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AIRBUS INDUSTRIE
N U M B E R 2 4 M A Y 1 9 9 9

Support of leased Airbus aircraft Hans Krauss Supporting Airbus converted freighters Gerard Rhemrev Inflatable shelter for aircraft engine maintenance Michel Leonhardt The Iron Bird Captain Chris Krahe Customer Services conferences Fog in the cabin Jed Traynor Airplane upset recovery A test pilot's point of view Captain William Wainwright Getting the aircraft out on time Managing uncertainties in materiel planning Brian Wood A test pilot's view point - Part 2 Resident Customer Support representation Articles in previous issues

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Editor: Denis Dempster, Product Marketing Graphic design: Agns Lacombe, Customer Services Marketing Telephone: +33 (0)5 61 93 39 29 E-mail: fast.digest@airbus.fr Telex: AIRBU 530526F Telefax: +33 (0)5 61 93 27 67 Photo-engraving: Passion Graphic Printer: Escourbiac FAST may be read on Internet http://www.airbus.com

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AIRBUS INDUSTRIE

G.I.E. 1999

32

The articles herein may be reprinted without permission except where copyright source is indicated, but with acknowledgement to Airbus Industrie. Articles which may be subject to ongoing review must have their accuracy verified prior to reprint. The statements made herein do not constitute an offer. They are based on the assumptions shown and are expressed in good faith. Where the supporting grounds for these statements are not shown, the Company will be pleased to explain the basis thereof.

This issue of FAST has been printed on paper produced without using chlorine, to reduce waste and help conserve natural resources. Every little helps.

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By Hans Krauss Director, Customer Support Airbus Industrie Customer Services

The leasing companies who buy Airbus aircraft generally concentrate their efforts on marketing, finance and sales, and have limited in-house technical and engineering capabilities. They rely on the aircraft and engine manufacturers to provide the support of the aircraft in service. Within Airbus Industries Customer Support Services Division, the department Leased and Pre-Owned Aircraft provides support to leasing companies (the lessors) and to the airlines operating the aircraft (the lessees).

he Customer Support Services Division is involved during the following phases in the life of an aircraft: q during contract negotiations with the lessor for the sale and purchase of the aircraft, q from contract signature to entry into service of the aircraft, q operation of the aircraft, q return and re-delivery of the aircraft to a new operator, q during its storage. During the first two phases, the lessor addresses questions to one single focal point in Airbus Industrie Customer Support - the Customer Support Manager (CSM) dealing with Leased and Pre-Owned Aircraft. This CSM is based in the Airbus Industrie headquarters and provides assistance to the lessor and lessee until the aircraft is handed over to the airline. Prior to entry into service, the account is passed over to the CSM in charge of the airline. His role is to act as the focal point for coordination, implementation and monitoring of all customer support services, and this CSM is based either in Toulouse, Beijing or Washington depending on the airlines location. Resident Customer Support representation can also be provided at the airlines main base or any other location to be mutually agreed. These Resident Customer Support Managers (RCSMs) are the airlines permanent on-site interface with the CSM, providing continuous support matched to the airlines needs. In addition, advice on the technical operation of the aircraft is available from the RCSM at transit stations, where RCSM offices have been established for other Airbus operators. In cities such as New York, London, Paris, Istanbul, Frankfurt, Madrid, Abu Dhabi, Hong Kong, Los Angeles and Manchester, city coverage has been developed to support several operators based in the same city. In case of need, operators may contact RCSMs at any station. Their contacts are given on pages 30 and 31. There are generally four types of operators of leased aircraft: q the start-up airlines, q an existing airline that is not yet Airbus operator, q an existing Airbus airline, operating the same Airbus type as the one being leased, q an existing Airbus airline, operating a different Airbus type. The Customer Support Package that includes the following items can be tailored to meet the specific needs of either type of airline.

TRAINING
In order to ensure a successful entry into service and continued operation of the aircraft, Airbus Industrie provides customised training packages for the airlines personnel at Airbus Industrie training centres. Courses are available for Flight and Cabin Crews, and Maintenance and Performance personnel. Having customers throughout the world, Airbus Industrie has located three training centres, in Toulouse, Beijing and Miami. Each centre has fullflight simulators available. The training package consists of: q Flight crew transition courses Regular, adapted or Cross Crew Qualification (CCQ). They are a blend of lectures, computer-based training, system trainers, fixed-base and full-flight simulators combining academic instruction with practical training. q Cabin Crew courses Familiarisation with Airbus cabin features q Performance/Operations courses These courses provide flight operations staff with a training on Airbus performance documentation, systems and computation programmes. These courses are designed for, Flight Dispatchers, Performance Engineers, Weight and Balance Engineers and Load Masters. q Maintenance courses They are a blend of lectures, computer-based training, maintenance training simulators and field trips combining academic instruction with practical training. Academic instruction, practical and hands-on experience can also be provided at the airlines base or any other airlines base equipped with training aids and facilities. In addition to the simulators at the Airbus Industrie training centres, simulator capacity for Airbus aircraft is available worldwide. Lists of simulator locations can be provided.
3

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TECHNICAL DATA AND DOCUMENTATION

The technical publication package that the lessor provides to the lessee is defined in the lease agreement signed between the lessor and the lessee. Technical documentation is revised according to set frequencies and it is the responsibility of the lessee to incorporate the revisions in the documentation. Airbus can train the lessee on the use of manuals if necessary. In the event an aircraft is transferred from one lessee to another, Airbus Industrie will customise the Operational manuals - Flight Manual (FM), Flight Crew Operating Manual (FCOM), Check List (CL), Master Minimum Equipment List (MMEL) free of charge in the name of the lessee. Airbus Industrie manages the revision of the documentation and the customisation changes. The Customer Originated Changes from the lessee,

generally not accepted for operational manuals, must have the formal agreement of the lessor and must be incorporated in the lessors manuals at conditions stated in the Airbus Customer Services Price List. Upon request of the lessor or the lessee, Airbus Industrie may provide direct support to the relevant airworthiness authority if the aircraft type is not yet registered in a particular country or if the operator wants authorisation to fly extended twin engine operations.

