short compliance windows for the documentation/operational changes (within five days) and a later deadline for the FADEC software (not later than 31 January 2008). Therefore operators who have not already embodied the SB or modification must allocate resources and maintenance slots to meet those dates.

Flight crews. The AFM amendment changes crew procedures for descent when icing (including ice crystals) is expected. Flight crews must select ENG ANTI ICE and WING ANTI ICE to ON and PACK FLOW at HI at top of descent or before entering expected icing conditions, and may only resume normal operation below 10 000 ft. The AOM/FCOM dispatch restriction also affects crew planning, because an aircraft with Pack Flow Selection inoperative cannot be dispatched into icing conditions. Crewing and dispatch staff must be informed and trained in these procedural and dispatch changes immediately after the operator implements the AFM/AOM/FCOM amendments.

Maintenance organisations and certifying staff. The FADEC software change requires maintenance planning, application of Airbus SB A330-73-3048, and documentation showing SB accomplishment on both engines. Maintenance providers and certifying staff must ensure the SB is performed per its instructions and that logbook entries, technical records, and AFM/AOM/FCOM amendments are recorded as required by regulation. Because the AD states that accomplishment of the SB on both engines terminates the DA requirements, maintenance records will be the evidence relied on to close out the AD.

Dispatch decision-makers and MEL controllers. The AD ties a specific MMEL item (Pack Flow Selection, item 21-51-02) to a weather-dependent dispatch prohibition. Dispatch control centres, MEL issuers, and accountable managers must interpret the MMEL item in light of the AD and ensure that dispatch clearances do not contravene the restriction. The AD also emphasises that other MMEL items relating to the air conditioning pack, anti-ice protection and bleed air system remain valid; those personnel must therefore reconcile existing MEL relief processes with the new conditional prohibition.

Regulatory bodies. The Directive is issued by CASA and references EASA ADs; national and regional regulators, and airworthiness authorities, will be affected in the sense they must accept or adopt the AD for operations under their oversight and may use it as a compliance basis for audits and surveillance.

Third parties (airports, ground handlers). Indirectly affected parties include scheduling and ground support, because required FADEC software work may require aircraft downtime and maintenance slots. The dispatch prohibition could increase cancellations or reallocation of aircraft if icing conditions are forecast and Pack Flow Selection is inoperative.

Excluded aircraft and transitional status. Aircraft already embodying Airbus modification 56554 during production, or on which SB A330-73-3048 (dated 6 June 2007) was already embodied in-service, are excluded from the AD’s applicability. Operators must verify records to determine whether the AD applies to a given airframe.

The Directive imposes affirmative duties on operators and establishes a terminating right tied to accomplishment of a specific service bulletin. The duties are mandatory and time-bound as stated in the AD.

AFM amendment duty. Requirement 1 obliges the operator to incorporate a specified AFM amendment unless that action has already been accomplished in accordance with earlier AD/A330/57 or AD/A330/57 Amdt 1. The text to be inserted is set out in the AD: “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.” The AD allows the amendment to be achieved either by including that text directly or by inserting A330 AFM TR 4.03.00/27 into the AFM. The duty must be fulfilled within five days after the effective date of the Amendment.

AOM/FCOM amendment and dispatch restriction duty. Requirement 2 obliges the operator, unless previously accomplished in accordance with AD/A330/57 Amdt 1, to amend the AOM or FCOM by inserting the given dispatch restriction or including a copy of this Amendment. The dispatch restriction is explicit: dispatch with the “Pack Flow Selection” inoperative (MMEL item 21-51-02) is prohibited when the aircraft is operating in icing conditions. This also must be completed within five days after the Amendment’s effective date. The AD’s Note 1 clarifies that other published dispatch conditions remain unaffected.

FADEC software modification duty. Requirement 3 requires modification of the FADEC software of both engines in accordance with instructions defined in SB A330-73-3048 or a later EASA-approved revision. The AD sets a compliance deadline of not later than 31 January 2008 for this work. The AD expressly states that accomplishing SB A330-73-3048 on both engines terminates the AD’s requirements.

Right to terminating action. The AD provides a discrete right: operators who accomplish the SB on both engines obtain termination of the operational and dispatch requirements imposed by this AD. This is a clear compliance path from an operator perspective: short-term operational and documentation steps are mandatory until the SB is embodied on both engines.

