ADVISORY

BOARD
LETTER #13
DECEMBER 2015

AIRBUS CRISIS ROOM

TOULOUSE
 Advisory Board Letter - December 2015 2

ADVISORY BOARD MEETING No.13

A promising future!
Following its launch at EBACE 2015, you confirmed that the ACJneo is already a success,
with six orders in six months! This shows that it has the features you were expecting!

Through the ACJ Customer Forum and ACJ Advisory Board Task Force, you are
contributing to the evolution of the ACJ Family :
ŸBy voicing your expectations, and asking us to study them and propose solutions.
ŸBy pushing for the development of an increased FMS-database size and the use of data
loaders.
ŸBy giving your maintenance feedback, to help improve the ACJ maintenance programmes.
Ÿ By supporting an Industry Rulemaking Working Group that is proposing an Notice of
Proposed Amendment that has been issued by EASA for comments.
ŸBy participating in the task Force #2, launched early December, that is addressing your
ideas and proposals for evolution around three drivers; comfort, performance and
functionality/efficiency.

We are pleased to keep you aware of these

CONTACT US
evolutions and improvements through this
present Advisory Board letter and, soon, the ACJ
Customer Forum in Lisbon, from 29th February
to 2nd March 2016.
Muriel NOMURA
Vice-President ACJ Programme
Should you have any topics
to be discussed or issues to be addressed,
feel free to contact the Board Chairman,
Mr Andrea ZANETTO
andrea.zanetto@comluxaviation.com
and/or the Board Liaison Officer,
Mr Olivier RAYNAUD
olivier.raynaud@airbus.com
 Advisory Board Letter - December 2015 3

MANDATORY UPGRADE

MANDATES
Aircraft not equipped or not using some mandatory functions and systems will not be permitted to fly
some specific tracks or areas after a given date. The ACJ Advisory Board had a review of the key
Mandates to understand the reasons for, and impacts of, these regulatory changes.

TCAS II version 7.1

Traffic Collision Avoidance System (TCAS) answers the need for enhanced situational awareness
increasingly congested airspace.

Version 7.0 safety issues Version 7.1 solution

Many cases were found in which pilots did not
respond correctly to the “Adjust vertical speed,
adjust” Resolution Advisories (RAs) – the vertical
rate was increased rather than reduced.
new “Level off, level off” Resolution Advisory
To prevent incorrect pilot responses, in version 7.0 the
“Adjust vertical speed, adjust” RA has been replaced
by a new “Level off, level off” RA, which requires a
reduction of vertical rate to 0 ft/min.

Version 7.0 Version 7.1

Adjust Adjust
Vertical Speed Vertical Speed
Resolution Advisory Resolution Advisory

Resolution Advisory
requires one of Resolution Advisory
several vertical speeds requires a Level Off
(vertical speed 0 ft/min)

Improved reversal logic

There have also been a number of cases in which
TCAS version 7.0 failed to reverse an Resolution
Advisory when two converging aircraft remained
within 100 feet. This type scenario occurred when
one aircraft is not following the Resolution
Advisory, or is not equipped and follows an Air
Traffic Control instruction, or performs an
avoidance manoeuvre based on visual acquisition.
When it is detected that an aircraft is not responding
correctly to an Resolution Advisory, a reversal RA will
be issued to the aircraft which manoeuvres in
accordance with the RA. When only one aircraft is
TCAS equipped, version 7.1 will recognise the
situation and will issue a reversal if the unequipped
threat aircraft moves in the same vertical direction as
the equipped aircraft.

7.1 : Resolution
Advisory Reversal
to Climb

Descend Descend
Resolution Resolution
Advisory Advisory

7.0 : No Reversal

Reference : EUROCONTROL website 2015

 Advisory Board Letter - December 2015 4

MANDATORY UPGRADE
MANDATES

ADS-Broadcast Out
ADS means Automatic (No need for external interrogation) Dependent (Aircraft position provided
by the aircraft) Surveillance (Broadcast refreshed every 0.5 sec).