Hamburg Frankfurt Washington Beijing

Singapore

MATERIEL SUPPORT
Airbus Industrie maintains a worldwide spare parts distribution network with several strategically located stores. The principal store is in Hamburg. In order to respond to the airlines specific needs, Airbus Industrie provides recommendations for the purchase of Spares, Ground Support Equipment and Tools. These recommendations cover initial provisioning

Typical documentation delivery sequence

A/C DELIVERY

MPD TEM/TED SES AC MFP VIM

PPM CLS CMM

AMM TSM CML AWM FCOM MMEL IPC SRM NTM

WBM SB SIL FM

AC

v AMM v v v v

v v v

Airplane Characteristics for Airport Planning Aircraft Maintenance Manual ARM Aircraft Recovery Manual AWL Aircraft Wiring List AWM Aircraft Wiring Manual ASM Aircraft Schematic Manual CCC Crash Crew Charts CL Check List, abnormal/emergency CLS Cargo Loading System Manual CML Consumable Material List CMM Component Maintenance Manual ESP Electrical Standard Practices FCOM Flight Crew Operating Manual FPRM Fuel Pipe Repair Manual FM Flight Manual IPC Illustrated Parts Catalog LRE Radioactive and Hazardous Elements (List of) LTM Live Stock Transportation Manual MFP Maintenance Facility Planning

v v

MMEL MPD NTM PMDB PPM SB SES SIL SJC SM SRM TED TEM TLMC TSM VIM WBM

Master Minimum Equipment List Maintenance Planning Document Nondestructive Testing Manual Production Management Data Base Performance Programs Manual Service Bulletin Support Equipment Summary Service Information Letter Standard Job Cards Standards Manual Structural Repair Manual Tool and Equipment Drawing Illustrated Tool and Equipment Manual Time Limits and Maintenance Checks Trouble Shooting Manual Vendor Information Manual Weight and Balance Manual

(IP) of spare parts and tools, a spares investment forecast (SIF), a fly-away kit if necessary, information on possible spares pooling arrangements with Airbus operators, and spares available for lease. Repair time is a key factor in determining the level of spares to be provisioned, as spare parts removed from stock are required to cover the period that a failed part is in the repair circuit. Airbus Industrie guarantees that its repairs of its proprietary parts will be completed within a maximum of 15 calendar days. This is a guaranteed maximum, not an average. Airbus suppliers have also agreed to reduce their shop processing times. Airbus supplies the right spares in the shortest possible time from its five spares centres located in Hamburg, Frankfurt, Washington DC, Singapore and Beijing: q AOG service 24 hours a day, 365 days a year q Customised lead-time (CLT). CLT is an approach to just-in-time delivery enabling Airbus customers to reduce their inventory of Airbus proprietary parts. Parts ordered under this scheme can be placed in the hands of an assigned forwarder in a minimum of two hours.

month in a meeting chaired by the V.P. Customer Services, and attended by the Customer Support Directors, Programme Directors and the Director of Maintenance, Engineering and Reliability. Data such as pilot and maintenance reports, dispatch reliability, in-flight shut downs, cancellations, flight hours and flight cycles will be discussed and analysed in order to make sure that the airline is getting maximum benefit from the aircraft.

MAINTENANCE ENGINEERING
Airbus can provide customised Maintenance Programmes (Maintenance Review Board Document / Maintenance Planning Document / Maintenance Planning Data Support): q to facilitate the entry into service of the aircraft, q optimise maintenance planning, q maximise aircraft availability for revenue service, q minimise maintenance costs.

RELIABILITY MONITORING AND ANALYSIS

The ability to monitor and analyse inservice data is totally dependent on receipt of the data from the operators. Airbus can provide fleet reliability data with individual airline variations, pilots reports, operational interruptions and component and engine performance. All this to assist the airline to achieve and maintain competitive and economical levels of reliability. Customised programmes can be developed to assist the airlines technical department improve aircraft in-service reliability.
5

MAINTAINABILITY AND RELIABILITY

Maintainability and reliability of Airbus aircraft is taken very seriously, not only in service, but starting during the design phase of each aircraft. The aim is to incorporate the in-service experience from previous aircraft into the design of the new aircraft. All Airbus operators provide operating data to Airbus Industrie, which is analysed every
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v Airline customized manuals/data

Note : This list is not exhaustive

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MAINTENANCE AND RELIABILITY

Airbus Industrie can provide qualified engineers to evaluate facilities, tools and equipment for servicing and maintaining the aircraft. Recommendations on changes, if necessary, and assistance in the formulation of the airlines maintenance plan, can also be provided.

ENGINEERING SERVICES
From time to time the airline may require assistance to incorporate Service Bulletins. The Technical Services Division can assist with the planning of maintenance checks, major layovers and repairs. Working parties with stock of tools are available for immediate dispatch to a repair site. During return and redelivery of an aircraft to the next lessee, Airbus can provide service bulletins and associated kits for aircraft conversions, covering, for example, cabin reconfigurations, changes of units of measurement affecting indicators, placards and documentation, MTOW changes, modifications required by the airworthiness authorities and other customization changes requested by the new operator. This may require the reduction of an already short aircraft downtime, and the creation or validation of Service Bulletins and manufacture of associated kits.

Supporting Airbus Converted Freighters

By Gerard Rhemrev Customer Support Manager Leased & Pre-owned Aircraft Support Airbus Industrie Customer Services

channel express

The Airbus wide-body aircraft are gradually becoming the aircraft of choice for conversion into freighters. Although the conversions are done by two independent companies who provide the support for their conversion, Airbus Industrie still provides the full support for the basic aircraft.

BUSINESS MANAGEMENT
The Business Management Division assists in developing good relationships between the lessor, lessee and Original Equipment Manufacturers, and ensures that suppliers of equipment fitted on the Airbus aircraft provide accurate and high quality support. This department also administers warranties and contractual commitments such as the Standard Warranty, Spare Parts Warranty, Service Life Policy and Supplier Interface Commitment.

CONCLUSION
Airbus Industrie Customer Services Directorate can provide the full range of services needed by lessors and lessees, from contract signature, throughout the life of the aircraft. In service it is essential that the airline gets the maximum benefit from the aircraft. This requires teamwork and here Airbus can provide the necessary assistance to the lessors and lessees to ensure that their aircraft meet the high reliability standards necessary for successful airline operation today. n

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MAINTENANCE AND RELIABILITY

Airbus Industrie can provide qualified engineers to evaluate facilities, tools and equipment for servicing and maintaining the aircraft. Recommendations on changes, if necessary, and assistance in the formulation of the airlines maintenance plan, can also be provided.

ENGINEERING SERVICES
From time to time the airline may require assistance to incorporate Service Bulletins. The Technical Services Division can assist with the planning of maintenance checks, major layovers and repairs. Working parties with stock of tools are available for immediate dispatch to a repair site. During return and redelivery of an aircraft to the next lessee, Airbus can provide service bulletins and associated kits for aircraft conversions, covering, for example, cabin reconfigurations, changes of units of measurement affecting indicators, placards and documentation, MTOW changes, modifications required by the airworthiness authorities and other customization changes requested by the new operator. This may require the reduction of an already short aircraft downtime, and the creation or validation of Service Bulletins and manufacture of associated kits.

Supporting Airbus Converted Freighters

By Gerard Rhemrev Customer Support Manager Leased & Pre-owned Aircraft Support Airbus Industrie Customer Services

channel express

The Airbus wide-body aircraft are gradually becoming the aircraft of choice for conversion into freighters. Although the conversions are done by two independent companies who provide the support for their conversion, Airbus Industrie still provides the full support for the basic aircraft.

BUSINESS MANAGEMENT
The Business Management Division assists in developing good relationships between the lessor, lessee and Original Equipment Manufacturers, and ensures that suppliers of equipment fitted on the Airbus aircraft provide accurate and high quality support. This department also administers warranties and contractual commitments such as the Standard Warranty, Spare Parts Warranty, Service Life Policy and Supplier Interface Commitment.