Documentary and procedural record-keeping duties implied by the AD. While the AD does not lay out a detailed documentary protocol, the nature of the requirements implies duties: insertion of AFM text, amendment of AOM/FCOM (or inclusion of the Amendment), and completion of SB work must be recorded in the aircraft technical records and operations manuals so the operator can demonstrate compliance. The AD itself notes the AFM amendment may be implemented by including A330 AFM TR 4.03.00/27, and the AOM/FCOM amendment can be satisfied by including a copy of the Amendment,both actions create documentary evidence.

Duty to check applicability. The applicability clause creates a duty on operators to verify whether their aeroplanes are excluded by prior embodiment of Airbus modification 56554 or the relevant SB. The AD highlights that prior accomplishment of actions under earlier AD issues (EASA AD 2006-0212-E, AD 2006-0259-E) affects whether Requirements 1 and 2 need to be repeated.

No penalties specified in the AD text. The Directive prescribes requirements and effective dates; it does not include any express statement of civil or criminal penalties in its text. The AD is issued by CASA and signed by a Delegate, establishing its authority, but readers must look to broader regulatory instruments for enforcement mechanisms and penalties, as they are not enumerated in this document.

The AD text itself sets mandatory actions and compliance deadlines but does not specify particular civil or criminal penalties or enforcement procedures within the document. The Directive is issued by the Civil Aviation Safety Authority and is signed by a CASA Delegate, which establishes it as an enforceable airworthiness requirement within CASA’s regulatory framework. The AD makes clear the effective date (27 September 2007) and gives binding compliance times for each requirement: Requirements 1 and 2 within five days after the effective date, and Requirement 3 not later than 31 January 2008.

Enforcement mechanisms implicit in the Directive. Although the AD text does not list specific sanctions, the following enforcement mechanisms are implied by the nature of airworthiness directives and by the actions the AD requires:

• Regulatory oversight and surveillance. The regulator (CASA) will use the AD as a basis for airworthiness surveillance and audits; operators will be expected to demonstrate that AFM/AOM/FCOM amendments and the FADEC SB have been completed within the specified timeframes.
• Operational control and dispatch. The AOM/FCOM amendment affects dispatchability directly. Non-compliant dispatch decisions (for example dispatching with Pack Flow Selection inoperative into icing) would breach the operator’s procedures and could result in regulatory action under general aviation safety legislation or operational oversight.
• Continued airworthiness records. Maintenance and flight operation inspectors will review technical records and entries that demonstrate SB accomplishment and manual amendments. Failure to hold adequate records could trigger remedial action.

No monetary fines or criminal penalties appear in the AD text. The AD does not itself prescribe a penalty scale, nor does it define administrative enforcement steps such as mandatory rectification notices or suspension of operations. To identify precise penalty mechanisms available to CASA or consequences for non-compliance, users must consult the wider regulatory framework under which CASA enforces airworthiness directives and operational non-compliance; such material is outside the four corners of this AD.

Terminating action as a compliance safeguard. The AD provides a terminating action: accomplishment of SB A330-73-3048 on both engines terminates the requirements of this Amendment. That mechanism functions as a predictable compliance pathway that operators can use to remove operational restrictions imposed by the AD. The AD also references prior EASA ADs and indicates that SB A330-73-3048 or later EASA-approved revisions are acceptable, which gives operators a defined technical remedy to achieve compliance and avoid ongoing operational restrictions.

References to other authorities. The AD mentions EASA AD numbers (EASA AD 2006-0212-E, EASA AD 2006-0259-E, EASA AD 2007-0215). Those references may be relevant to enforcement and to how CASA coordinates with other authorities, but the AD does not describe cross-jurisdictional enforcement arrangements within its text.

The AD explicitly cross-references manufacturer service information and European Aviation Safety Agency (EASA) airworthiness directives, and it interacts procedurally with MMEL/MEL, AFM, AOM/FCOM, and maintenance recordkeeping regimes. The text contains specific interaction clauses and clarifications.