ADS - C ADS - B

ADS- Contract ADS-BrodcastOut

in oceanic and remote areas in continental areas

ADS-C logged on to an Air Traffic Service Unit,
agrees to contracts which send information to the
aircraft depending of the type of contract:
• Periodic contract (time-based)
• Demand contract (on demand)
• Event contract (based on flight parameters)
HONG KONG
Civil Aviation Department 2013
ADS-B Out sends your GPS position, aircraft ID,
speed, position and altitude to air traffic control
ground receivers and other aircraft equipped with
ADS-B In.
Key benefits with ADS-B
• Increased airspace capacity
• Enhanced traffic safety in Non-Radar Areas
• Improved traffic management with reduced
separation (less delays, fuel savings)
• Avoidance of fuel burn penalties

Key benefits with new DO-260B

2020 • Transmission of more accurate information on
aircraft position plus improved latency in broadcast
• Direct link between MMR and ATC transponder
• Improved safety and flight efficiency
FAA 2020 • Same standard in Europe and USA
 Advisory Board Letter - December 2015 5

MANDATORY UPGRADE
MANDATES

FANS The Future Air Navigation System (FANS) is an avionics system which provides direct data-link
communication between the pilot and the air traffic controller.

Radio or satellite
technologies are Satcom ATSU
used to enable digital Avionics
Air Traffic Service Unit
transmission of
messages between VHF
your ACJ and ground Data links
stations (clearances, VHF
and HF Media
position reporting…) data links

Ground
Networks
Airlines
Operations Aircraft Communication and Aeronautical
Control Addressing Reporting System Telecommunication
Network
ATC Ground
Air Traffic Control Users

FANS A+ over ACARS FANS B+ over ATN

in oceanic and remote areas in continental areas

Key benefits with FANS A+ Key benefits with FANS B+

• Automated ATM Data-link communications • Automated ATM Data-link communications
• Decreased crew workload improving safety • Decreased crew workload improving safety
• Optimized flight levels and tracks – fuel and time • Optimized flight levels and tracks
savings • Increased airspace capacity
• Dynamic Airborne Route Planning procedures • Potential for Continuous Descent Approach (CDA)
• 30/30 nm separation en-route, fuel and time savings • Tailored arrivals
This is the solution to the European Data Link 2000+
Equipment required mandate, applicable to all aircraft flying in, and into,
European airspace.
SATCOM, ATSU, VDL Mode 2, DCDU, GPS primary,
FMS2, Clock GPS synchro Equipment required
(FANS A+ now basic on A330/A340 Family and A380, VDL Mode 2, ATSU, DCDU, GPS primary, Clock
optional on A320 Family) GPS synchro (optional on the A320 Family only)

FANS A is basic on A330/A340 Provisions are basic on A320 family

family aircraft since 2000 aircraft from MSN 1150
ATSU = Air Traffic Services Unit
VDL = VHF Data Link
DCDU = Datalink Control & Display Unit
GPS = Global Positioning System
2018
FMS = Flight Management System
 Advisory Board Letter - December 2015 6

MANDATORY UPGRADE
MANDATES

FTIS Mitigate the two main conditions

The Flammability Reduction
System (FRS) mandate aims to
reduce the flammability of the
fuel/air mixture, and to make
improvements to the safety of
specific fuel tank designs by
reducing the probability of
creating an ignition source within
the tank.
that can lead to a fuel tank
explosion :
- An ignition source
- A flammable fuel-air gaseous
mixture
The Airbus solution is a Fuel Tank
Inerting System (FTIS). This
solution is available for A320
Family, A330-200 and A340
aircraft.
FTIS :
- Provides protection against fuel
tank fire and explosion as per
mandates
- Nitrogene-enriched Air
produced from conditioned
engine bleed-air by gas
separation, is fed to the fuel
tanks.
O N LY a p p l i e s t o
corporate jets
operating under FAR
Parts 121, 125 or 129.