CONCLUSION
Airbus Industrie Customer Services Directorate can provide the full range of services needed by lessors and lessees, from contract signature, throughout the life of the aircraft. In service it is essential that the airline gets the maximum benefit from the aircraft. This requires teamwork and here Airbus can provide the necessary assistance to the lessors and lessees to ensure that their aircraft meet the high reliability standards necessary for successful airline operation today. n

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The Airbus wide-body fuselage is ideally suited for freight transport,

88 inches

125 inches

96 inches

LD-3

LD-3

LD-7

LD-6

... can carry a wide variety of containers and pallets,

Accepts the full range of existing underfloor cargo containers and pallets Full interlining capability No need for special containers 106 in. forward cargo door Pallet (*) LD7/LD9 AAF/AMF LD6 LD5/10/11/21 LD3 - the most commonly used cargo container Over 160 000 in worldwide use LD1 125" system (164" overall) (*) 125"x88" or x96"

... and special loads.

Engine transport

Core unit 88x125" pallet

Fan unit 88x125" pallet

here are different types of Airbus freighter currently in service: q the A300C4, A300F4, A300-600F and A300-600ST (Super Transporter) which are built and sold by Airbus Industrie q the A300B4F which is converted through a Supplemental Type Certificate (STC) either by, Elbe Flugzeuge Werke (EFW), a subsidiary of DaimlerChrysler Aerospace, in Dresden, Germany, or British Aerospace Aviation Services (BAeAS) in Bristol, England q the A310-200F which is an A310200 converted by EFW (DASA) through STC. Each conversion centre holds STCs issued by the FAA. The A300B4F, -600F and A310F have the same fuselage cross-section, (see figure above), and can carry a wide variety of containers and pallets. This allows excellent interlining possibilities with other genuine wide-bodied aircraft. Over 60 are in service and commitments already exist to convert a further 120. Payloads for these three versions vary between 39 and 55 tonnes (86,000lb 121,000lb). The Super Transporter, affectionately known as the Beluga, has an enlarged main deck with a volume of 1400m3 (49,400ft3) and carries a payload of 47 tonnes (103,600lb). It is designed to carry outsize loads. The A300B4-200 is the aircraft that is attracting the most conversions at
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present. Twelve operators already have them in service and leasing companies are buying them on speculation for conversion. This has rejuvenated the A300B4 market and particularly the residual value of the aircraft. The two conversion centres have slightly different approaches to the modification but the end result is the same, the converted aircraft can carry the same payload. The BAeAS conversion has an electrically operated main deck door and strengthened floor beams. The EFW conversion has a hydraulically operated door and new floor beams, similar to the A300-600F. The downtime for the conversion is about 14 weeks but this time varies considerably depending on the additional work programmed such as for modifications and D-check. The A300B4 has an excellent reliability record, the fleet average for the last twelve months being 99%, with flight duration varying between 1.12 and 3.5 flight hours. The twelve operators averaged over 99.5% in January 1999.

THE SUPPORT TREE

The A300-600F and A300-600ST (Super Transporter), being sold by Airbus Industrie as new aircraft, receive the same full support package as for any other purchased Airbus aircraft. This includes all parts associated with the main deck cargo modification. Operators of A300s and A310s converted to freighters by the STC holders do not buy the conversion direct from Airbus Industrie, however they still receive complete support from Airbus for the basic aircraft. The support for all parts associated with the main deck freight conversion, is provided by the STC holders.

SUPPORT FROM AIRBUS INDUSTRIE

Airbus Industrie provides a full range of Customer Services for the basic aircraft throughout its operational life. To assist the operators obtain and make best use of the services available, Airbus allocates a Customer Support

Manager (CSM) to them who will be their point of contact in the company. Airbus has a large Engineering and Technical Services Division whose staff can be contacted 24 hours a day. They provide engineering recommendations including troubleshooting advice, development of modifications for product improvement, optional modification, on-site technical assistance including trouble-shooting, retrofit and repair. Spares support is also available 24 hours a day. The CSM will monitor the progress of all queries the operator sends to Airbus. The full list of additional services available is given in the Customer Services Catalog. Details of the principal services are given in the previous article Support of Leased Airbus Aircraft. However it should be noted that, to reduce operating costs, Airbus Industrie provides a low utilisation maintenance programme, for aircraft operating less than 2000 flight hours per year. This programme was incorporated in Revision 21 to the Maintenance Planning Document (MPD) which should be provided with the aircraft. Also, Airbus Industrie no longer provides training for the A300B4, but ten training centres in the Americas, Africa, Europe and Asia have simulators for flight crew training and can also provide maintenance training. To increase payload and revenue, Airbus offers two Service Bulletins (SB A300-00-032 and A300-53-0342) that allow an increase of Max Zero Fuel Weight (MZFW) by two tonnes. SB A300-00-0032 allows the aircraft to be certificated at the new weight and calls for the installation of SB A30053-0342, the structural modification. They are applicable to all A300B4200s . The STC holders are capable of adapting these service Bulletins to the aircraft they convert.

AIRBUS INDUSTRIE

96 inches

Customer Services Catalog

1999
The services included in the Catalog are: q Technical Publications on paper q Customising of Technical Publications q Maintenance planning data support q Spares provisioning documentation q Engineering and technical assistance q Field service representation.

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To ensure that technical queries from operators get a quick and adequate response, a data-base about the conversions has been developed. It summarises the conversion and lists the conversions parts, the operating data for each aircraft by MSN, and all the contact names at the conversion centres. This ensures that Airbus Industries engineers can identify and pass on any query related to the converted part, to the STC holder whilst responding directly to basic aircraft queries. Airbus Industrie will co-ordinate major repairs related to the structure of the

basic aircraft and the conversion, and it has efficient lines of communication with the STC holders.

SUPPORT FROM THE STC HOLDERS

The STC holders provide matching support for all parts associated with the main deck freight conversion including, for example, supplement documentation. Technical queries linked to the converted part of the aircraft should be addressed to the STC holder. For questions concerning the interface between the converted part and the basic aircraft, the STC holder will liaise with Airbus Industrie to provide the proper answer.

ER FOR NANCE SHELTMAINTE resentative TABLENGINE mer Support Rep INFLA AFT E esident Custo AIRCeRerience from a R l xp
P

hardt el Leon By Mich ustomer tC Residen presentative port Re ie Sup ndustr Airbus I Services mer Custo

CONCLUSION
This new task acquired by the Airbus A300s, as wide-body freighters, has not only increased their residual values but means that many operators of old 1960s era, noise limited freighters, now have viable, efficient replacements available. The A300B4s available can be purchased and converted at a good price and they meet todays more stringent environmental standards. Operators of these aircraft can expect the same high standard of support that all other Airbus operators now take for granted. A300B4 Converted Freighters are excellent value in todays freighter market. s

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10 FAST / NUMBER 24 FAST / NUMBER 24

nd

11

The flight deck of the Iron Bird

The use of Iron Birds has a long history in Europe.

he first were developed for the Sud Aviation Caravelle which first flew in 1955, followed by the de Havilland Trident, the VC-10, the BAC 1-11 and British Aircraft Corporation (BAC)/Sud Aviation Concorde.

