Professional Documents
Culture Documents
Flight Airworthiness Support Technology: J U L Y 2 0 0 8
Flight Airworthiness Support Technology: J U L Y 2 0 0 8
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CUSTOMER SUPPORT AROUND THE CLOCK... AROUND THE WORLD
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Fax:+1 (305) 871 46 49 Kuwait City Kuwait Washington United States of America
Beijing, China Lanzhou China Wuhan China
Tel: +86 10 80 48 63 40 Larnaca Cyprus Xi'an China
Lisbon Portugal Zurich Switzerland
Fax:+86 10 80 48 65 76 37
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Flight Management Systems
on commercial aircraft 2
S
Past, present and future
U
Marino MODENA
B
R
New flight operations documentation
I
9
A
for the A380
Publisher: Bruno PIQUET Electronic documentation brings major
Editor: Kenneth JOHNSON improvements in usability and efficiency
Cover:
Francis PAYEUR
The Airbus ACJ parked at the Wilkins runway in the Antarctic.
Blue-ice runway operations are described in the article on page 26
Airbus, its logo, A300, A310, A318, A319, A320, A321, A330,
A340, A350, A380 and A400M are registered trademarks.
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Photo copyright Airbus on paper produced without using chlorine, to reduce
Photo credits: waste and help conserve natural resources.
x
Airbus Photographic Library, e m company, Airbus France Every little helps!
1
FLIGHT MANAGEMENT SYSTEMS ON COMMERCIAL AIRCRAFT - PAST, PRESENT AND FUTURE FLIGHT MANAGEMENT SYSTEMS ON COMMERCIAL AIRCRAFT - PAST, PRESENT AND FUTURE
Typical FMGC
architecture
Since the beginning of commercial
flight, it was clear to the people
FCU
involved (pilots, engineers and air
traffic specialists) that one of the
major challenges was to enable
aircraft flight in all weather con-
ditions while maintaining a mini-
ADR/IR
mum level of safety.
Primary Secondary
When commercial flights started ILS (MLS) flight controls flight controls
FMGC
to increase significantly in the early
1960s, one of the most im-portant ADF ECAM
items was to avoid flight
cancellation, while taking into RA Maintenance
account time and fuel savings. At
that time every flight was a ‘special VOR EFIS
mission’ where the entire cockpit
crew (three or more), had dedica- DME CPC
ted tasks to accomplish.
Clock ATSU (option)
With the continuous increase in
Backup nav
number of aircraft and routes (con- FCMC ACARS (option)
sidered as roads in the sky), it be-
details and for all flight phases for FADECs Thrust levers
Past, present and future This planning task, while not at all position based on direct distance to
Glossary:
easy, was not only time consuming various ground stations. The FMS
for the crew but could also divert uses this aircraft position to assist ACARS: Aircraft Communication Addressing
pilot attention when their efforts the flight crew in flight plan prepa- & Reporting System
The Flight Management System (FMS) can be navigate the aircraft. It calculates performance should be concentrated on other ration, allowing them to build-up ADF: Automatic Direction Finding
thought of as the ‘brain’ of the aircraft navigation data and the most fuel-efficient route to be flown important duties during particular the lateral and vertical trajectory ADR/IR: Air Data Reference/Inertial Reference
system, which assists pilots in navigation and based on typical aircraft parameters such as flight conditions. It was clear that that the aircraft should follow ATSU: Air Traffic Service Unit
flight preparation to compute the most efficient weight, cruise altitude and actual aircraft position, under these conditions an aid for during the various phases of the CPC: Cabin Pressure Controller
flight in fuel and time savings and automatically regardless of weather conditions. pilots was necessary to maintain flight: take-off, climb, cruise, des- DME: Distance Measuring Equipment
and exceed the required level of cent, approach and landing. ECAM: Electronic Centralized Aircraft Monitor
safety: this ‘assistant’ is now known EFIS: Electronic Flight Instrument System
under the name of the Flight Mana-
gement System.
Present Flight FADEC: Full Authority Digital Engine Control
FCMC: Fuel Control & Management Computer
Management FCU: Flight Control Unit
FMS only became standard equip-
ment on commercial aircraft at the
Systems FMGC: Flight Management & Guidance Computer
beginning of the 1970s, with the With today's FMS the crew ILS (MLS): Instrument Landing System
first automatic FMS using external workload is significantly reduced (Microwave Landing System)
position sensors for fuel manage- and they can easily optimize air- LGCIU: Landing Gear Control Interface Unit
Marino MODENA
Maintenance Marketing ment and pilot awareness. These craft performance to fly the most RA: Radio Altimeter
Airbus Customer Affairs sensors (e.g. the Inertial Reference fuel economic route or choose the SFCC: Slat Flap Control Computer
System) were (and are) used by the fastest route to a destination. VOR: VHF Omni-directional Range.
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FMS to calculate a precise aircraft
2 3
FLIGHT MANAGEMENT SYSTEMS ON COMMERCIAL AIRCRAFT - PAST, PRESENT AND FUTURE FLIGHT MANAGEMENT SYSTEMS ON COMMERCIAL AIRCRAFT - PAST, PRESENT AND FUTURE
Typical FMGC
architecture
Since the beginning of commercial
flight, it was clear to the people
FCU
involved (pilots, engineers and air
traffic specialists) that one of the
major challenges was to enable
aircraft flight in all weather con-
ditions while maintaining a mini-
ADR/IR
mum level of safety.
Primary Secondary
When commercial flights started ILS (MLS) flight controls flight controls
FMGC
to increase significantly in the early
1960s, one of the most im-portant ADF ECAM
items was to avoid flight
cancellation, while taking into RA Maintenance
account time and fuel savings. At
that time every flight was a ‘special VOR EFIS
mission’ where the entire cockpit
crew (three or more), had dedica- DME CPC
ted tasks to accomplish.
Clock ATSU (option)
With the continuous increase in
Backup nav
number of aircraft and routes (con- FCMC ACARS (option)
sidered as roads in the sky), it be-
details and for all flight phases for FADECs Thrust levers
Past, present and future This planning task, while not at all position based on direct distance to
Glossary:
easy, was not only time consuming various ground stations. The FMS
for the crew but could also divert uses this aircraft position to assist ACARS: Aircraft Communication Addressing
pilot attention when their efforts the flight crew in flight plan prepa- & Reporting System
The Flight Management System (FMS) can be navigate the aircraft. It calculates performance should be concentrated on other ration, allowing them to build-up ADF: Automatic Direction Finding
thought of as the ‘brain’ of the aircraft navigation data and the most fuel-efficient route to be flown important duties during particular the lateral and vertical trajectory ADR/IR: Air Data Reference/Inertial Reference
system, which assists pilots in navigation and based on typical aircraft parameters such as flight conditions. It was clear that that the aircraft should follow ATSU: Air Traffic Service Unit
flight preparation to compute the most efficient weight, cruise altitude and actual aircraft position, under these conditions an aid for during the various phases of the CPC: Cabin Pressure Controller
flight in fuel and time savings and automatically regardless of weather conditions. pilots was necessary to maintain flight: take-off, climb, cruise, des- DME: Distance Measuring Equipment
and exceed the required level of cent, approach and landing. ECAM: Electronic Centralized Aircraft Monitor
safety: this ‘assistant’ is now known EFIS: Electronic Flight Instrument System
under the name of the Flight Mana-
gement System.