2017
An air separation module
is fed with engine bleed-air
to obtain nitrogen-
enriched air, which is fed
into the fuel tanks, thus
reducing flammability.

Upcoming Recommendation
ICAO is expected to issue
a recommendation by end-
2015. Deadline for
implementation is likely to
be end-2016. This
recommendation will
require an automated
tracking of passenger
planes. The objective is to
avoid a repeat of the
disappearance of flight
MH370 in 2014.
AirFlight for ACJ : the Airbus response
Airbus is developping a solution that responds to ICAO’s upcoming
mandate. A demonstration was done to the Advisory Board to discuss the
key fonctions:
• Reports every 15 min during normal operations
• Frequent reporting during non-normal operations
• 6 criteria have been defined by Airbus
• ICAO work still in progress
• All flights including remote and oceanic flights
This tool provides confidentiality. AirFlight will ensure, for example, that
your data will be removed from FlightRadar24.It will be accessible to your
private network, such as your operations, principal and their family.

AirFlight for ACJ creates an additional business case by improving

operations resilience, turning a safety product into an operational tool
that increases visibility and exchange of information with all
stakeholders.

Airflight for ACJ uses the best data available for global coverage at
the lowest cost (ADS B, ACARS …).
 Advisory Board Letter - December 2015 7

PRODUCT IMPROVEMENT
FMS

Floppy disks obsolescence

The future 64Mb-FMS was presented in the Advisory Board Letter No.12. Its characteristics, the technical
impacts on your ACJ and the development planning secured by Airbus and its two suppliers, Thales and
Honeywell, were communicated. The Advisory Board is now following this development.

In addition, the Advisory Board worked on an important point highlighted during the last ACJ Customer Forum in
Abu Dhabi : the obsolescence of the floppy disks used to load data into the FMS.

The issue : The solution :

floppy disk obsolescence a new data loading Architecture
floppy disk readers obsolescence was implemented in 2012

MDDU CDLC
PDL
Multipurpose Disk Floppy Disks Centralized Data
Portable Data Loader
Drive Unit Loader Connector

Portable data loading solution eliminates the dependence upon floppy disks. For in-service aircraft, MDDU
remains operable or removed as per operators choice. For new delivery aircraft, MDDU is no longer available.
CDLC is the Airbus standard starting January 2012:
• A320 Family – MDDU removed as of MSN 4991
• A330 Family – MDDU removed as of MSN 1287

In term of PDL, any devices compliant with ARINC 615-3 and 615A norms and security features can be used.
ARINC 615-3 and 615A are protocols defined by ARINC committee (Aeronautical Radio, INCorporated) :
• ARINC 615-3 = Airborne Computer High Speed Data Loader
• ARINC 615A-3 = Software Data Loader Using Ethernet Interface

For an easier and safe choice, Airbus qualified the following PDL: REFERENCES
Techsat PDL
(Mk.II GARDT PN 403475 & OIT 999,0011/12 - 31 Jan 2012
Mk.III PN GARDT 403561) ATA31 A320 Family and ATA45
A330/A340 – MDDU Removal

Service Information Letter 45-004

Portable Data Loader selection

Service Information Letter 00-063

Field Loadable Software

Teledyne PMAT2000 Security Information Bulletin SIB-

kit P2K-ABF-02 001 – Security recommendations
for SA & LR PDLs
 Advisory Board Letter - December 2015 8

TASK FORCE
Task
_ Force #4

CFM Engine Maintenance

Guide for Low Utilization
Three actions are on going at Airbus to answer
discrepancies identified last year by the Task Force
members:
• Low Utilization Recommendation for CFM Engine
• Low Utilization Recommendation for ACJ330 and ACJ340
• Parking procedures

Actions 2 and 3 are still scheduled for early next year. Action
1 delivered recently and was closed by the Advisory Board
as follows:

End of 2014, CFM engine maintenance guide for low

utilisation was reviewed by CFM and Airbus maintenance
engineering. Under the impulsion of the Task Force N°4 and
the Advisory Board, an agreement was reached for
harmonisation between CFM and Airbus in March 2015.