Airbus Industrie has been happy to continue with this tradition.

WHAT IS THE IRON BIRD?

The Iron Bird is an engineering tool used to design, integrate, optimise and validate vital aircraft systems such as: q Electrical Generation q Hydraulic Generation q Flight Control System q Auto Flight System q Warning System (ECAM) q Centralised Fault and Maintenance System. The Iron Bird is the physical integration of the above systems with each one laid out representing the geometry of the aircraft as far as dimensions of hydraulic lines (length, diameter, shape) are concerned. They are mounted in an easy accessible rack with all the components installed at the same place as on the real aircraft. For space saving, the wings are folded to lie parallel to the fuselage systems. One can recognise the hydraulic jacks of ailerons and spoilers along the wing and all other components such as valves, solenoids or accumulators, etc. Aircraft hardware such as Integrated Drive Generators and/or hydraulic pumps, which would normally be driven by the aircrafts engines, is driven by electrical motors, via gear-boxes. The hydraulic actuators are powered by the respective hydraulic system and move the control surfaces. Superimposed is the electrical system, which physically supplies the aircraft via the various buses. As in the real aircraft, all the necessary wiring of the installed systems is represented, including a full installation of the electronic bay with all the plugs, connectors and computers in racks. In order to be able to use the equipment efficiently, there are three electronic bays installed in parallel; they can be used to make back-to-back tests with computers consisting of different hardware or software combinations. This obviously allows a quicker progress of the development work of the systems. Since all aircraft systems are controlled from the flight deck, the Iron
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by Captain Chris Krahe Engineering Test Pilot Airbus Industrie Customer Services

General view of the Iron Bird

Bird needs a cockpit for its control. Three Fixed Based Simulators (FBS) are used along with a mobile visual system which can be connected to either one. Here again, in order to work efficiently, each FBS can be used either as an A340 or as an A330, since the architecture of the systems is nearly identical. From the flight deck, the Iron Bird can be flown like the aircraft. The aerodynamic model and the environmental conditions such as air density, air temperature, airspeed, Mach number, etc. are generated in a computer.

The electronics bay. Computer installation

The electronics bay. The wiring behind the computers

12

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13

The Iron Birds rudder and stabiliser

WHAT IS THE IRON BIRD USED FOR?

In the early stages of the development phase of an aircraft, more than one year prior to the first flight, the Iron Bird is in place and has accumulated thousands of development flight-hours. Flight test crews use it to adapt to the new systems and to plan the flight test pro-

Electrical generation

gramme. It is the perfect tool to optimise the characteristics of all the components of the systems which are represented as they play together or even to discover an incompatibility or anomaly that may require a change during the very early stages. The effects and the treatment of failures introduced in the systems can be studied in full detail and recorded. Like this the normal, abnormal and emergency procedures, with the relevant checklists or ECAM procedures, are developed. Electrical switching with variable interruptions and times are studied to assess their impact on the computers or other components. Extensive testing of components, computers, wiring and the whole system assembly is done to determine the effects of electro-magnetic interference (EMI). The Iron Bird renders the new aircraft a maturity that without such a tool could only be achieved the hard way, i.e. very costly and less safe with the real aircraft during its initial flight test period. In the final stages of the preparation for the first flight of the prototype aircraft, the various hardware and software of the computers are tested and validated on the Iron Bird before they are loaded on the aircraft systems, including the control laws of the electrical flight control system. Any changes or fine-tuning during the development phase of the new aircraft type is first developed, tested and validated on this valuable tool. After certification and when the aircraft is in revenue service, the Iron Bird is used for further development of the aircraft systems as well as a test bench to trace anomalies that may show up with components or systems. The Iron Birds of all the Airbus types starting with the classic A300B2/B4, then A310 to the A319/A320/A321 and A330/A340 are still operational. They are used from time to time to replay a scenario with the real hard and software, in order to understand in depth what happened in special scenarios or to try new developments and enhancements before they are introduced as a modification on the aircraft type. One such development is the study of electro-hydraulic actuators (EHA) which could lead to an all-electric aircraft. They have already been tested on the Iron Bird and in flight. The team of engineers and pilots who have worked many years with the Iron birds have a rich backlog of experience which represents real wealth when making technology work for the benefit of safety, efficiency and comfort, in the Airbus products. n
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THE 10TH PERFORMANCE AND OPERATIONS CONFERENCE

28 September - 2 October 1998 in San Francisco

One hundred and seventy three flight operations representatives from 81 airlines and 21 delegates from vendors and other organisations attended this conference. It was hosted by Captain Pierre BAUD, VP Training & Flight Operations Support and chaired by Christian MONTEIL, Deputy VP Training & Flight Operations Support. This 10th conference being a milestone, awards were presented to the 15 airlines which operated the Airbus when the first conference was organised in 1980 in Kuala Lumpur and which are still Airbus operators (in the photo above from left to right): Capt. Su Nam LEE - Korean Air, Capt. Ron NAGAR - Indian Airlines, Capt. Jacques GROS - Air France, Capt. Ahmed MOUNIB - Egyptair, Capt. Ingo TEGTMEYER - Lufthansa, Capt. Pierre BAUD - Airbus Industrie, Capt. Eckhard FEDERHEN - Hapag Lloyd, Christian MONTEIL - Airbus Industrie, Capt. Saleem ANWAR - Pakistan International Airlines, Capt. Tuantong POOKBOONCHERD - Thai Airways, Capt. Grant MCALPINE - South African Airways, Mr Zulkifli AHMAD - Malaysian Airlines System, Capt Danilo INNOCENTI - Alitalia

The other recipients were Iran Air, Japan Air System, Olympic Airways and Philipine Airlines. At that time, only the A300B2/B4 was flying. Today 165 airlines operate seven Airbus aircraft types.

A300/A310/A300-600 TECHNICAL SYMPOSIUM

30 November - 5 December 1998 in Bangkok
This Technical Symposium, for the aircraft which successfully launched Airbus Industrie into the civil aircraft market, attracted more than 200 representatives from 46 airlines, 19 vendors and Airbus Industrie. The symposium was hosted by Roger LECOMTE, Vice President Engineering and Technical Support,and chaired by Eberhard GEST, Director A300/A310 Programme from the Customer Services Directorate. Four of the 25 formal presentations were dedicated to the ageing aircraft part of a fleet which has now accumulated almost 20 million flight hours and more than 10 million take-offs. The high time A300B4s have logged more than 53,000 flight-hours and more than 36,000 flight-cycles. During the traditional award ceremony, Roger LECOMTE (fourth from left) and Eberhard GEST (first from right) presented awards to (from left to right): Highest Utilisation A300-600: Mr Abdel AL-RHEDA, General Manager Engineering, Emirates Highest Utilisation A300: Markus HAKALA, Manager A300 Project Engineering, Finnair Operational Excellence A310: Wolfgang KURTH , Managing Director, Hapag-Lloyd Flugdienst Wolfgang FIEGLMLLER, Production Manager A310/A330/A340 Fleet, Austrian Airlines
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14