Present Flight FADEC: Full Authority Digital Engine Control
FCMC: Fuel Control & Management Computer
Management FCU: Flight Control Unit
FMS only became standard equip-
ment on commercial aircraft at the
Systems FMGC: Flight Management & Guidance Computer
beginning of the 1970s, with the With today's FMS the crew ILS (MLS): Instrument Landing System
first automatic FMS using external workload is significantly reduced (Microwave Landing System)
position sensors for fuel manage- and they can easily optimize air- LGCIU: Landing Gear Control Interface Unit
Marino MODENA
Maintenance Marketing ment and pilot awareness. These craft performance to fly the most RA: Radio Altimeter
Airbus Customer Affairs sensors (e.g. the Inertial Reference fuel economic route or choose the SFCC: Slat Flap Control Computer
System) were (and are) used by the fastest route to a destination. VOR: VHF Omni-directional Range.
FAST 42
FAST 42
FMS to calculate a precise aircraft
2 3
FLIGHT MANAGEMENT SYSTEMS ON COMMERCIAL AIRCRAFT - PAST, PRESENT AND FUTURE FLIGHT MANAGEMENT SYSTEMS ON COMMERCIAL AIRCRAFT - PAST, PRESENT AND FUTURE
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produce the actual position of the three MCDUs are fitted in the an efficient way to drastically unit (there are two in other Airbus
aircraft. That position is then used A330/A340 Family’s aircraft. reduce crew workload. family aircraft) has been introduced
4 5
FLIGHT MANAGEMENT SYSTEMS ON COMMERCIAL AIRCRAFT - PAST, PRESENT AND FUTURE FLIGHT MANAGEMENT SYSTEMS ON COMMERCIAL AIRCRAFT - PAST, PRESENT AND FUTURE
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produce the actual position of the three MCDUs are fitted in the an efficient way to drastically unit (there are two in other Airbus
aircraft. That position is then used A330/A340 Family’s aircraft. reduce crew workload. family aircraft) has been introduced
4 5
FLIGHT MANAGEMENT SYSTEMS ON COMMERCIAL AIRCRAFT - PAST, PRESENT AND FUTURE FLIGHT MANAGEMENT SYSTEMS ON COMMERCIAL AIRCRAFT - PAST, PRESENT AND FUTURE
6 7
FLIGHT MANAGEMENT SYSTEMS ON COMMERCIAL AIRCRAFT - PAST, PRESENT AND FUTURE FLIGHT MANAGEMENT SYSTEMS ON COMMERCIAL AIRCRAFT - PAST, PRESENT AND FUTURE
6 7
FLIGHT MANAGEMENT SYSTEMS ON COMMERCIAL AIRCRAFT - PAST, PRESENT AND FUTURE NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380
The A380 cockpit layout has made accessible through the MFDs via
some steps towards these concepts two Keyboard Cursor Control
with two new display units called Units (KCCUs). KCCUs consist
Multi Function Displays (MFDs), of a keypad and a trackball system,
an interactive display much larger which enable movement of a cursor
than the MCDU display. All on the MFDs to insert data or
FMS functions (including data- change menu pages (just like a
link exchange messages) are now cursor in a normal home computer).
A380 cockpit
CONTACT DETAILS
Marino MODENA
Maintenance Marketing
Airbus Customer Affairs
Tel: +33 (0)5 62 11 85 03
Fax: +33 (0)5 61 93 31 01
marino.modena@airbus.com
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taking into account economical, of the aircraft type in use.
8 9
FLIGHT MANAGEMENT SYSTEMS ON COMMERCIAL AIRCRAFT - PAST, PRESENT AND FUTURE NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380
The A380 cockpit layout has made accessible through the MFDs via
some steps towards these concepts two Keyboard Cursor Control
with two new display units called Units (KCCUs). KCCUs consist
Multi Function Displays (MFDs), of a keypad and a trackball system,
an interactive display much larger which enable movement of a cursor
than the MCDU display. All on the MFDs to insert data or
FMS functions (including data- change menu pages (just like a
link exchange messages) are now cursor in a normal home computer).
A380 cockpit
CONTACT DETAILS
Marino MODENA
Maintenance Marketing
Airbus Customer Affairs
Tel: +33 (0)5 62 11 85 03
Fax: +33 (0)5 61 93 31 01
marino.modena@airbus.com
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taking into account economical, of the aircraft type in use.
8 9
NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380 NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380
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gement advantages to airlines by on the two dedicated terminals in (WBM), installation.
simplifying the tedious and costly the cockpit.
10 11
NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380 NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380
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gement advantages to airlines by on the two dedicated terminals in (WBM), installation.
simplifying the tedious and costly the cockpit.
10 11
NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380 NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380
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that may be used to display them. The electronic manuals are structu- simplifies the task-oriented and
Only the functions that require red in Documentary Units (DUs). contextual approach of the FCOM.
12 13
NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380 NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380
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that may be used to display them. The electronic manuals are structu- simplifies the task-oriented and
Only the functions that require red in Documentary Units (DUs). contextual approach of the FCOM.
12 13
NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380 NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380
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the A380 eDoc is its customization development has been made in development and definition of the ronment. From this, HF aspects
capability. a fully integrated way within A380’s eDoc HMI. were taken into consideration in
14 15
NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380 NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380
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the A380 eDoc is its customization development has been made in development and definition of the ronment. From this, HF aspects
capability. a fully integrated way within A380’s eDoc HMI. were taken into consideration in
14 15
NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380 NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380
defining the final role of eDoc and ENHANCED CONSULTATION MODES a task-oriented access to information.
Interface search
its HMI, which was designed to Contextual access offers the flight
help the end-users –flight crews– Various consultation modes and crew an easy and rapid way of
to access the correct information, search capabilities are available. accessing information from the
at the right time, with the correct The eDoc can be consulted in a eDoc (particularly the FCOM and
level of detail, and to provide the conventional way by steering Interface search Index search
MMEL) without needing to know Library Word search Bookmarks
right interface to easily navigate through the navigation tree in a the manuals structure and/or where INTERFACE SEARCH
through the information. linear mode. With this, users can to look for relevant information
recognize the typical structure of as the eDoc finds it for them.