The update of the CFM technical documentation was done and presented during the Advisory Board meeting #13.
A Service Bulletin is under creation to officially introduce this new document. This latest CFM ACJ Guide takes into account
the recent agreement between Airbus and CFM relative to the discrepancies identified. In addition, this guide was updated
with additional tasks to help ACJ customers.

CFM56-5B guide
for ACJ and/or low utilization
Emirates Palace
_
Gala dinner

September 2015
 Advisory Board Letter - December 2015 9

Support Improvement

Warranty Extension
ISSUE CONTRACTUAL SITUATION

• ACJs have low utilization, around 500 to 1000 Flight • 57 different contracts
Hours maximum a year ;
• Renegotiation and reissuance are
• ACJs are grounded for cabin completion 12 to 18 unscheduled and done only:
months after delivery (depending of the model)
• For new a/c type introduction
These specificities led Airbus to adapt the conditions of
warranty for Airbus proprietary parts extending them to • Negociation by batch, when a
60 months from the date of acceptance. significant number of points have to be
discussed or revised
Objective defined by the Advisory Board is to Obtain a
similar warranty extension for Suppliers parts

ACJ ACTION
Airbus Corporate Jets formally wrote to its suppliers strongly
illustration
asking them to take into consideration the particularities of
ACJ aircraft notably the low utilization and an entry into
service only after a phase of cabin completion.

It was not a contract renegotiation. Suppliers were free to

accept or not.

ACHIEVEMENTS
9 Suppliers did accept : Siemens, B/E Aerospace,
Triumph Group, Teledyne, Franke, Crane Aerospace,
Jamco, Michelin, AOA

STEP 2

The introduction of A330neo is an opportunity for Airbus

and its Suppliers to renegotiate the contractual Supplier
Support Conditions. These conditions are dictating notably
the warranty clauses. The new Supplier Support
Conditions will be applicable to all Airbus types (A320
Family, A330 Family, A350 and A380). The Advisory Board
sees here an opportunity to contract with these suppliers a
specific amendement for ACJ.

Actions are launched accordingly and progress will be

reported to the Board on regular basis.
 Advisory Board Letter - December 2015 10

Rule Making Working Group

19 Pax project

Future certification requirements

for executive interiors
The Advisory Board supports a long-term project to modernize the regulation governing the corporate jets
certification. This project is conducted by a Rulemaking working group combining both EASA and Industry
experts (Airbus, Dassault, etc). This work follows a specific process (see here under) which delivered in March
last year a draft NPA (Noticed of Proposed Amendment). The objective and the content of this NPA are detailed
in the next pages. EASA is in the process to launch a new important phase : the public consultation. The draft
NPA has been reworked by EASA and will be published. Anyone can comment. During its last meeting, the
Advisory Board defined a clear way forward to optimize its participation during this phase.

Agency Rulemaking Process Dec 2014

Consolidated draft
Initial request NPA including 4 items
Jan 2011 with dissenting
(Airbus and Dassault Aviation‘s initiative)
positions documented
for arbitration
Drafting and adoption of the Rulemaking
1 Sept 2011
Programme Feb 2015
Arbitration meetings
Initiation of the rule development by defining
2 Feb 2012
the Terms of Reference March 2015
conservative
Delivered to arbitration by EASA
3 The drafting of the rule EASA (rationale = not to
March 19th 2014 delay rapid
publication)
4 Consultation phase (3 months) Oct to Dec 2015
March – Sept 15
EASA internal
5 Analysis of comments and final review Q1 2016 appropriation of draft
NPA + consolidation of
final version for public
6 Adoption and Publication Q2 2016 consultation

Objective

taking into
CS AMC App account cabin
interior
25 X specificities
+ + in Private /
Business
aviation
Revised EASA Revised AMC A new
Certification (Acceptable EASA
Specification Means of CS-25
For large Airplanes Compliance) Appendix
 Advisory Board Letter - December 2015 11