From time to time passengers and flight attendants notice the presence of water vapour or fog in the cabin, apparently discharging from above the overhead stowage bins. This is usually encountered on the ground and at first glance takes a smoke-like form that, for the unseasoned traveller, can generate some concern. Although it is quickly evident that the passengers are only witnessing a cloud of water vapour, questions are frequently asked, many of which are answered below.

by Jed Traynor Air Conditioning Engineering Services Airbus Industrie Customer Services

espite appearances, the fog in the cabin does not in fact originate from the air distribution ducts, but is the result of cold air entering a relatively humid cabin. In order to explain this phenomenon it is first necessary to understand some of the features incorporated within the environmental control system of the latest generation of Airbus aircraft (A320/A330/A340). In particular, attention is drawn to the highpressure water extraction capability of the air conditioning packs. This ensures moisture removal from the air before it reaches the turbine of the air cycle machine, thereby preventing build up of ice on the turbine blades at temperatures below freezing point (0C/32F). This in turn allows the air being discharged from the air conditioning packs to reach much colder temperatures in conditions of high ambient humidity. Consequently, in conditions that would normally lead to a high cooling demand, the air entering the cabin will be significantly lower in temperature than the cabin air, a feature that is necessary to ensure optimised passenger comfort levels.

Under such conditions the air at the level of the distribution outlets, although cold, would be unsaturated and as such not the source of the visible water vapour. As this air exits the distribution ducting it would be travelling with sufficient velocity to create a 'jet pump' effect, drawing ambient cabin air into the airflow. Since the cold blown air would be significantly below the dew point* temperature of the cabin air, condensation will immediately form as the two bodies of air mix, this giving the appearance of smoke. Such a phenomenon would normally be more apparent on the ground with the cabin doors open although it may be evident to a lesser extent just after take-off, this being due to the remaining humidity in the cabin and the demand for a slightly lower cabin temperature. This effect is not however seen systematically, the reason being the variation in conditions that can be encountered. As already stated, it is necessary to have a relatively high humidity level within the cabin and low temperature air entering the cabin. Clearly the ambient humidity levels can vary significantly but, even in cases of high outside ambient humidity, the use of air conditioned walkways from the passenger terminal would tend to minimise internal aircraft humidity levels. With regard to temperature, when water vapour is seen in the cabin it indicates a high level of performance from the air conditioning packs. In the event that this level of performance can not be attained, for reasons such as degradation of Auxiliary Power Unit (APU) bleed pressure or contamination of the heat exchangers in the air-conditioning packs, the air entering the cabin would not be sufficiently below the dew point temperature to create the necessary condensation. In conclusion, the water vapour seen as fog within the cabin is perfectly normal, providing only an indication of the high performance attainable from the air conditioning packs. Without such performance the quantity of air required for temperature control would be significantly higher. This in turn would have a negative impact on nuisance drafts and noise level and necessitate an increase in the size and weight of the APU and the air conditioning packs. *Dew point is the temperature at which vapour begins to condense.

Moist warm air

CONDITIONED AIR OUTLETS

INDIVIDUAL AIR OUTLETS

Cold dry air

Moist warm air

Cold dry air Condensation

Condensation

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17

AIRPLANE
By Captain William Wainwright Chief Test Pilot Airbus Industrie

UPSET RECOV ERY

A test pilots point of view

* The Training Aid itself was the basis of the article entitled AERODYNAMIC PRINCIPLES OF LARGE AIRCRAFT UPSETS that appeared as a Special Edition of FAST in June 1998.

he idea for a joint industry working group to produce an Airplane Upset Recovery Training Aid* was first proposed by ATA in June 1996. It was in response to increasing interest by the NTSB in aircraft loss of control accidents which, together with Controlled Flight Into Terrain, cause a large proportion of all accidents. They were putting a lot of pressure on the FAA to produce new regulations covering this subject. The working group was a voluntary industry initiative to see what could be done within the existing regulations to improve the situation. The joint industry team consisted of representatives of all sides of industry: aircraft manufacturers, airlines, governmental authorities, and pilots unions. It was a good example of how the entire industry, designers, users, and regulators can co-operate on safety issues that are common to everyone. It also marked a first in showing that the Big 3 aircraft manufacturers could and will work together on technical, non-commercial issues. More than 80 persons coming from all around the world, but principally from the USA, participated from time to time. The end result of two years work is a training package including a video and a CD-ROM, giving an airplane upset recovery training aid. This package is on free issue to all our customers, to use as they wish. However, all
FAST / NUMBER 24

members of the joint industry group agreed that the package is aimed at preventing loss of control accidents on conventional aircraft. It is not aimed at protected Fly-by-Wire aircraft. There is no need for this type of continuation training on protected aircraft, although a general knowledge of the principles involved is useful for every pilot. The content of the package is not the subject of this article, but there are a few issues of general interest which I gained from my experience as a member of the working group which I would like to mention.

THE BEGINNING
The issue of upset training was not new; major airlines around the world, and in particular in the USA, had already produced Upset Recovery Training Programmes, or were using one produced by another company. Amongst the members of the group were training pilots from American Airlines, Delta, and United who were already running such training programmes in their simulators. Since this was essentially seen as a training issue. Initially the Flight Test Departments of the three main manufacturers were not involved. Airbus was represented by Larry Rockliff, Chief Pilot at Airbus Training Centre in Miami. Right from the beginning there was a conflict between the technical advice given by the
FAST / NUMBER 24

manufacturers training pilots and that expressed by those of the principal airlines already practising upset training. They naturally considered themselves to be the experts on this subject, based on the many hours of training that they had already conducted on a large number of pilots in their simulators. At the beginning of 1997, the Flight Test Departments were asked to come in to support their training pilots. From then on, the chief test pilots of the three major manufacturers became members of the working group. But the conflict over the different opinions on aircraft handling and recovery techniques continued for a long time until we finally achieved agreement at the last meeting in January 1998. The reasons for these differences of opinion are the subject of this article.

T here is no need
for this type of continuation training on protected fly-by-wire aircraft

18

19

If

altitude permits,

THE DIFFERENCES OF OPINION

The differences of opinion were mainly concentrated in the following areas: q Procedures versus general advice q Ease of training versus failure cases q Stalling q Use of rudder q Use of simulators. It is worth saying that there was never any difference of opinion between the three test pilots on the group. Although we come from different backgrounds and have worked in different organisations with different work cultures, we always agreed on our technical advice.

flight tests have shown that an effective method to get a nose-down pitch rate is to reduce the power on underwing mounted engines.