Among the main HF criteria used flight ops manuals and select in the This is automatically achieved via
to define the eDoc HMI were: navigation tree the information alerts that come from the ECAM
Learning capacity, efficiency, cla- they need. Some of the other (Electronic Centralized Aircraft
rity, consistency, safety… capabilities include: Monitor). An ECAM alert is used
by the OIS to automatically pre-
WORDSEARCH select relevant information from
eDoc main new the eDoc. For HF and certification
features The electronic format offers word reasons, the OIS does not automa-
search to find any information tically display the information so
The eDoc electronic format offers containing the selected word(s). the flight crew can continue to
many possibilities for enhanced concentrate on their basic tasks and
consultation and navigation within CONTEXTUAL ACCESS are not distracted.
the flight ops manuals. It enables They can access this pre-selected
the introduction of attractive, use- One of the greatest advantages of information when desired.
ful and easy to use functions to the electronic format, due to its In addition, if an ECAM alert has Three layers of information
facilitate consultation and displays integration in the cockpit an impact on landing performance,
the information in an attractive environment, is the possibility to the OIS LDG PERF application
way in colour with realistic repre- receive data from the aircraft also receives this information so varied uses. Basically, flight crews
Contextual access sentations of aircraft displays and avionics systems. This is known as Layer 1 provides ‘need to know’
that the flight crew can easily use the FCOM to perform their
pilot’s interfaces. contextual access and permits compute any performance impact. daily tasks. However, the FCOM is information: Typically, this is the
This automatic function will be also commonly used by airlines minimum amount of information
available on board aircraft with the for training purposes and by their necessary for the flight crew in
OIS version available by April operations and scheduling per- operations and basically corre-
2009. sonnel. sponds to information they need
The contextual access function The FCOM can also be used as a to know for their initial training.
significantly reduces and even reference document for the creation Computer Based Training (CBT)
virtually eliminates the time requi- of an Airlines Operations Manual contains almost the same level of
red to search for and retrieve infor- (AOM). As such, it can be used as information
mation. Consequently, this enables is, or complemented, or even
the flight crew to easily and readily reworked and customized with
access information and respond more specific airline material (e.g.
quickly to operational situations. airline policy, training philosophy,
national requirements). Layer 2 provides ‘nice to know’
INTERFACE SEARCH Airlines have therefore expressed information: This can be used
varying needs for the level of as reference for the flight crew
Another access mode is the information that they would like to fully understand the logic
interface search. By selecting a the FCOM to provide. To support of the aircraft-pilot interface
panel on a cockpit diagram, the these needs, information layers are
user can access information that re- now implemented in the A380
lates to the panel. This function FCOM: up to three layers of
will be available with the OIS ver- information are available and users
sion available by April 2009. can filter this information in Layer 3 provides ‘detailed
accordance with their needs and information’: This is not likely
ENHANCED CONSULTATION the level of detail required. The to be used in flight, but provides
FUNCTIONS A380 FCOM is directly written more expertise, rationale and
conside-ring these layers. Selection explanation with clarification and
INFORMATION LAYERS of the layer desired for consultation
amplification material that can be
is made via dedicated controls on
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Operational documentation, and the OIS and the function applies to
particularly the FCOM, has many both text and graphics.
16 17
NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380 NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380
defining the final role of eDoc and ENHANCED CONSULTATION MODES a task-oriented access to information.
Interface search
its HMI, which was designed to Contextual access offers the flight
help the end-users –flight crews– Various consultation modes and crew an easy and rapid way of
to access the correct information, search capabilities are available. accessing information from the
at the right time, with the correct The eDoc can be consulted in a eDoc (particularly the FCOM and
level of detail, and to provide the conventional way by steering Interface search Index search
MMEL) without needing to know Library Word search Bookmarks
right interface to easily navigate through the navigation tree in a the manuals structure and/or where INTERFACE SEARCH
through the information. linear mode. With this, users can to look for relevant information
recognize the typical structure of as the eDoc finds it for them.
Among the main HF criteria used flight ops manuals and select in the This is automatically achieved via
to define the eDoc HMI were: navigation tree the information alerts that come from the ECAM
Learning capacity, efficiency, cla- they need. Some of the other (Electronic Centralized Aircraft
rity, consistency, safety… capabilities include: Monitor). An ECAM alert is used
by the OIS to automatically pre-
WORDSEARCH select relevant information from
eDoc main new the eDoc. For HF and certification
features The electronic format offers word reasons, the OIS does not automa-
search to find any information tically display the information so
The eDoc electronic format offers containing the selected word(s). the flight crew can continue to
many possibilities for enhanced concentrate on their basic tasks and
consultation and navigation within CONTEXTUAL ACCESS are not distracted.
the flight ops manuals. It enables They can access this pre-selected
the introduction of attractive, use- One of the greatest advantages of information when desired.
ful and easy to use functions to the electronic format, due to its In addition, if an ECAM alert has Three layers of information
facilitate consultation and displays integration in the cockpit an impact on landing performance,
the information in an attractive environment, is the possibility to the OIS LDG PERF application
way in colour with realistic repre- receive data from the aircraft also receives this information so varied uses. Basically, flight crews
Contextual access sentations of aircraft displays and avionics systems. This is known as Layer 1 provides ‘need to know’
that the flight crew can easily use the FCOM to perform their
pilot’s interfaces. contextual access and permits compute any performance impact. daily tasks. However, the FCOM is information: Typically, this is the
This automatic function will be also commonly used by airlines minimum amount of information
available on board aircraft with the for training purposes and by their necessary for the flight crew in
OIS version available by April operations and scheduling per- operations and basically corre-
2009. sonnel. sponds to information they need
The contextual access function The FCOM can also be used as a to know for their initial training.
significantly reduces and even reference document for the creation Computer Based Training (CBT)
virtually eliminates the time requi- of an Airlines Operations Manual contains almost the same level of
red to search for and retrieve infor- (AOM). As such, it can be used as information
mation. Consequently, this enables is, or complemented, or even
the flight crew to easily and readily reworked and customized with
access information and respond more specific airline material (e.g.
quickly to operational situations. airline policy, training philosophy,
national requirements). Layer 2 provides ‘nice to know’
INTERFACE SEARCH Airlines have therefore expressed information: This can be used
varying needs for the level of as reference for the flight crew
Another access mode is the information that they would like to fully understand the logic
interface search. By selecting a the FCOM to provide. To support of the aircraft-pilot interface
panel on a cockpit diagram, the these needs, information layers are
user can access information that re- now implemented in the A380
lates to the panel. This function FCOM: up to three layers of
will be available with the OIS ver- information are available and users
sion available by April 2009. can filter this information in Layer 3 provides ‘detailed
accordance with their needs and information’: This is not likely
ENHANCED CONSULTATION the level of detail required. The to be used in flight, but provides
FUNCTIONS A380 FCOM is directly written more expertise, rationale and
conside-ring these layers. Selection explanation with clarification and
INFORMATION LAYERS of the layer desired for consultation
amplification material that can be
is made via dedicated controls on
FAST 42
FAST 42
Operational documentation, and the OIS and the function applies to
particularly the FCOM, has many both text and graphics.
16 17
NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380 NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380
Interactive zones
OTHER ADVANCED CONSULTATION
Information layers
in the FCOM
FUNCTIONS
3 LINKS
MULTIMEDIA/INTERACTIVE ZONES
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in electronic format with the LPC been created.
takeoff and landing modules.
18 19
NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380 NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380
Interactive zones
OTHER ADVANCED CONSULTATION
Information layers
in the FCOM
FUNCTIONS
3 LINKS
MULTIMEDIA/INTERACTIVE ZONES
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in electronic format with the LPC been created.
takeoff and landing modules.
