EASB

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EMERGENCY

ALERT SERVICE BULLETIN

SUBJECT: FUSELAGE 

Check of the tail boom / Fenestron junction frame 

 ATA: 53 

AIRCRAFT 

CONCERNED NUMBER Version(s) 

Civil Military

EC130 05A017 B4, T2 

Revision No. Date of issue 

Revision 0 2014-06-06 

Revision 1 2014-06-13 

Revision 2 2015-02-20 

Summary: 

Visual check for cracks on the tail boom / Fenestron junction frame. 

Reason for last Revision: 

The purpose of Revision 2 is: 

- to propose the possibility of inspecting the tail boom / Fenestron junction frame from outside. 

- to provide details in paragraph 1.G. “Manpower”. 

- to introduce an inspection periodicity expressed in sling cycles for helicopters which carry out external load 

carrying operations. 

Compliance: 

Compliance with this ALERT SERVICE BULLETIN is mandatory. 

For the attention of 
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1. PLANNING INFORMATION 

1.A. EFFECTIVITY 

1.A.1. Helicopters/installed equipment 

On all EC130 B4 and T2 helicopters. 

1.A.2. Non-installed equipment 

Not applicable. 

1.B. ASSOCIATED REQUIREMENTS 

Not applicable. 

1.C. REASON 

Revision 0: 

On the EC130 B4 tail boom / Fenestron junction frame, two cases of cracks were found in a new area of the 

tail boom / Fenestron junction frame during non-scheduled inspections. 

Examination revealed that the crack initiated in the radius between the web and the flange on the tail cone 

side, in the lower RH part of the tail boom / Fenestron junction frame (Detail A, Figure 1). 

It spread rapidly, following the radius along the web of the tail boom / Fenestron junction frame. 

The cracks are of considerable length and no deterioration is visible from outside the helicopter. 

The inspection of this area which can reveal these cracks is scheduled at the "600 hours // 2 years" 

inspection. 

Information Notice (IN) No. 2167-I-53 was issued on June 15, 2010 to specify the applicable maintenance. 

Considering the cases encountered in service, this periodicity is unsuitable. 

In these conditions and under high tail rotor thrust load, the resistance margins of this junction may be 

insufficient.

Consequently, Airbus Helicopters makes compliance with this ALERT SERVICE BULLETIN mandatory. Its 

purpose is to enable a detailed visual check from inside the tail boom. 

Revision 1: 

The purpose of Revision 1 is to refer to the flying hours logged by the tail boom / Fenestron junction frame 

instead of the flying hours logged by the helicopter, in paragraph 1.E.2. 

Revision 2: 

Compliance with the previous revisions of this ALERT SERVICE BULLETIN required an inspection from 

inside the tail boom, with or without removal of the stabilizer. 

As this inspection from inside can be complex, the purpose of Revision 2 of this ALERT SERVICE 

BULLETIN is to propose an alternative inspection from outside the tail boom, which is possible following 

compliance with Service Bulletin No. 53-029, and to define who is allowed to perform the different checks. 

Furthermore, a follow-up in sling cycles has been added for helicopters which carry out external load carrying 

operations. 
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1.D. DESCRIPTION 

Compliance with this ALERT SERVICE BULLETIN consists in checking that there are no cracks on the tail 

boom / Fenestron junction frame. 

1.E. COMPLIANCE 

1.E.1. Compliance at the works 

Not applicable. 

1.E.2. Compliance in service 

Helicopters/installed equipment:

a) For helicopters on which SB No. 53-029 has not been complied with 

For helicopters equipped with a tail boom / Fenestron junction frame which has logged less than 690 flying 

hours: 

Comply with paragraph 3.B.1. at the latest when reaching 700 flying hours. 

Then, 

Comply with paragraph 3.B.1. or 3.B.2. at intervals not exceeding 25 flying hours or 390 sling cycles - Refer 

to the NOTE - (the first limit reached is applicable). 

For helicopters equipped with a tail boom / Fenestron junction frame which has logged 690 or more flying 

hours: 

Comply with paragraph 3.B.1. within 10 flying hours following receipt of Revision 1 of this ALERT SERVICE 

BULLETIN issued on June 13, 2014, unless compliance was ensured in accordance with Revision 0. 