PROCEDURES VERSUS GENERAL ADVICE

The airlines wanted simplified procedures which were common to all aircraft in their fleets and which were easy to teach and easily reproducible. This is understandable because everyone is interested in having a standard product at the end of his training programme. And this is what they already had with the Airplane Upset Recovery Training that they were already doing. For the training managers from American Airlines, Delta, and United, the only thing necessary was to give an overall industry approval to their existing programmes; they already worked, because the many pilots that had undergone training all came out of it with the same standardised reactions to the standard upsets. For them, this was the necessary proof that their training programme worked. Where we differed was in our conviction that there is no such thing as a standard upset and our reluctance to endorse simplified procedures for recovery from an upset. We wanted a general knowledge based approach, as opposed to a rule based one. For this, after proposing some initial actions, we talk about additional techniques which m a y b e tried. This obviously is more difficult to teach. Where we reached a compromise was in the order of presenting the various actions that might be considered to recover the situation. For us, the order of presentation is for guidance only; it represents a series of options that should

be considered and used as appropriate to the situation. It is not meant to represent rigid procedures that must be followed in an exact sequence. However, the order can be used in training scenarios if a procedural approach is needed for training. The airline instructors also wanted procedures which would apply to all the aircraft in their fleets. This meant that they were against certain actions, because they were inappropriate on others. For example, the thrust effects of underwing-mounted engines were being ignored, whereas it has a significant influence on recovery. Again, we reached a compromise by using the following words: if altitude permits, flight tests have shown that an effective method to get a nose-down pitch rate is to reduce the power on underwingmounted engines.

STALLING
Another aspect that was being ignored in the existing training was the stall. By this I mean the difference between being fully stalled and the approach to the stall. In training, you do an approach to the stall with a recovery from stick shaker, which is often done by applying full thrust and maintaining existing pitch attitude in order to recover with minimum loss of height. Height cannot be maintained if an aircraft is actually stalled and should be of secondary importance. Even those pilots who do stalls on airtests, as might be done after a heavy maintenance check, only do them with gentle decelerations, and they recover immediately without penetrating very far beyond the stalling angle of attack. There is a world of difference between being just before, or even just at, the stall, and going dynamically well into it. When we started our discussions, the training being given in the airlines to recover from excessive nose-up pitch attitudes emphasised rolling rapidly towards 90 of bank. This is fun to do, and it was not surprising to find that most of the instructors doing the training were ex-fighter pilots who had spent a lot of time performing such manoeuvres in another life. The training was being done in the same way, with an aircraft starting in trim with a lot of energy and recovering while it still had some. However, the technique being taught only works if the aircraft is not stalled. We start our briefing on recovery techniques with the following caution: Recovery techniques assume that the airplane is not stalled. If the airplane is stalled, it is imperative to first recover from the stalled condition before initiating the upset recovery technique. Do not confuse an approach to the stall and a full stall. An approach to stall is controlled flight. An airplane that is stalled is out of control and must be recovered. A stall is characterised by any, or a combination of the following: q Buffeting, which could be heavy at times q Lack of pitch authority q Lack of roll control q Inability to arrest descent rate. To recover from a stall, the angle of attack must be reduced below the stalling angle. Apply nose down pitch control and maintain it until stall recovery. Under certain conditions with under-wing mounted engines, it may be necessary to reduce thrust to prevent the angle of attack from continuing to increase.
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Remember, in an upset situation, if the airplane is stalled, it is first necessary to recover from the stall before initiating upset recovery techniques. This is something that we are well aware of in testing, but it was either being totally ignored or misunderstood. I consider the inclusion of this note to be one of our most important contributions.

USE OF RUDDER
We also spent a lot of time discussing the use of rudder. The existing training courses all emphasised using rudder for roll control at low speeds. It is true that the rudder remains effective down to very low speeds, and fighter pilots are accustomed to using it for scissor

EASE OF TRAINING VERSUS FAILURE CASES

The training that was already being done, considered upsets as being due to momentary inattention, with a fully serviceable aircraft, that was in trim when it was upset. We wanted to consider other cases that involve aircraft with temporarily insufficient control authority for easy recovery. This of course complicates the situation, because recovering an aircraft which is in trim, possessing full control authority and normal control forces, is not the same as recovering an aircraft with limited control available or with unusual control forces. Thus, for us, an aircraft that is out-of-trim, for whatever reason, should be re-trimmed. Whereas the airline instructors were against the use of trim because of concerns over the possibility of a pilot overtrimming and of trim runaways which are particularly likely on some older aircraft types which are still in their fleets. We spent a lot of time discussing the use of elevator trim and we never reached agreement. All the major US airlines were adamant on their policy to recover first using primary controls which excluded any reference to trimming. Again, a compromise was necessary. What we have done is to talk about using trim if a sustained column force is required to obtain the desired response whilst mentioning that care must be used to avoid using too much trim. And, the use of trim is not mentioned in the simplified lists of actions to be taken.
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Do

not confuse an

approach to the stall and a full stall. An approach to stall is controlled flight. An airplane that is stalled is out of control and must be recovered.

evasive manoeuvres when flying not far from the stall. But large airliners, with all the inertias that they possess, are not like fighter aircraft. Based on our experience as test pilots we are very wary of using rudder close to the stall. It is the best way to provoke a loss of control if not used very carefully, particularly with flaps out. We finally got the training managers to agree to play down the use of rudder in their existing courses. But we do not say never use the rudder at low speed. We say that, if necessary, the aileron inputs can be assisted by coordinated rudder in the direction of the desired roll. However, we also caution that excessive rudder can cause excessive sideslip, which could lead to departure from controlled flight. But why did we have so much difficulty in convincing the training pilots that it is not a good idea to go kicking the rudder around at low speed? Their reply was always the same; but it works in the simulator! This leads me on to my last point.

R emember, in an upset
situation, if the airplane is stalled, it is first necessary to recover from the stall before initiating upset recovery techniques.

E xcessive rudder
can cause excessive sideslip, which could lead to departure from controlled flight.

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USE OF SIMULATORS
We manufacturers were very concerned over the types of manoeuvres being flown in simulators and the conclusions that were being drawn from them. Simulators, like any computer system, are only as good as the data that goes into them. That means the data package that is given to the simulator manufacturer. And we test pilots do not deliberately lose control of our aircraft just to get data for the simulator. And even when that happens, one isolated incident does not provide much information because of the very complicated equations that govern dynamic manoeuvres involving non-linear aerodynamics and inertia effects.

S imulators should not be

used to develop techniques at the edges of the flight envelope.

The complete data package includes a part that is drawn from actual flight tests, a part that uses wind tunnel data, and the rest which is pure extrapolation. It should be obvious that firm conclusions about aircraft behaviour can only be drawn from the parts of the flight envelope that are based on hard data. This in fact means being not far from the centre of the flight envelope; the part that is used in normal service. It does not cover the edges of the envelope. I should also add that most of the data actually collected in flight is from quasi-static manoeuvres. Thus, dynamic manoeuvring is not very well represented. In fact, a typical data package has flight test data for the areas described in Table 1. In other words, you have reasonable cover up to quite high sideslips and quite high angles of attack (AOA), but not at the same time. Furthermore, the matching between aircraft stalling tests and the simulator concentrates mainly on the longitudinal axis. This means that the simulator model is able to correctly reproduce the stalling speeds and the pitching behaviour, but fidelity is not ensured for rolling efficiency

Table 2

Sideslip
SLATS OUT SLATS IN, LOW MACH SLATS IN, HIGH MACH From +18 to -18 From +18 to -18 From + 8 to -8

Angle of attack
From -5 to 25 From -5 to 12 From -2 to 8

(based on a simplified model of wind tunnel data) or for possible asymmetric stalling of the wings. Also, the range for one engine inoperative is much less than the range for all engines operating and linear interpolation is assumed between low and high Mach numbers. Wind tunnel data goes further. For example, a typical data package would cover the areas described in table 2. In fact, this is a perfectly adequate coverage to conduct all normal training needs. But it is insufficient to evaluate recovery techniques from loss of control incidents. Whereas, the training managers were all in the habit of demonstrating the handling characteristics beyond the stall; often telling their

trainees that the rudder is far more effective than aileron and induces less drag and has no vices! In short, they were developing handling techniques from simulators that were outside their guaranteed domain. Simulators can be used for upset training, but the training should be confined to the normal flight envelope. For example, training should stop at the stall warning. They are virtual aircraft and they should not be used to develop techniques at the edges of the flight envelope. This is work for test pilots and flight test engineers using their knowledge gained from flight testing the real aircraft.