18 19
NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380 FUEL SYSTEM WATER MANAGEMENT - A330/A340 ENHANCEMENTS
Fuel system
CONTACT DETAILS
Francis PAYEUR
Director A380/A350/A400M
water management
Operational standards
Flight Operations Support
A330/A340 enhancements
and Services
Tel: 33 (0)5 61 93 30 29 Since the entry into service of the A330 and the aircraft Fuel Quantity Indication System
Fax: 33 (0)5 61 93 29 68 A340 aircraft in the early 90’s the aircraft (FQIS). Industry-wide, the major threat to FQIS
FAST 42
20 21
NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380 FUEL SYSTEM WATER MANAGEMENT - A330/A340 ENHANCEMENTS
Fuel system
CONTACT DETAILS
Francis PAYEUR
Director A380/A350/A400M
water management
Operational standards
Flight Operations Support
A330/A340 enhancements
and Services
Tel: 33 (0)5 61 93 30 29 Since the entry into service of the A330 and the aircraft Fuel Quantity Indication System
Fax: 33 (0)5 61 93 29 68 A340 aircraft in the early 90’s the aircraft (FQIS). Industry-wide, the major threat to FQIS
FAST 42
20 21
FUEL SYSTEM WATER MANAGEMENT - A330/A340 ENHANCEMENTS FUEL SYSTEM WATER MANAGEMENT - A330/A340 ENHANCEMENTS
8
99
99
99
99
99
99
00
00
00
00
00
00
00
00
00
efficiency of the fuel tank water in any flight conditions. The modi-
9
.1
.1
.1
.1
.1
.1
.1
.2
.2
.2
.2
.2
.2
.2
.2
.2
03
03
03
03
03
03
03
03
03
03
03
03
03
03
03
03
drain and scavenge system. fication for this extends the current
Month/Year water scavenge pipe and adds a
new remote pick-up pipe for the
Water drain water drain valve. Similar to the
2
Fuel Quantity increases. Fuel density is mea-
sured using the fuel dielectric
and scavenge Rib 1 modification, the collector
Wing plan view
Indication System value or variations with the speed enhancements cell water scavenge pipe will draw
water from the collector cell low-
of sound. The FQIS uses the
point. The water scavenged by this
5
volume and density values to
The Fuel Quantity Indication A330/A340 RIB 1 ENHANCEMENT new pipe is re-circulated within the
calculate the mass (kg or lb).
System (FQIS) measures the collector cells where the water is New water
quantity of fuel in each of the The modification for this consists blended with jet fuel and then scavenge pipe
aircraft fuel tanks. It displays this Effect of water of a new water scavenge pipe that consumed by the engines via the
information on the flight deck,
providing indication of the Fuel
in the fuel tanks draws water from the low point fuel feed system.
Cen
for A340 details the tanks measure the fuel level in probes of the
and figure 8 for A330 details read or 'disagree' with a neigh-
ter
the tanks. Each probe has two To N° 2(3) collector cells.
spa
concentric aluminium tubes. The bouring reading. At an aircraft level engine
6 7
r
open ends of the tubes allow the in the cockpit, a key symptom of
fuel to move freely between the presence of water in fuel is Collector cell
tubes. The fuel/air ratio within the degraded or failed (XXX) fuel 1(4)
probe is the capacitor dielectric; as quantity indication.
the fuel level changes, so does In some cases aircraft dispatch
the probe capacitance. When the may be limited by the status of the
probe is dry, the capacitance value FQI display (see the Airbus Master
FAST 42
FAST 42
is low, but as fuel moves up Minimum Equipment List or RIB 4
the probe the capacitance value airline Minimum Equipment List). To N° 1(4) engine
22 23
FUEL SYSTEM WATER MANAGEMENT - A330/A340 ENHANCEMENTS FUEL SYSTEM WATER MANAGEMENT - A330/A340 ENHANCEMENTS
8
99
99
99
99
99
99
00
00
00
00
00
00
00
00
00
efficiency of the fuel tank water in any flight conditions. The modi-
9
.1
.1
.1
.1
.1
.1
.1
.2
.2
.2
.2
.2
.2
.2
.2
.2
03
03
03
03
03
03
03
03
03
03
03
03
03
03
03
03
drain and scavenge system. fication for this extends the current
Month/Year water scavenge pipe and adds a
new remote pick-up pipe for the
Water drain water drain valve. Similar to the
2
Fuel Quantity increases. Fuel density is mea-
sured using the fuel dielectric
and scavenge Rib 1 modification, the collector
Wing plan view
Indication System value or variations with the speed enhancements cell water scavenge pipe will draw
water from the collector cell low-
of sound. The FQIS uses the
point. The water scavenged by this
5
volume and density values to
The Fuel Quantity Indication A330/A340 RIB 1 ENHANCEMENT new pipe is re-circulated within the
calculate the mass (kg or lb).
System (FQIS) measures the collector cells where the water is New water
quantity of fuel in each of the The modification for this consists blended with jet fuel and then scavenge pipe
aircraft fuel tanks. It displays this Effect of water of a new water scavenge pipe that consumed by the engines via the
information on the flight deck,
providing indication of the Fuel
in the fuel tanks draws water from the low point fuel feed system.
Cen
for A340 details the tanks measure the fuel level in probes of the
and figure 8 for A330 details read or 'disagree' with a neigh-
ter
the tanks. Each probe has two To N° 2(3) collector cells.
spa
concentric aluminium tubes. The bouring reading. At an aircraft level engine
6 7
r
open ends of the tubes allow the in the cockpit, a key symptom of
fuel to move freely between the presence of water in fuel is Collector cell
tubes. The fuel/air ratio within the degraded or failed (XXX) fuel 1(4)
probe is the capacitor dielectric; as quantity indication.
the fuel level changes, so does In some cases aircraft dispatch
the probe capacitance. When the may be limited by the status of the
probe is dry, the capacitance value FQI display (see the Airbus Master
FAST 42
FAST 42
is low, but as fuel moves up Minimum Equipment List or RIB 4
the probe the capacitance value airline Minimum Equipment List). To N° 1(4) engine
22 23
FUEL SYSTEM WATER MANAGEMENT - A330/A340 ENHANCEMENTS FUEL SYSTEM WATER MANAGEMENT - A330/A340 ENHANCEMENTS
7 A330 RIB 3 ENHANCEMENT This modification improves water in-service aircraft during summer
Collector cell modification
Water drain remote pickup pipe scavenge in the rib 3 area and 2007, evaluated in normal airline
Additional modifications have been reduces the quantity of settling operations for six months and the
developed for the A330 Rib 3 area. water. results are now available to airlines.
These introduce a water scavenge
jet pump, with an induced flow
Rib 2 line to the rib bay 3-4 tank sump.
In-service The evaluation showed a reduction
of up to 80% of the quantity of
or Rib 3 New water drain
The water scavenge jet pump evaluation water drained, as shown in the
Inside receives motive flow from the
collector cell
remote pickup pipe
standby feed pump.
and results chart below. Therefore, this modi-
fication has proven effective and
The A340 water scavenge modi- enables escalation of the water
This modification does not
fications were installed on two drain task interval.
interfere with the existing standby
feed pump operation and does not
require modification to the existing 10 In-service evaluation results
7 circuitry. The additional electrical
components allow the stand by
feed pump to be automatically Weekly drained Pre MOD
9 A330 Rib 3 operated. The stand by pump water (litres) Post MOD
Water scavenge jet pump operates when the aircraft is on the
ground, both main pumps have 1.4
Rib 3 been selected and engines are
above idle. The electrical modi- 1.2
fication allows normal stand by
feed pump operation (when main 1.0
A330
Stand-by pump pumps fail) or on normal pump -80%
0.8
Water scavenge selection and any failure, of
jet pump components introduced the 0.6
scavenge cycle without interference
of the normal pump control 0.4
system.