Then, 

Comply with paragraph 3.B.1. or 3.B.2. at intervals not exceeding 25 flying hours or 390 sling cycles - Refer 

to the NOTE - (the first limit reached is applicable). 

b) For helicopters on which SB No. 53-029 has been complied with 

Comply with paragraph 3.B.3. at intervals not exceeding 10 flying hours or 250 sling cycles - Refer to 

the NOTE - (the first limit reached is applicable). 

NOTE 

Cycles are counted as follows: 

1 landing with or without stopping the rotor = 1 cycle 

1 external load carrying operation = 1 cycle 

Non-installed equipment: Not applicable. 
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1.F. APPROVAL 

 Approval of modifications: 

 Not applicable. 

Approval of this document: 

The technical information contained in this ALERT SERVICE BULLETIN Revision 0 was approved 

on June 06, 2014 under the authority of EASA Design Organization Approval No. 21J.056 for helicopters of 

civil versions subject to an Airworthiness Certificate. 

The technical information contained in this ALERT SERVICE BULLETIN Revision 1 was approved 

on June 13, 2014 under the authority of EASA Design Organization Approval No. 21J.056 for helicopters of 

civil versions subject to an Airworthiness Certificate. 

The technical information contained in this ALERT SERVICE BULLETIN Revision 2 was approved 

on February 20, 2015 under the authority of EASA Design Organization Approval No. 21J.056 for helicopters 

of civil versions subject to an Airworthiness Certificate. 
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1.G. MANPOWER 

For compliance with this ALERT SERVICE BULLETIN, Airbus Helicopters recommends the following 

personnel qualifications: 

Qualification: 

- 1 Technician to comply with paragraphs 3.B.1, 3.B.2, 3.B.3.(a) and (b). 

Or, 

- 1 Pilot to comply with paragraph 3.B.3.(a).

Or, 

- 1 Person appropriately trained and certified, in accordance with the local regulations in force, to comply with 

paragraphs 3.B.2, 3.B.3.(a) and (b). 

The time for the operations is given for information purposes, for a standard configuration. 

Time for the operations: approximately 1 hour to comply with paragraph 3.B.1. (with removal of the 

stabilizer) 

 approximately 30 minutes to comply with paragraph 3.B.2. (without removal of the 

stabilizer) 

 approximately 10 minutes to comply with paragraph 3.B.3. 

1.H. WEIGHT AND BALANCE 

Not applicable. 

1.I. EFFECT ON ELECTRICAL LOADS 

Not applicable. 

1.J. SOFTWARE MODIFICATION EMBODIMENT RECORD 

Not applicable. 

1.K. REFERENCES 

Aircraft Maintenance Manual (AMM): 

AMM: 55-11-00,4-1: Removal/Installation - Horizontal stabilizer 

Standard Practices Manual (MTC): 

- MTC: 20.04.01.102: Use of cleaning products on individual parts and on aircraft 

- MTC: 20.02.09.101: Crack detection through dye-penetrant inspection: General 

- MTC: 20.02.09.601: Checking structural parts/components using the dye-penetrant procedure 

1.L. DOCUMENTS AFFECTED 

Not applicable. 

1.M. INTERCHANGEABILITY OR MIXABILITY OF PARTS 

Not applicable. 
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2. MATERIAL INFORMATION 

2.A. MATERIAL: PRICE - AVAILABILITY - PROCUREMENT 

Not applicable. 

2.B. INFORMATION CONCERNING INDUSTRIAL SUPPORT 

Not applicable. 

2.C. MATERIAL REQUIRED FOR EACH HELICOPTER/COMPONENT 

 Products to be ordered separately: 

As per the Tasks specified in this ALERT SERVICE BULLETIN: 

The products can be ordered separately from the INTERTURBINE AVIATION LOGISTICS company. 

Website: http://www.interturbine.com

Telephone: +49.41.91.809.300 

AOG: +49.41.91.809.444 

2.D. MATERIAL TO BE RETURNED 

Not applicable. 
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3. ACCOMPLISHMENT INSTRUCTIONS 

3.A. GENERAL 

NOTE 1 

Contact details of the Airbus Helicopters Customer Service Technical Support 

Department: 

Tel.: +33 (0)4.42.85.97.89. 