Interaction with MMEL/MEL and dispatch rules. Requirement 2 inserts a dispatch restriction into the AOM/FCOM which states: “Dispatch with the ‘Pack Flow Selection’ inoperative (item numbered 21-51-02 in the associated MMEL) is prohibited when the aircraft is operating in icing conditions.” The AD also notes that “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.” Practically, this AD adds a weather-dependent constraint to MMEL item 21-51-02; operators must reconcile existing MEL relief procedures and approvals with the prohibition and ensure their MEL issuances and dispatch decisions remain compliant.

Interaction with AFM/AOM/FCOM regulatory functions. The AD requires amendments to flight manuals and operations manuals. Those manuals form part of the regulatory approval basis for operations; changes must be implemented in accordance with air operator certificate conditions and any required approvals. The AD allows the AFM change to be made by inserting either the explicit text provided or A330 AFM TR 4.03.00/27. The AOM/FCOM change can be effected by inserting a copy of this Amendment. These interactions require operators to document the manual changes and, if their regulatory framework requires, obtain or record approval for manual revisions.

Interaction with manufacturer Service Bulletins and engine control software. Requirement 3 mandates FADEC software modification per SB A330-73-3048 or a later EASA-approved revision. The AD treats the Service Bulletin as the technical means to effect a terminating action. This reflects standard airworthiness practice where ADs mandate manufacturer SBs and allow later approved revisions to be used. Operators must comply with the SB in accordance with the SB’s instructions and then record the SB accomplishment as part of the airworthiness records. The AD’s exclusion of aircraft that already embody Airbus modification 56554 or SB A330-73-3048 (6 June 2007) also links directly to submission and evidence of prior conformity with manufacturer modifications.

Interaction with EASA ADs and prior AD history. The AD references EASA AD 2006-0212-E and EASA AD 2006-0259-E in Requirement 1 and 2 preambles, and notes “EASA AD 2007-0215 refers.” The AD functions in relation to those EASA instruments by preserving actions already accomplished under earlier EASA ADs, thereby avoiding duplication. Operators that complied with those earlier EASA ADs may not need to repeat AFM/AOM/FCOM actions; the AD requires operators to determine whether requirements have already been satisfied in accordance with those earlier ADs.

Interaction with operational safety regimes and crew training. The AFM procedure beyond a manual amendment entails operational training and briefing for flight crew. Operators must ensure that the crew training and standard operating procedures reflect the revised AFM text and the dispatch restriction. That interaction implicates the broader regulatory training oversight mechanisms for air operators.

No explicit interaction with criminal or civil statutes in the AD text. The Directive does not itself set out how non-compliance would be prosecuted or penalised under civil or criminal law. Any enforcement action would proceed under the broader statutory framework governing CASA’s regulatory powers, which is outside the AD itself.

The AD contains an internal amendment history summary. The relevant dates and prior instrument references are explicitly stated in the text.

Original Directive. The original issue of this Directive became effective on 19 July 2006. That original issue mandated the initial operational procedure intended to increase the fuel/air ratio in the engine during descent and under inclement weather conditions, as a mitigation for the risk identified in the background section.

Amendment 1. Amendment 1 of this Directive became effective on 31 August 2006. The text states that 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.” That describes the step where the dispatch restriction was first imposed before the present Amendment 2.

This Amendment (Amdt 2). The current document is AD/A330/57 Amdt 2. It continues the requirements of the previous issues (original and Amendment 1) 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.” The AD records the Amendment’s effective date as 27 September 2007 and specifies compliance windows: Requirements 1 and 2 within five days after the effective date, and Requirement 3 (FADEC software modification) not later than 31 January 2008.

Related EASA AD references. The AD explicitly references EASA AD 2006-0212-E and EASA AD 2006-0259-E in the Requirement preambles, and it notes that EASA AD 2007-0215 refers. The Service Bulletin specified is SB A330-73-3048, dated 6 June 2007, which the AD identifies as the instruction set for FADEC modification; it also allows application of later EASA-approved revisions of that SB.

Terminating action documented. The AD makes clear that “Accomplishment of SB A330-73-3048 on both engines terminates the requirements of this Amendment.” That closing mechanism is an explicit part of the Amendment 2 text and indicates the AD’s designed lifecycle: near-term operational controls remain in force until a specific technical modification is embodied fleetwise.