0.2
9 0.0
CONTACT DETAILS
Outboard Collector Cell Inboard Collector Cell Inner FWD
Laurent ARIS
8 A330 rib 1, collector cell Group Manager - Fuel Systems
4 5 and rib 3 modification Customer Services Engineering
RIB 1 Airbus Customer Services
Phone: +33 (0)5 67 19 10 98
Fax: +33 (0)5 61 93 36 14
Collector laurent.aris@airbus.com
cell
Flap valves
Conclusion
6 7 (ref only)
Water drainage has a significant impact significantly reduces the risk
on the maintenance burden and grounding of microbiological contamination
time for airlines. Therefore, Airbus developing within the tanks
developed specific modifications and the costly maintenance and
for locations where the highest quantity grounding activities associated
To N° 1(2) of water has been accumulating. with its removal (see FAST 38).
engine
9 Tests and an in-service evaluation The evaluation indicated that the cost
RIB 3 have been performed and results support of these modifications would be recovered
Cen
weekly to A-Check for aircraft A330 aircraft and less for A340 aircraft,
spa
Flap valves
An additional benefit is that minimizing in reduced maintenance activities
(ref only)
water content in the aircraft fuel tanks and improved operations of their aircraft.
RIB 4
FAST 42
FAST 42
24 25
FUEL SYSTEM WATER MANAGEMENT - A330/A340 ENHANCEMENTS FUEL SYSTEM WATER MANAGEMENT - A330/A340 ENHANCEMENTS
7 A330 RIB 3 ENHANCEMENT This modification improves water in-service aircraft during summer
Collector cell modification
Water drain remote pickup pipe scavenge in the rib 3 area and 2007, evaluated in normal airline
Additional modifications have been reduces the quantity of settling operations for six months and the
developed for the A330 Rib 3 area. water. results are now available to airlines.
These introduce a water scavenge
jet pump, with an induced flow
Rib 2 line to the rib bay 3-4 tank sump.
In-service The evaluation showed a reduction
of up to 80% of the quantity of
or Rib 3 New water drain
The water scavenge jet pump evaluation water drained, as shown in the
Inside receives motive flow from the
collector cell
remote pickup pipe
standby feed pump.
and results chart below. Therefore, this modi-
fication has proven effective and
The A340 water scavenge modi- enables escalation of the water
This modification does not
fications were installed on two drain task interval.
interfere with the existing standby
feed pump operation and does not
require modification to the existing 10 In-service evaluation results
7 circuitry. The additional electrical
components allow the stand by
feed pump to be automatically Weekly drained Pre MOD
9 A330 Rib 3 operated. The stand by pump water (litres) Post MOD
Water scavenge jet pump operates when the aircraft is on the
ground, both main pumps have 1.4
Rib 3 been selected and engines are
above idle. The electrical modi- 1.2
fication allows normal stand by
feed pump operation (when main 1.0
A330
Stand-by pump pumps fail) or on normal pump -80%
0.8
Water scavenge selection and any failure, of
jet pump components introduced the 0.6
scavenge cycle without interference
of the normal pump control 0.4
system.
0.2
9 0.0
CONTACT DETAILS
Outboard Collector Cell Inboard Collector Cell Inner FWD
Laurent ARIS
8 A330 rib 1, collector cell Group Manager - Fuel Systems
4 5 and rib 3 modification Customer Services Engineering
RIB 1 Airbus Customer Services
Phone: +33 (0)5 67 19 10 98
Fax: +33 (0)5 61 93 36 14
Collector laurent.aris@airbus.com
cell
Flap valves
Conclusion
6 7 (ref only)
Water drainage has a significant impact significantly reduces the risk
on the maintenance burden and grounding of microbiological contamination
time for airlines. Therefore, Airbus developing within the tanks
developed specific modifications and the costly maintenance and
for locations where the highest quantity grounding activities associated
To N° 1(2) of water has been accumulating. with its removal (see FAST 38).
engine
9 Tests and an in-service evaluation The evaluation indicated that the cost
RIB 3 have been performed and results support of these modifications would be recovered
Cen
weekly to A-Check for aircraft A330 aircraft and less for A340 aircraft,
spa
Flap valves
An additional benefit is that minimizing in reduced maintenance activities
(ref only)
water content in the aircraft fuel tanks and improved operations of their aircraft.
RIB 4
FAST 42
FAST 42
24 25
BLUE-ICE RUNWAY OPERATIONS - AIRBUS ACJ TO ANTARCTICA BLUE-ICE RUNWAY OPERATIONS - AIRBUS ACJ TO ANTARCTICA
operations
aircraft to Antarctica and landing
– 20° Celsius.
on an ice-runway?
An Airbus Corporate Jetliner (ACJ) is now flying any Airbus aircraft, and mean that the Airbus
regularly to and from Antarctica, transporting ACJ Family is now flying on every continent,
scientists more quickly and in greater comfort highlighting the versatility of the family. Captain
than by ship. The flights are the first to Antarctica Garry Studd explains operation of the aircraft
Perth
by any airliner, the first landings on ice by in Antarctica.
Sydney
Hobart
Christchurch
Casey
Wilkins
McMurdo
60° 70° 80°
David VELUPILLAI
Product Marketing Director
Executive & Private Aviation
Airbus Customer Affairs
FAST 42
FAST 42
26 27
BLUE-ICE RUNWAY OPERATIONS - AIRBUS ACJ TO ANTARCTICA BLUE-ICE RUNWAY OPERATIONS - AIRBUS ACJ TO ANTARCTICA
operations
aircraft to Antarctica and landing
– 20° Celsius.
on an ice-runway?
An Airbus Corporate Jetliner (ACJ) is now flying any Airbus aircraft, and mean that the Airbus
regularly to and from Antarctica, transporting ACJ Family is now flying on every continent,
scientists more quickly and in greater comfort highlighting the versatility of the family. Captain
than by ship. The flights are the first to Antarctica Garry Studd explains operation of the aircraft
Perth
by any airliner, the first landings on ice by in Antarctica.
Sydney
Hobart
Christchurch
Casey
Wilkins
McMurdo
60° 70° 80°
David VELUPILLAI
Product Marketing Director
Executive & Private Aviation
Airbus Customer Affairs
FAST 42
FAST 42
26 27
BLUE-ICE RUNWAY OPERATIONS - AIRBUS ACJ TO ANTARCTICA BLUE-ICE RUNWAY OPERATIONS - AIRBUS ACJ TO ANTARCTICA
Garry Studd says: ‘The landing keep a better distribution of Skytraders looked at a range of air-
and stopping are not a problem – weight on all three landing gear to craft ranging from small to large
braking action is only slightly optimize the bearing strength of before choosing the Airbus ACJ for
worse than landing on a wet run- the ice and also assist us to make its Antarctic operations. ‘We want-
way - our biggest challenge is lat- a 180 degree turn on the blue-ice ed an aircraft without a point-of-
eral control and handling the air- runway in winds of up to about no-return for the mission,” says
craft on the ground, especially in 50 knots.’ Studd, and the Airbus ACJ’s very
strong winds, when there is risk of long range and modest size and
the whole aircraft trying to ‘weath- Skytraders operates its Airbus ACJ weight make it great for the job.’