Fax: +33 (0)4.42.85.99.66. 

E-mail: support.technical-airframe.ah@airbus.com 

3.B. OPERATIONAL PROCEDURE 

3.B.1. Inspection of the tail boom / Fenestron junction frame from inside the tail boom with removal of the 

stabilizer 

As per Figures 1 and 3: 

- Remove the horizontal stabilizer as per AMM Task 55-11-00,4-1. 

- If necessary, clean the area to be checked defined in figure 1 of the junction frame (a) 

(see detail A and cross-section B-B) as per MTC Work Card 20.04.01.102. 

NOTE 2 

For this inspection, the surface of the frame must be clean. 

- Check that there are no cracks on the web of the frame (a) and in the radius between the web and the 

flange on the tail cone side. Pay particular attention to the area around the 4 spars (b). (See Detail C) 

. If in doubt, perform a local non-destructive inspection of the inspection area (e.g. dye-penetrant inspection 

as per MTC Work Cards 20.02.09.101 and 20.02.09.601). 

Then interpret the results as per paragraph 3.B.4. 

3.B.2. Inspection of the tail boom / Fenestron junction frame from inside the tail boom without removal of the 

stabilizer 

As per Figures 2 and 3: 

NOTE 3 

For this inspection, the surface of the frame must be clean. 

- Using a borescope through the stabilizer opening, check that there are no cracks on the web of the frame 

(a) and in the radius between the web and the flange on the tail cone side. Pay particular attention to the 

area around the 4 spars (b). (See Detail C) 

. If in doubt, perform a local non-destructive inspection of the inspection area (e.g. dye-penetrant inspection 

as per MTC Work Cards 20.02.09.101 and 20.02.09.601). 

Then interpret the results as per paragraph 3.B.4. 
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3.B.3. Inspection of the tail boom / Fenestron junction frame from outside the tail boom 

NOTE 4 

This inspection can only be performed following compliance 

with Service Bulletin No. 53-029. 

As per Figure 4: 

a) Check that there are no cracks on frame (a) in the area of the skin cut-outs (upper and lower RH side, 

upper and lower LH side) (See Detail A - Figure 4). 

Only the RH side is shown in Figure 4. The LH side is identical. 

b) If in doubt, perform a local non-destructive inspection of the inspection area (e.g. dye-penetrant 

inspection as per MTC Work Cards 20.02.09.101 and 20.02.09.601). 

CAUTION 

THIS CHECK MUST BE PERFORMED IN THE NONPAINTED, CLEAN AREA. 

Then interpret the results as per paragraph 3.B.4. 

3.B.4. Interpretation of the results 

a) If there are no cracks: 

. Leave as is. 

. If previously removed, install the horizontal stabilizer as per AMM Task 55-11-00,4-1. 

. Resume flights. 

b) If any cracks are found: 

Before resuming flights: 

. Contact Airbus Helicopters to define the conditions for returning the helicopter to conformity 

(refer to NOTE 1). 

3.C. IDENTIFICATION 

 Identification of this document: 

Record first compliance with this ALERT SERVICE BULLETIN in the helicopter documents. 

3.D. OPERATING AND MAINTENANCE INSTRUCTIONS 

For helicopters on which SB No. 53-029 has been complied with: 

Comply with paragraph 3.B.1. or 3.B.2. (inspection from inside the tail boom) every 660 flying hours (T 

inspection). 
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Figure 1 

Check of the frame with removal of the stabilizer 

A 

a 

Cross-section 

B-B 

Fenestron 

DETAIL A – View looking aft 

a 

b 

b 

b 

C 

DETAIL C 

Tail boom 

B 

B 
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Figure 2 

Check of the frame without removal of the stabilizer

Borescope insertion 

A

a 

Cross-section 

B-B 

Fenestron 

DETAIL A – View looking aft 

a 

b 

b 

b 

C 

DETAIL C 

Tail boom 

B 

B 

b 
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Figure 3 

Examples of cracks 

Example of a 

crack 

Example of a 

crack 
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Figure 4 

Check of the frame from outside 

A 

Cut-out following compliance 

with SB No. 53-029 

Schematic representation 

of a crack with skin cutout

Only the RH side is 

shown. 

The LH side is 

identical to the RH 

side. 

a