CONCLUSION
It may seem that there is a gulf between the world of testing and that of training, but the message that I would like to get over in this article is that we can all learn from each others experiences and that we should not do things in isolation. It is all about working together, which is what we all did when we met to prepare and review this training aid, even though we sometimes had some very lively sessions. And there is one word that crops up frequently: compromise. Life is a compromise, and you always have to search for that ideal point between two extremes which Aristotle called the golden mean. By finding suitable compromise solutions, our two worlds of testing and training were able to resolve their differences and develop something that satisfied everyone. Of course there are also some points about piloting that were raised during our discussions which I feel should have a larger audience. They are important, but they should be kept in context. On the whole they are related to recovery of an aircraft which is already out of control, or is about to be. This is an area in which the test pilots have some experience which other pilots do not normally have, because the aim of training should be to prevent an aircraft getting into such a situation. The end result of all the discussions that took place was to concentrate everyones attention on taking action early enough to prevent the occurrence of loss of control. We put the emphasis on training within the known flight envelope, and to avoid going into that part which cannot be guaranteed one hundred per-cent and which may have a negative effect. In conclusion, we must use each others competences in the areas where they are expert. Of course the training programmes must be designed by training pilots, but these training programmes must stay in a reasonable flight envelope. And the test pilots are best qualified to define the flight envelope that should be used. That is what we now have with this joint industry training aid, which is a very good example of how we can all work together in everyones interest. n

Table 1

Sideslip
SLATS OUT q All Engines Operating
q

Angle of attack

C oncentrate everyones
attention on taking action early enough to prevent the occurrence of loss of control.

One Engine Inoperative

Around neutral Between 0and 22 Between + 15 and -15 Between 0 and 12 Between +8 and -8 Between 5 and 12

SLATS IN, LOW MACH q All Engines Operating

q

One Engine Inoperative

Around neutral Between +10 and -10 Between +8 and -8

Between 0 and 12 Between 2 and 9 Between 2 and 8

SLATS IN, HIGH MACH q All Engines Operating

q

One Engine inoperative

Around neutral Between +5 and -5 Between +2 and -2

Between 0 and 5 Between l and 3 Between 1 and 3

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23

By Brian Wood Senior Analyst, Materiel Support, Airbus Industrie Customer Services

Managing uncertainties in materiel planning

Uncertainty is a common phenomenon in our world: meteorologists use numerical computer models to forecast the routes of developing hurricanes, traders work with sophisticated software when making share purchase or sale decisions, to increase the probability of success of their actions. Materiel planners of aircraft maintenance also use various information tools in order to predict spare parts requirements. What is common with the above examples, is the need to live with the limitations of forecasting tools, being flexible and able to respond rapidly to unforeseen situation changes.

... in short, you are forced to play your hand well.

he materiel manager must deal with an unpredictable level of unscheduled maintenance during an aircraft heavy maintenance visit (HMV), usually requiring the replacement or repair of thousands of individual spare parts. These can vary from fasteners to Line Replaceable Units (LRUs). The majority of these parts can not be preplanned or ordered in advance since the aircraft must first be stripped in order to identify what spare parts are required. Additional pressure was on the materiel and maintenance managers of Sabena and SR Technics for the first 4C/5 year check of an A330, as such a maintenance event had never been undertaken before on that aircraft type. Three challenges were foremost in their minds: maintenance quality, total cost, and aircraft turnaround time. SR Technics, the maintenance provider, were contracted to perform the checks. Each aircraft was to be returned to Sabena where the A330s are in service over 13 flight hours a day on the airlines African and North American route network. SR Technics and Sabena together are currently developing A330/A340 total maintenance capability for their own Airbus fleets and third party customers. The key to success of the checks is to plan the plannable and to establish clear communication lines, enabling effective response to the unplannable which would arise during the Heavy Maintenance Visits. At the close of 1998 there were 85 A330 aircraft in service with 15 operators with a further 165 outstanding orders. Aircraft manufacturer serial number (MSN) 030 (the first A330 to undergo a 4C check) first flew in June 1993, entering revenue service with Air Inter in March 1994. To date the first three A330s that entered commercial service (currently in service with Sabena) are undergoing their first indepth structural inspections. The first took place in October 1998, the second and third through February and March 1999. Sabena undertakes 4C/5 year checks of its A330s in accordance with their maintenance schedule, developed from the Airbus A330 Maintenance Planning Document (MPD).
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THE HEAVY MAINTENANCE VISIT

Commercial jet aircraft undergoing heavy maintenance visits receive indepth inspections of airframe and systems, requiring removal of cabin interiors, furnishings, panels and floors, and examination of areas with difficult access. The cost and duration of HMVs varies greatly, dependent on the work package, aircraft type, age and condition The A330 4C/5 year check covers additional inspection items, not undertaken at the 15-month C check. These include: q Systems and components inspection programme: mainly visual inspections and function tests of air conditioning, electrical power, equipment / furnishings, fire protection, flight controls, hydraulics, undercarriage, pneumatic systems, doors and wings. q Zonal inspection programme, which has additional visual inspection items in the airframe, cabin, cargo and passenger zones. q Structure programme, which includes 5-year airframe inspection items, where detailed examination of key structural areas of the airframe is undertaken. The purpose of this programme is to maintain continuous airworthiness of the aircraft, and control corrosion. q Time controlled items. Most A330 rotable components are classified as oncondition. These items are only removed as a result of unscheduled maintenance. The few life-controlled items are limited to batteries, fire bottles, evacuation slides and other safety equipment.

AIRCRAFT MODIFICATIONS
HMVs often represent a rare opportunity for many operators to incorporate service bulletins (SBs) and modifications into the aircraft, while it is on the ground for sufficient time Much of the A330s ATA53 modification work is attributable to the results of cumulative fatigue testing, requiring structural inspection or reinforcement around fuselage frames, main landing gear, cabin doors and at the engine pylon.
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Percentage of modification kits

25 20 15 10 5

23 25 28 ATA Chapters

29

52

53

54

57

92

Others

About 75% of the SBs selected by Sabena for incorporation at the first A330 HMV had a materiel input (modification kit). These SBs mainly involved ATA chapters 53 fuselage and ATA 29 hydraulics.