ercock’ (point its nose into wind)’. with four additional centre tanks
He continues – ‘The team on the (ACTs) in its cargo-hold – there is It operates the flights to and from
ground measures the friction coef- room for a maximum of six – and the Antarctic on behalf of the
ficient every 500 metres along the appreciates the aircraft’s outward- Australian Antarctic Division, and
runway before we land and reports opening cargo doors, which maxi- the big benefit it brings is a reduc-
to us by radio – if it is okay we mizes the remaining cargo space. tion in the time it takes to get sci-
land, and if not we turn around.’ In The extra fuel carried in these entists and their equipment to and
practice, the Airbus ACJ pilots are tanks allows Skytraders to fly its from the region. ‘Under the best
looking for a runway friction coef- Airbus ACJ to Antarctica and back conditions, it takes about ten days
ficient of around 0.20 or better, without refuelling, which brings to go by ship from Hobart to the
before they will commit to a land- several important benefits. ‘First, it base at Casey, but it can take three
ing. means that if the weather is not or four weeks if you get stuck in
good enough for a landing, we can the ice,’ points out Studd. ‘The
‘Blue-ice’ simply means a runway always turn around and fly back to Airbus ACJ also costs less a day to
surface that is kept clear of snow Australia, which is pretty impor- run than a ship, says Studd, ‘and
by the wind and, at Wilkins, a 30 tant when you recognize that there freeing one up is helpful for marine
knots wind is typically what you is no nearby alternate,’ comments research.’ The rapid flight time is tory in time for meaningful re-
get. Meteorological measurements, Studd. ‘Secondly, the Antarctic is also of direct benefit to some sci- search. Some of the ice in these
made before the runway was built, very much a pristine, unspoiled entists. He cites the example of one cores dates from a million years
allowed its centreline to be aligned place – one of the reasons it is so researcher that makes measure- ago, making it a very special and
with this wind. valuable to scientists – so avoiding ments of an isotope buried in 1,000 unique insight into the Earth’s past.
‘The challenge comes when you refuelling means that there is no metre long ice cores that are drilled Other Antarctic research covers
try to turn the aircraft around risk of contamination from a fuel out of the ice. The isotope breaks many other fields – such as atmos-
at the end of the landing roll,’ con- spill. And thirdly, transporting fuel down in about 24 hours so, until pheric measurements, geology,
tinues Studd, ‘so we deliberately to the Wilkins runway would make the flights began, it was not possi- glaciology and work involving
restrict the Airbus ACJ’s centre-of- it very costly – perhaps as much as ble to get them back to the labora- plants and animals.
gravity when landing on ice to $25 a gallon.’
FAST 42
FAST 42
Approach to the Wilkins runway, Landing on the Wilkins runway Runway flyover On the way
note PAPI lights on the left of the runway
28 29
BLUE-ICE RUNWAY OPERATIONS - AIRBUS ACJ TO ANTARCTICA BLUE-ICE RUNWAY OPERATIONS - AIRBUS ACJ TO ANTARCTICA
Garry Studd says: ‘The landing keep a better distribution of Skytraders looked at a range of air-
and stopping are not a problem – weight on all three landing gear to craft ranging from small to large
braking action is only slightly optimize the bearing strength of before choosing the Airbus ACJ for
worse than landing on a wet run- the ice and also assist us to make its Antarctic operations. ‘We want-
way - our biggest challenge is lat- a 180 degree turn on the blue-ice ed an aircraft without a point-of-
eral control and handling the air- runway in winds of up to about no-return for the mission,” says
craft on the ground, especially in 50 knots.’ Studd, and the Airbus ACJ’s very
strong winds, when there is risk of long range and modest size and
the whole aircraft trying to ‘weath- Skytraders operates its Airbus ACJ weight make it great for the job.’
ercock’ (point its nose into wind)’. with four additional centre tanks
He continues – ‘The team on the (ACTs) in its cargo-hold – there is It operates the flights to and from
ground measures the friction coef- room for a maximum of six – and the Antarctic on behalf of the
ficient every 500 metres along the appreciates the aircraft’s outward- Australian Antarctic Division, and
runway before we land and reports opening cargo doors, which maxi- the big benefit it brings is a reduc-
to us by radio – if it is okay we mizes the remaining cargo space. tion in the time it takes to get sci-
land, and if not we turn around.’ In The extra fuel carried in these entists and their equipment to and
practice, the Airbus ACJ pilots are tanks allows Skytraders to fly its from the region. ‘Under the best
looking for a runway friction coef- Airbus ACJ to Antarctica and back conditions, it takes about ten days
ficient of around 0.20 or better, without refuelling, which brings to go by ship from Hobart to the
before they will commit to a land- several important benefits. ‘First, it base at Casey, but it can take three
ing. means that if the weather is not or four weeks if you get stuck in
good enough for a landing, we can the ice,’ points out Studd. ‘The
‘Blue-ice’ simply means a runway always turn around and fly back to Airbus ACJ also costs less a day to
surface that is kept clear of snow Australia, which is pretty impor- run than a ship, says Studd, ‘and
by the wind and, at Wilkins, a 30 tant when you recognize that there freeing one up is helpful for marine
knots wind is typically what you is no nearby alternate,’ comments research.’ The rapid flight time is tory in time for meaningful re-
get. Meteorological measurements, Studd. ‘Secondly, the Antarctic is also of direct benefit to some sci- search. Some of the ice in these
made before the runway was built, very much a pristine, unspoiled entists. He cites the example of one cores dates from a million years
allowed its centreline to be aligned place – one of the reasons it is so researcher that makes measure- ago, making it a very special and
with this wind. valuable to scientists – so avoiding ments of an isotope buried in 1,000 unique insight into the Earth’s past.
‘The challenge comes when you refuelling means that there is no metre long ice cores that are drilled Other Antarctic research covers
try to turn the aircraft around risk of contamination from a fuel out of the ice. The isotope breaks many other fields – such as atmos-
at the end of the landing roll,’ con- spill. And thirdly, transporting fuel down in about 24 hours so, until pheric measurements, geology,
tinues Studd, ‘so we deliberately to the Wilkins runway would make the flights began, it was not possi- glaciology and work involving
restrict the Airbus ACJ’s centre-of- it very costly – perhaps as much as ble to get them back to the labora- plants and animals.
gravity when landing on ice to $25 a gallon.’
FAST 42
FAST 42
Approach to the Wilkins runway, Landing on the Wilkins runway Runway flyover On the way
note PAPI lights on the left of the runway
28 29
BLUE-ICE RUNWAY OPERATIONS - AIRBUS ACJ TO ANTARCTICA BLUE-ICE RUNWAY OPERATIONS - AIRBUS ACJ TO ANTARCTICA
FAST 42
one of the benefits of the Airbus including Sydney. It took four for an engine start on the ground the landing’, adds Studd.
ACJ is that it is fully certificated years to build, and is the largest (the APU and the ground power
30 31
BLUE-ICE RUNWAY OPERATIONS - AIRBUS ACJ TO ANTARCTICA BLUE-ICE RUNWAY OPERATIONS - AIRBUS ACJ TO ANTARCTICA
FAST 42
one of the benefits of the Airbus including Sydney. It took four for an engine start on the ground the landing’, adds Studd.