Rule Making Working Group

19 Pax project

The content expected to be submitted to public consultation should be based on the harmonized positions and
improved alleviations agreed between Industry & EASA on following recurrent items :

In core CS-25 §§ (for all A/C)
• Interior doors
• Emergency exit access
• Symbolic placards
• Large display panels
• Emergency lighting
• Installation of showers
• Installation of cooktop
• Seats in excess of those that
may be occupied for taxi, take-
off and landing, in-flight only
seats, beds
• Large glass items
• Passenger seats distribution
• Distance from pilot seats to
emergency exit
• Distribution of exits for single
exit pair aeroplane
• Emergency Exit signs
• Smoke detection in lavatory
In new Appendix (for Low Occupency Airplane & Private only)
General Passenger Circulation Inside
• Applicability Cabin During Flight
• Aeroplane Flight Manual • Width of Aisle
Limitation • Firm Handhold
Markings and Placards
• Emergency Exit Signs
General Cabin Arrangement • Single Non Smoking Placard
• Interior Doors • Briefing Card Placard
• Isolated Compartments • Seats in Excess
• Deactivation of existing
Emergency Evacuation Miscellaneous
• Flammability Requirements • Cabin Attendant Direct View
• Access to Type III and IV • Stowage Compartment
Emergency Exit Latching Mechanisms
Emergency Exits

Key concept
Low Occupancy Aeroplanes (LOA)
Extension to commercial operations of some alleviations with a new concept of Low Occupancy Aeroplanes
(LOA) = occupancy up to 1/3rd TC total + per area between exits

Applicability
• up to 100 PAX for commercial LOA • up to 150 PAX for non-commercial

Example with ACJ319 Maximum Approved Passenger Seating Configuration = 1451/3 limit = 48 Pax
Eligible to the future specific Appendix Low
Occupancy

Total PAX = 29 <1/3

Fwd < 1/3

Aft < 1/3

Case 1 Aft Area = 22 PAX

Fwd Area = 7 PAX
Case 2 Aft Area = 35 PAX

Total PAX = 42 <1/3

Fwd < 1/3

Aft > 1/3

High
Non-eligible to the future specific Appendix if commercial operation Occupancy
 Advisory Board Letter - December 2015 12

Rule Making Working Group

19 Pax project

The content expected to be • Door deactivation > 60ft

postponed and NOT submitted to
public consultation are as follows.
Industry members have shown
that some discussed alleviations
could be further extended to LOA
above 19PAX for commercial
operations (never done before).
• VIP Materials (no HR/SD)
between exits
• In-flight aisle reduction
Authority members of the working
group have disagreed on
accepting a Level of Safety not
equivalent to the current standard
despite stated acceptable by
Industry.
The agency has developed a
Comment Response Tool
(CRT) that is used to automate
the consultation process for
Notices of Proposed
Amendments (NPA). The CRT
allows users to review NPAs
and place their comments.

Way Forward

Draft NPA Comments

Publication for Comments Decision
Responses
comment review publication
publication

Publication EASA will gather all EASA will publish EASA will then
end-2015 received comments “Comment / publish a DECISION
and prepare Response and edit the
Comment period of 3 answers Document” (CRD) corresponding
months with updated NPA revised Amendment
Industry Members of integrating of CS-25 (Best
the WG volunteered accepted estimate = June
for this phase to 2016 TBC)
comments
prepare rapid
answers in Q1 2016
(EASA to decide)