Signatory and issuance. The AD bears the name of Charles Lenarcic as Delegate of the Civil Aviation Safety Authority, with a signature date shown as 14 August 2007. That situates the Amendment relative to its effective and compliance dates.

The AD as provided contains no litigation history. The text does not reference any court decisions, administrative appeals, formal disputes, or judicial challenges arising from the Directive. It lists previous EASA ADs and the manufacturer Service Bulletin history, but it does not record any litigation, enforcement proceedings, or legal challenges to the content or application of the AD.

Practically, an absence of litigation history in the AD document means that any legal disputes or appeals, if they occurred, are not recorded in the instrument itself. To identify litigation or judicial consideration related to this AD, users would need to consult external case law databases, regulatory records, or tribunal decisions. Those materials are not contained in the AD text provided and therefore are outside the source material for this note.

The AD text contains several concrete operational and compliance pitfalls that an operator must watch for; these are matters the Directive itself highlights or implies.

Rapid compliance for manual changes. Requirements 1 and 2 must be done within five days after the Amendment’s effective date (27 September 2007). That is a short window for operators to update AFM, AOM/FCOM, brief crews, and adjust dispatch routines. A delay or oversight in carrying out these documentation and procedural changes could leave crews without the mandated AFM text and expose operators to operational non-conformity.

Narrow content and precise wording. The AFM amendment sets a specific sequence and timing: “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.” Operators must ensure the exact procedural steps are inserted in the AFM or that A330 AFM TR 4.03.00/27 is incorporated. Deviations from the prescribed text could be treated as non-compliant with the AD.

Pack Flow Selection MMEL linkage. The dispatch restriction references a specific MMEL item number, 21-51-02, described as “Pack Flow Selection” inoperative. Operators must interpret their MMEL consistently with the AD. An operational gotcha arises if MMEL numbering differs across operator documentation or if variants of the MMEL use different wording; the AD ties its ban to that numeric item, so operators must map their MEL/MMEL references accurately.

Weather dependency and dispatch impact. The prohibition is conditional: it applies “when the aircraft is operating in icing conditions.” Operators need robust weather assessment and dispatch procedures to determine whether dispatch would breach the prohibition. If an aircraft has Pack Flow Selection inoperative and icing is forecast or present, dispatch is prohibited. That introduces a scheduling and commercial risk for operators with deferred pack-related maintenance.

FADEC modification must be embodied on both engines. The AD’s terminating action requires accomplishment of SB A330-73-3048 on both engines. Embodying the SB on only one engine does not terminate the AD’s requirements. Operators must plan maintenance slots and supply chain access so both engines receive the FADEC software change.

Exclusions require verification. Aircraft that incorporated Airbus modification 56554 during production or that have SB A330-73-3048 dated 6 June 2007 embodied whilst in service are excluded from the AD. Operators must verify maintenance and production modification records to determine whether their aircraft are excluded; failure to correctly identify exclusions could lead to unnecessary work or, conversely, failure to perform required actions.

Service Bulletin revision control. Requirement 3 permits modification “in accordance with instructions defined in SB A330-73-3048 or later EASA approved revision.” Operators must ensure they use an EASA-approved revision and document which revision was used. Using an unapproved revision or a manufacturer-only revision without EASA endorsement could raise compliance questions.

Implicit training and human factors. The AFM procedure places an immediate operational burden on flight crews, requiring action at top of descent or before entering expected icing. Operators must ensure that crews understand what constitutes “icing conditions (including ice crystals) expected during descent” and when to implement the AFM procedure. Ambiguity in weather interpretation could lead to inconsistent application.

Coordination with maintenance and dispatch units. The AD requires close coordination between flight operations, maintenance planning, and dispatch. FADEC software changes will require maintenance downtime; if maintenance planning fails to align with the terminating-action logic, operators may be left operating under the AD’s dispatch restriction longer than necessary.

Records as evidence. The AD’s terminating action depends on SB accomplishment on both engines. Operators need clear recordkeeping practices to show compliance. Incomplete or ambiguous entries in the technical log or maintenance records could cause regulators or auditors to conclude the AD has not been satisfied.

No explicit penalties in the AD. The AD does not state consequences for non-compliance within the document; operators cannot rely on the AD text alone to identify the regulatory enforcement mechanism. They must consult the broader legislative and regulatory enforcement framework to understand the consequences of failing to comply.