ACJ is that it is fully certificated years to build, and is the largest (the APU and the ground power
30 31
BLUE-ICE RUNWAY OPERATIONS - AIRBUS ACJ TO ANTARCTICA BLUE-ICE RUNWAY OPERATIONS - AIRBUS ACJ TO ANTARCTICA
‘Once on the ground, we minimize Once the Airbus ACJ has landed, it next mission’. ‘During the past sea-
use of the nosewheel steering to usually stays just long enough to son we flew a total of 12 flights,
avoid skidding’, he adds. unload and reload passengers and turned back twice for weather rea- ‘Antarctica in brief’ Some 45 countries are signatories
equipment. This usually takes about sons, and achieved 100 per cent Antarctica comprises some 13 million to the Antarctic Treaty, which currently
The edges of the runway are one and a half to two hours, during reliability’, says Studd. square kilometres - more than ensures the future of Antarctica
marked by canvas markers on which the engines are shut down the whole of Canada and the United for scientific, non-commercial
canes, which have to be put out for but the APU is kept running. The Antarctic flights are only one States put together, and about and peaceful purposes.
each aircraft arrival and departure, ‘When it is –20° Celsius and blow- part of Skytraders’ use of the Airbus twice the size of Australia. Australia has the largest claim
or they would blow away. Eight ing 50 knots, however, things take ACJ, however. Studd points out Paradoxically, for a land that has to Antarctica – just over 40 per cent –
full time staff are responsible for a bit longer’, points out Studd. ‘We that the aircraft is the first of its so much of the world’s freshwater and runs three scientific research
weather reporting, and for clearing operate with three pilots on board’, kind in Australia that it is available bases, at Casey, Mawson and Davis.
locked up in its ice cap, Antarctica
and preparing the runway for each says Studd, ‘which gives us some for charter, and that it has already
is a very dry place. Parts of the ice cap Turboprop CASA 212s - equipped
landing. reserve for the unexpected, such done many flights of this kind.
are more than 14,000 feet high, with skis – and operated by Skytraders
as one of us being incapacitated by ‘We’re expecting to fly about
‘Ice is dynamic, and one of the pe- slipping and falling on the ice. 300-400 hours a season, and are and even the South Pole is some are also used for flights within
culiarities of the Wilkins runway is With the engineer and a flight at- very pleased with what we have 9,250 feet high. Nobody owns Antarctica Antarctica on behalf of the Australian
that its threshold moves at about tendant that makes a crew of five’, already achieved with our Airbus although several countries, including Antarctic Division.
12-15 metres a year, significant, he adds. ‘We are sometimes faced ACJ operations’, says Studd. Australia, have territorial claims.
but not enough to affect our day-to- with snow blowing along the sur- ‘The Airbus ACJ has more than
day operations’, points out Studd. face and, in such conditions, the demonstrated its versatility and
good clearance between the Airbus reliability in operations to one of
After landing, we leave the slats ACJ’s engines and the ground are the most hostile places on Earth, ‘Airbus ACJ Family’ delivering more comfort and space
and flaps in the ‘1 + F’ configura- a further plus’, he adds. ‘When it is and we are glad to have it in our Airbus has created corporate than traditional business jets.
tion, which allows easier detection time to leave, we do a wing anti-ice fleet’, he concludes. jet versions of its aircraft from time The Airbus ACJ Family, which now
of any trapped ice and snow and is check, then we start the engines to time since its early days, but comprises the A318 Elite, ACJ
also the setting that we will use for and it is back to Australia for the and A320 Prestige, has won more
it was not until 1997 that it entered
takeoff. Skytraders Airbus ACJ - until the
the market in a more comprehensive than 100 sales, worth more than
way, with the launch of an A319 $5.5 billion since its inception,
derivative called the Airbus Corporate and continues to win new business
Jetliner (ACJ). from private clients, companies
Featuring a VIP or other cabin chosen and governments.
by the customer, extra fuel-tanks It is complemented by VIP widebodies
in the cargo-hold for intercontinental ranging from the A330/A340 through
range, high-thrust engines for good the A350 and all the way up
takeoff performance, built-in airstairs to the A380, for customers
and a richer specification, that want even more comfort
it has established itself as the new and space, as well as the range
top-of-the-line in corporate jets, to fly ‘non-stop to the world’.
FAST 42
FAST 42
32 33
BLUE-ICE RUNWAY OPERATIONS - AIRBUS ACJ TO ANTARCTICA BLUE-ICE RUNWAY OPERATIONS - AIRBUS ACJ TO ANTARCTICA
‘Once on the ground, we minimize Once the Airbus ACJ has landed, it next mission’. ‘During the past sea-
use of the nosewheel steering to usually stays just long enough to son we flew a total of 12 flights,
avoid skidding’, he adds. unload and reload passengers and turned back twice for weather rea- ‘Antarctica in brief’ Some 45 countries are signatories
equipment. This usually takes about sons, and achieved 100 per cent Antarctica comprises some 13 million to the Antarctic Treaty, which currently
The edges of the runway are one and a half to two hours, during reliability’, says Studd. square kilometres - more than ensures the future of Antarctica
marked by canvas markers on which the engines are shut down the whole of Canada and the United for scientific, non-commercial
canes, which have to be put out for but the APU is kept running. The Antarctic flights are only one States put together, and about and peaceful purposes.
each aircraft arrival and departure, ‘When it is –20° Celsius and blow- part of Skytraders’ use of the Airbus twice the size of Australia. Australia has the largest claim
or they would blow away. Eight ing 50 knots, however, things take ACJ, however. Studd points out Paradoxically, for a land that has to Antarctica – just over 40 per cent –
full time staff are responsible for a bit longer’, points out Studd. ‘We that the aircraft is the first of its so much of the world’s freshwater and runs three scientific research
weather reporting, and for clearing operate with three pilots on board’, kind in Australia that it is available bases, at Casey, Mawson and Davis.
locked up in its ice cap, Antarctica
and preparing the runway for each says Studd, ‘which gives us some for charter, and that it has already
is a very dry place. Parts of the ice cap Turboprop CASA 212s - equipped
landing. reserve for the unexpected, such done many flights of this kind.
are more than 14,000 feet high, with skis – and operated by Skytraders
as one of us being incapacitated by ‘We’re expecting to fly about
‘Ice is dynamic, and one of the pe- slipping and falling on the ice. 300-400 hours a season, and are and even the South Pole is some are also used for flights within
culiarities of the Wilkins runway is With the engineer and a flight at- very pleased with what we have 9,250 feet high. Nobody owns Antarctica Antarctica on behalf of the Australian
that its threshold moves at about tendant that makes a crew of five’, already achieved with our Airbus although several countries, including Antarctic Division.