With EASA Comment
R e s p o n s e To o l ( C R T )
http://hub.easa.europa.eu/crt/
anyone can comment a NPA,
only a registration is needed.
Industry Members of the
working group will review the
published NPA:
• For agreed items: Industry
members should not comment
(TBC)
• If non-agreed items: Industry
members will comment
separately
Relevant comments, if any, will
be shared with the ACJ
Advisory Board
Operators are free to place any
comment, on their own or in
group.
However, more comment =
more time to issue the final
decision.
Suggestion
Comments are shared within
ACJ Advisory Board first, and
• Either responded prior made
officially (conf calls could be
organized),
• Either grouped in one single
comment from ACJ Advisory
Board as a body,
• Or made individually if it
reflects an individual opinion
Dissenting Items arbitrated by
EASA will be either:
• Mentioned with EASA
rationale for arbitration (as
requested by Industry). In this
case the ACJ Advisory Board to
propose line to take for answer,
Each Operator comment
individually (as many
commenters as possible).
• Not mentioned as if the
discussion and arbitration
never happened. The ACJ
Advisory Board will rapidly
write to EASA as a group to
request rapid re-opening and
continuation of the rulemaking
efforts.
 Advisory Board Letter - December 2015 13

Task Force #3
Extended Task Force Meeting

Crisis Management
Reinforcing the crisis
management for ACJ is one of
the key mission decided by the
Advisory Board this year. In this
frame, the last meeting was the
opportunity to review the work
produced by the Task Force #3
led by Andeol De-Saint-Foy and
sponsored by Andrea Zanetto.
This review started with a
presentation the mission and
challenges presentation of the
BEA (Burau Enquete Accident).
It was followed by a the case
study detailed just here under.
Debrief this case and share
personal experiences all
together allowed to better
rework and complete the ACJ
guide drafted by the Task Force
members. This guide will be a
supporting document for the
ACJ Community whenever an
in-service event happens to an
Airbus corporate jet. Because
each incident or accident is
complex and different, no
exhaustive solution could be
put on paper but basic
guidelines could be regrouped.
These recommendations will
complete the customer's Safety
Management Systems (SMS)
and customer's Emergency
Response Planning (ERP)
recommended in the annex 6 to
the Convention on International
Civil Aviation. The day was
concluded by the visit of the
Airbus Crisis Control Center by
Michel Guérard, Airbus VP
Safety Operations.

CASE STUDY
A case study presentation was The case study scenario was The Advisvisory Board
made by Ms Martine Del Bono, imagined by the Task Force reviewed successfully the key
BEA Head of the Information No.3 members and involved an messages and decisions to
and Communication almost collision between an take about such a crisis
Department, in private airliner and an Corportare Jet. situtation.
engagement. The case study,
with an interactive discussion,
aimed at explaining the
importance to be ready in case
of incident or accident, that
incident or accident does not
happen only to others. “Small”
event can develop into a
crisis, especially in the VIP
context.

Let ’s imagine
10:02 Near miss at Paris CDG airport
between a Corporate Jet and an airliner
10:02 First reports on AFP, Reuters, Twitter,
Facebook, TV...
11:00 Air Traffic Control notified the BEA
12:30 BEA contacted by journalist
12:45 Press released by Paris Airport
13:15 Journalist on Twitter: BEA launched an investigation &
the operator refused to comment
14:00 BEA investigators on site at CDG
14:30 Press release from the airline
15:00 Corporate Jet operator name on CNN
17:30 VIP on board contacted by journalist and request a “way
forward” to the Corporate Jet operator
18:00 VIP on board image at stake on the media
 Advisory Board Letter - December 2015 14

Task Force #2
Product Development

ACJ Product Evolution Plan

The ACJ product development was discussed at the ACJ Forum in Prague, in June 2012. A Technology
roadmap for ACJ specific development was created. The key values applied are the ones identified by the
Customers and Operators. The resulting plan, called ACJ PEP (Product Evolution Plan) is driven by these 3 key
values:
D e ve l o p m e n t P ro j e c t s
(for linefit and retrofit)
Comfort
Environmental Comfort (Thermal, Noise and Humidity)

Cabin Innovation (Outside View)

Performance
Improved Operations Performance (Range)

ACJ319 Maximum Take-Off Weigth (MTOW) increase

Functionality / Efficiency
Weight Reduction

ACJ Family EFVS

EVS (Enhanced Vision System) is an electronic means to provide a display of the

forward external scene topography (the natural or manmade features of a place or
region, especially in a way to show their relative positions and elevation) through
the use of imaging sensors such as millimeters wave radiometry, millimeters wave
radar, and low light level image intensifying.