The AD’s requirements provide a straightforward compliance pathway. Below is a stepwise, source-grounded checklist operators should follow, with the deadlines specified in the Directive.

Step 1 , Verify applicability and exclusions. Check each airframe to determine whether Airbus modification 56554 was embodied during production or whether SB A330-73-3048 dated 6 June 2007 has already been embodied in-service. The AD excludes aircraft with those modifications from its applicability. Maintain documentary evidence showing either applicability or exclusion.

Step 2 , Implement AFM amendment (Requirement 1). If Requirement 1 has not already been accomplished under earlier AD/A330/57 or Amendment 1, incorporate the exact AFM amendment text provided in the AD or include A330 AFM TR 4.03.00/27 into the AFM. The text to be inserted reads: “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.” This action must be completed within five days after the Amendment’s effective date.

Step 3 , Amend AOM/FCOM with dispatch restriction (Requirement 2). If not already done under Amendment 1, insert into the AOM or FCOM the dispatch restriction: “Dispatch with the ‘Pack Flow Selection’ inoperative (item numbered 21-51-02 in the associated MMEL) is prohibited when the aircraft is operating in icing conditions.” Alternatively, include a copy of this Amendment into the AOM/FCOM. Complete this within five days after the Amendment’s effective date. Ensure dispatchers and MEL control staff are notified and procedures updated to prevent prohibited dispatch decisions.

Step 4 , Train and brief flight crews. After AFM and AOM/FCOM changes are implemented, brief flight crews on the new AFM procedure and AOM/FCOM dispatch restriction. Ensure standard operating procedures and training materials reflect the new AFM text and that pilots understand the timing trigger (“top of descent, or at the latest before entering the expected icing conditions”) and the threshold for restoring normal operation (below 10 000 ft).

Step 5 , Schedule FADEC software modification (Requirement 3). Arrange for modification of the FADEC software of both engines in accordance with SB A330-73-3048 or a later EASA approved revision. The AD sets the deadline as not later than 31 January 2008. Plan maintenance slots and resources so the SB can be embodied on both engines within the timeframe. Use only the SB or an EASA-approved later revision, and document the revision used.

Step 6 , Record keeping and evidence. Make the necessary AFM and AOM/FCOM manual amendment entries, including revision numbers and dates, and retain copies. After completing SB A330-73-3048 on both engines, record the SB accomplishment appropriately in the technical log and maintenance records; note that accomplishing the SB on both engines terminates the AD’s requirements. Keep these records readily available for regulatory inspections.

Step 7 , Reconcile MMEL/MEL procedures. Update MEL issuances where necessary to reflect that item 21-51-02 (Pack Flow Selection inoperative) may not be used to dispatch into icing conditions until the SB is embodied on both engines, unless the aircraft is excluded. Ensure MEL and dispatch staff have clear guidance on weather criteria for icing conditions as used in the AD.

Step 8 , Monitor EASA and Airbus communications. The AD allows later EASA-approved revisions of SB A330-73-3048. Monitor regulatory and manufacturer communications for any revised SB versions or clarifications; apply only EASA-approved revisions as permitted by the AD.

Step 9 , Evidence for termination. Once SB A330-73-3048 has been accomplished on both engines, confirm that the operator’s records show the SB completion and that the AFM/AOM/FCOM amendments are recorded as superseded where applicable. Because the AD states that SB accomplishment terminates the Amendment’s requirements, maintain verifiable documentary evidence to demonstrate termination in audits.

Step 10 , Operational contingency planning. Because the dispatch restriction is weather-dependent, implement contingency plans for ground handling, re-routing, and passenger/customer communications if an aircraft with Pack Flow Selection inoperative cannot be dispatched due to icing conditions. Consider scheduling FADEC SB work in a way that minimises commercial disruption.

These steps follow the text of the AD exactly: Requirements 1 and 2 must be carried out within five days after the effective date; Requirement 3 must be carried out not later than 31 January 2008; accomplishment of SB A330-73-3048 on both engines terminates the AD requirements. The AD also notes in its background that the AFM procedure was the original operational mitigation and that the FADEC software incorporates an inclement weather logic improvement intended to remove the need for the temporary operational measures.