12-15 metres a year, significant, he adds. ‘We are sometimes faced ACJ operations’, says Studd. Australia, have territorial claims.
but not enough to affect our day-to- with snow blowing along the sur- ‘The Airbus ACJ has more than
day operations’, points out Studd. face and, in such conditions, the demonstrated its versatility and
good clearance between the Airbus reliability in operations to one of
After landing, we leave the slats ACJ’s engines and the ground are the most hostile places on Earth, ‘Airbus ACJ Family’ delivering more comfort and space
and flaps in the ‘1 + F’ configura- a further plus’, he adds. ‘When it is and we are glad to have it in our Airbus has created corporate than traditional business jets.
tion, which allows easier detection time to leave, we do a wing anti-ice fleet’, he concludes. jet versions of its aircraft from time The Airbus ACJ Family, which now
of any trapped ice and snow and is check, then we start the engines to time since its early days, but comprises the A318 Elite, ACJ
also the setting that we will use for and it is back to Australia for the and A320 Prestige, has won more
it was not until 1997 that it entered
takeoff. Skytraders Airbus ACJ - until the
the market in a more comprehensive than 100 sales, worth more than
way, with the launch of an A319 $5.5 billion since its inception,
derivative called the Airbus Corporate and continues to win new business
Jetliner (ACJ). from private clients, companies
Featuring a VIP or other cabin chosen and governments.
by the customer, extra fuel-tanks It is complemented by VIP widebodies
in the cargo-hold for intercontinental ranging from the A330/A340 through
range, high-thrust engines for good the A350 and all the way up
takeoff performance, built-in airstairs to the A380, for customers
and a richer specification, that want even more comfort
it has established itself as the new and space, as well as the range
top-of-the-line in corporate jets, to fly ‘non-stop to the world’.
FAST 42
FAST 42
32 33
BLUE-ICE RUNWAY OPERATIONS - AIRBUS ACJ TO ANTARCTICA FUEL SYSTEM WATER MANAGEMENT - PART II
Garry Studd
has wanted to be a polar explorer
Fuel system
since he was seven years old and,
when he was just 16, led an
expedition to Spitzbergen, within
CAPTAIN GARRY STUDD ACCEPTS
AIRBUS AWARD ON BEHALF
OF SKYTRADERS - AIRBUS ACJ FORUM
first landings on an ice-runway by
any Airbus aircraft, and the first
operations on the continent by an
water management
the arctic circle. He originally IN PARIS, 2ND APRIL 2008 Airbus Corporate Jetliner.
attempted to qualify as a doctor,
but became a pilot instead Captain Garry Studd, Skytraders’
The award was presented by Charles
Champion, Airbus EVP Customer
Part II
when this did not work out. Deputy Chief Pilot (centre), accepts Services (left) with Antoine
He began flying in Antarctica the Airbus award for Skytraders’ Vieillard (right), Airbus VP A320
pioneering of the first flights to Family and CJ/VIP Programme In the good old days
in 1977, where he was Chief Pilot
the Antarctic by any airliner, the within Customer Services. refuelling aircraft was
for the British Antarctic Survey,
not as organized and
flying Twin Otters, until 1984.
He has continued his involvement
efficient as it is today,
with Antarctic flight operations with the consequent
for various organizations to date. higher probability of
His passion was development water or contamination
flying and, from 1984-1988, in fuel.
he ran the flight test department
of Decca Navigator in the UK However, aircraft in
(later Racal Avionics and THALES). those days flew far
From 1990 he was Chief Pilot less hours and distance
of a major UK executive and fuel tanks were
jet charter company and latterly easier to drain and
ran his own company specialising clean. The advances in
in training Falcon 900 business jet aircraft operations
pilots and, for part of this time,
since these days have
he also flew Falcons for a private
brought new issues in
customer.
aircraft fuel and
In 2004, Garry went to Australia
to become Deputy Chief Pilot for
solutions for them as
Skytraders.
described in the article
He has flown some 17,000 hours, on page 21.
of which about 6,000 CONTACT DETAILS
are in the Antarctic.
David VELUPILLAI
His interests include skiing Product Marketing Director
and woodworking. Executive & Private Aviation
Airbus Customer Affairs
Tel: +33 (0)5 67 19 18 32
Fax: +33 (0)5 61 93 45 15
david.velupillai@airbus.com
Conclusion
Antarctica, once the preserve with careful preparation and operation
of polar explorers, is now regularly helping to ensure safety in challenging
accessible to scientists through regular surroundings.
flights by the Airbus ACJ, helping us The Airbus ACJ’s ability to handle
to understand more about our planet. a wide range of climatic conditions means
Conscious of the need to preserve that it takes these demanding operations
this pristine wilderness for generations in its stride, highlighting once again
to come, the flights are made the versatility and operational flexibility
in an environmentally responsible way, of the modern Airbus family.
FAST 42
FAST 42
34 35
BLUE-ICE RUNWAY OPERATIONS - AIRBUS ACJ TO ANTARCTICA FUEL SYSTEM WATER MANAGEMENT - PART II
Garry Studd
has wanted to be a polar explorer
Fuel system
since he was seven years old and,
when he was just 16, led an
expedition to Spitzbergen, within
CAPTAIN GARRY STUDD ACCEPTS
AIRBUS AWARD ON BEHALF
OF SKYTRADERS - AIRBUS ACJ FORUM
first landings on an ice-runway by
any Airbus aircraft, and the first
operations on the continent by an
water management
the arctic circle. He originally IN PARIS, 2ND APRIL 2008 Airbus Corporate Jetliner.
attempted to qualify as a doctor,
but became a pilot instead Captain Garry Studd, Skytraders’
The award was presented by Charles
Champion, Airbus EVP Customer
Part II
when this did not work out. Deputy Chief Pilot (centre), accepts Services (left) with Antoine
He began flying in Antarctica the Airbus award for Skytraders’ Vieillard (right), Airbus VP A320
pioneering of the first flights to Family and CJ/VIP Programme In the good old days
in 1977, where he was Chief Pilot
the Antarctic by any airliner, the within Customer Services. refuelling aircraft was
for the British Antarctic Survey,
not as organized and
flying Twin Otters, until 1984.
He has continued his involvement
efficient as it is today,
with Antarctic flight operations with the consequent
for various organizations to date. higher probability of
His passion was development water or contamination
flying and, from 1984-1988, in fuel.
he ran the flight test department
of Decca Navigator in the UK However, aircraft in
(later Racal Avionics and THALES). those days flew far
From 1990 he was Chief Pilot less hours and distance
of a major UK executive and fuel tanks were
jet charter company and latterly easier to drain and
ran his own company specialising clean. The advances in
in training Falcon 900 business jet aircraft operations
pilots and, for part of this time,
since these days have
he also flew Falcons for a private
brought new issues in
customer.
aircraft fuel and
In 2004, Garry went to Australia
to become Deputy Chief Pilot for
solutions for them as
Skytraders.
described in the article
He has flown some 17,000 hours, on page 21.
of which about 6,000 CONTACT DETAILS
are in the Antarctic.
David VELUPILLAI
His interests include skiing Product Marketing Director
and woodworking. Executive & Private Aviation
Airbus Customer Affairs
Tel: +33 (0)5 67 19 18 32
Fax: +33 (0)5 61 93 45 15
david.velupillai@airbus.com
Conclusion
Antarctica, once the preserve with careful preparation and operation
of polar explorers, is now regularly helping to ensure safety in challenging
accessible to scientists through regular surroundings.
flights by the Airbus ACJ, helping us The Airbus ACJ’s ability to handle
to understand more about our planet. a wide range of climatic conditions means
Conscious of the need to preserve that it takes these demanding operations
this pristine wilderness for generations in its stride, highlighting once again
to come, the flights are made the versatility and operational flexibility
in an environmentally responsible way, of the modern Airbus family.
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34 35
Customer Services
events
our future together’ with keynote speeches industry networking and Airbus will be pleased
dedicated to: to welcome its customers, aviation authorities
36 • Reveal of the Supplier Support Rating awards, and the major training media vendors.
CUSTOMER SUPPORT AROUND THE CLOCK... AROUND THE WORLD
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