HUD (Head Up Display) is a display system that projects primary flight information
(for example, attitude, air data, guidance, etc.) on a transparent screen (combiner)
EVS
in the pilot’s forward field of view, between the pilot and the windshield. This allows
the pilot to simultaneously use the flight information while looking along the
forward path out the windshield, without scanning the head down displays

EFVS (Enhanced Flight Vision System) is an EVS that is intended to be used for
instrument approaches and must display the imagery with instrument flight
information on a HUD. This sensor operating at wavelengths different from human
eye sensitivity for :
ŸEnhanced night and foggy condition including taxi
ŸIncreased pilot’s situational awareness and responsiveness
EFVS = HUB + EVS
ŸPotential operational credit CAT1 DH down to 100ft vs 200ft
ŸImproved aircraft flexibility vs destination airports
 Advisory Board Letter - December 2015 15

Task Force #2
Product Development

ACJneo development update

The ACJneo reached an important mileston in May with the confirmation of the feasibility as shown by
the figure here under. It describes the development lifecycle of the aircraft, includuing development
phases and matutity gates (MG).

May 2015 July 2017

MG3 MG7

FEASIBILITY CONCEPT DESIGN TESTS

TODAY
• Technical assumption
• Technical requirement
• Industrial pre-feasibility
• Organisation set-up
MG5 EIS
August 2016 Q4 2018
• Consolidation of the • Structure design
technical assumption • Installation design
• Aircraft sizing • Supplier System
computation Design
• System architecture • Preparation of tests
• System supplier (rigs, benches,
selection aircraft, procedure)
• Resource ramp-up • Certification baseline
• Certification: frozen
application to EASA
and FAA M Gx = Maturity Gate EIS = Entity Into Service

Task Force 2 - Next meeting

The Advisory Board decided
that a TASK FORCE 2 meeting
must be organized by end of
the year.
This task force is dedicated to
Product Development. It is a
way of discussing and
confronting in-depth needs
and projects through regular
communication, and being
sure we can deliver on your
individual needs.
The members of this task force
will be nominated by the
Advisory Board with the
objective to have 2
representatives from the
different market segments
participating (Government,
Leasing Company, Private
Owner).
This meeting will cover
different topics linked to ACJ
product development
(evolutions, plans, needs…). It
will be also a space for open
discussions
Andreas HARTMANN, Head
of ACJ Engineering, is leading
this Tf2
Results will be presented to
the next Advisory Board
Meeting.

Forum Preparation
Next ACJ Customer Forum
The ACJ Customer Forum
will be in Lisbon the 29th of
February and the 1st and
2nd of March. Please refer to
Newsletter N°.12 for detail on
the choice of this location and
date.
During its last meeting, the
Advisory Board took three
important decisions
concering this event:
- To have a central main
theme: Crisis Management.
Concretly, this topic will take a
significant part of the agenda
with a simulation (please
refer on page 13), a
Advisory Board Letter - December 2015
LISBON - March 2016
workshop to exchange on our
respectives experiences and
a presen-tation of the Task
Force 3's results.
- To create an ACJ Customer
Council. The objective is to
reinforce the specific
mechanism used in March
2015 in Abu Dhabi to have all
participants expressing their
voice and expectations the
1st day of the Forum.
This practice is unique in all
Airbus forums and
symposiums. It give a better
opportunity to share the
different points of view
16
whatever is the agenda of the
rest of the Forum. The
outcomes will be used to built
the actions plan of the next
Advisory Board.
- To give a different exposition
to the ACJ partners i.e. cabin
completion centres, engine
manufacturer and service
centres, with interventions in
the main plenary room. This
change will certainly
reinforce networking and
discovering innovations and
activities in the ACJ
community.