Service bulletins are raised by Airbus Industrie and its Vendors to improve the product, reduce maintenance costs, or correct in-service anomalies. SBs are also raised at the request of customers, examples being embodied during the Sabena HMV include satellite communications telephone system / antenna installation, and IFE system upgrade. In addition cabin refurbishment and replacement of passenger windows were undertaken in the interest of customer satisfaction. Modification kit contents vary from

as little as a few washers, clamps and brackets to airframe modification kits consisting of several hundred components (including standard hardware items) made up from several sub-kits. These kits are assembled at the Airbus, Materiel Support Centre and dispatched in accordance with the operators shipping instructions or by the most efficient route the customer selects. With the number of SBs and operators' modifications to be carried out on Sabenas A330s, careful co-ordination between parties and logistics planning was vital, to ensure the arrival of modification kits and spares on time for fitting in order to prevent work stoppages. The majority of service bulletins are embodied on current production aircraft, hence the SB workload affecting operators of new production aircraft is minimal.

AUG

MATERIEL SUPPORT PLANNING FOR THE HEAVY MAINTENANCE EVENT

Prior to commencement of the first A330 HMV in October 1998, a series of pre-planning meetings took place between materiel representatives of Airbus Industrie, Sabena and SR Technics.

HAM ZRH

SEPT

Technical, commercial, finance and stores departments of each of the parties also played important supporting roles.

BRU

q The first meeting took place on 21st August and included Airbus Industrie Materiel Support representatives from the vendor, customer order desk, modification kit, and customer support departments. Material representatives from SR Technics participated and single points of contact between the two parties were established. Requirements for proprietary parts, service bulletins, tools and customized lead-time issues were discussed. A consignment stock of Airbus proprietary parts, positioned at Zurich was also considered. However, with the benefit of experience both parties agreed this was not an effective solution as only a limited number of airframe parts consumed during a heavy check could be pre-planned. SR Technics agreed that Airbus Industries Customized Lead Time programme would provide satisfactory support. q A second meeting took place in Zurich, 25th August, to introduce Airbus Materiel representatives to the SR Technics system, which included familiarisation with the departments and processes. q A third and final planning meeting took place between SR Technics, Sabena and Airbus Industrie in Brussels on 17th September. The purpose was to coordinate applicable SBs for Sabena, materiel kit planning lead times, shipping details, locations and destinations.

In addition to the planning meetings a specialist from Airbus Materiel Supports vendor department met with Sabena and SR Technics to discuss tooling requirements for the check. With the SB list established, the SR Technics maintenance planning team design a schedule so that SBs can be incorporated simultaneously with the check. Early delivery of kits and spare parts is essential. Unavailability of a kit could hold up other work items, in the worst case resulting in late delivery of the aircraft.

Percentage of parts required 70 60 50 40 30 20 10 1 2 3 4 5 Number of times same part number required

Planning of supply of proprietary parts is limited, even for long in-service aircraft types. Airbus research indicates there is very little repetition of spare parts consumption between similar heavy maintenance checks. ATA 25 Equipment & Furnishings usually represents the highest parts consumption category (typically about one third of the proprietary parts

consumed, by value) during a HMV. Airbus Industrie produces a cabin inspection report document to assist operators to determine which cabin, door and cargo compartment parts should be repaired or replaced. The report details which areas can be inspected prior to the HMV, enabling planning of the majority of ATA 25 parts requirements.

OCT A330 CHECK START

From the third meeting an updated SB tracking list was produced. This summarised details of all SBs for embodiment, including shipping dates, purchase-order numbers, kit numbers, etc.

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27

Percentage of proprietary parts consumption

min

max

50 40 30 20 10

21

25

27

29

32

52

53

54

57

Others

ATA Chapters

Shown is an example of annual proprietary parts consumption by ATA chapter based on a sample of over 30 Airbus aircraft. The chart shows the maximum and minimum percentage contribution by part number of each ATA chapter over a seven year consumption period.

The wide variation between the maximum and minimum is partially due to unscheduled maintenance requirements and underlines the difficulty of planning.

Job-cards for the maintenance check were produced from Airbus Industrie documentation on CD -ROM (modified in line with Sabenas maintenance schedule) by SR Technics own Information Technology system. Prior to the HMV check, on arrival at Zurich the aircraft underwent a preacceptance check. A general aircraft inspection and wet fuel leak check were performed in order to ensure that the aircrafts condition was such that the maintenance provider accepted that all work could be completed within the contractually agreed time frame. In support of the first HMV Airbus Industrie dispatched an on-site materiel support representative to Zurich, from the Materiel Support Centre. His role was to provide assistance regarding mod-kit and spares availability, locating parts, organising shipping and delivery, dealing with any unscheduled spares requirements and any other spares related inquiries SR Technics staff may have had. During the last week and critical stages of the check the Customer Order Desk will give priority status to received orders, providing status reports on orders via direct contact with the customer. Support from kit manufacturers and Airbus suppliers, to complete revised kits and produce and deliver these kits on time, is also crucial.

CONCLUSION
Although every effort was made to ensure smooth trouble-free completion of the first A330 HMV, difficulties arose which could not be foreseen or pre-planned. However, learning curve benefits and experience reduced man hour consumption on the second an third checks. In addition, the master maintenance planning schedule was revised to reflect new targets for task start and completion dates. Further efficiency improvements in materiel support were realised with on-site representatives from Sabena and Airbus suppliers. Swissair, Sabena and Austrian Airlines closely cooperated on joint specification of their own A330 aircraft (a combined fleet of 25 new A330 production aircraft) to achieve a standardised aircraft, with only minor differences, limited mainly to cabin interior. As a result A330 maintenance and materiel support is simplified, with each partner sharing facilities and developing centres of excellence on component repair. n
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RESIDENT CUSTOMER SUPPORT REPRESENTATION

USA / CANADA
Thierry van der Heyden, Vice President Customer Services Telephone: +1 .703. 834 3484 / Telefax:+1 .703. 834 3464

CHINA
Emmanuel Peraud, Director Customer Services Telephone: +86 .10. 6456 7720 / Telefax: +86 .10. 6456 76942 /3 /4

REST OF THE WORLD

Mohamed El-Borai, Vice President Customer Support Services Division Telephone: +33 (0) 5 61 93 35 04 / Telefax:+33 (0) 5 61 93 41 01

GENERAL ADMINISTRATION
Philippe Bordes, Director of Resident Customer Representation Administration Telephone: +33 (0) 5 61 93 31 02 / Telefax:+33 (0) 5 61 93 49 64
LOCATION ABU DHABI AMMAN ATHENS BANGKOK BEIJING BEIRUT BERLIN BOGOTA BRUSSELS BUENOS AIRES CAIRO CARACAS CHARLOTTE CHENGDU CHICAGO COLOMBO DAKAR DHAKA DAMASCUS DELHI DERBY DETROIT DUBAI DUBLIN DULUTH DUSSELDORF FRANKFURT FUZHOU GUANGZHOU GUATEMALA CITY GUAYAQUIL HANGHZOU HANOI HELSINKI HONG KONG INDIANAPOLIS ISTANBUL JAKARTA JOHANNESBURG KARACHI KINGSTON KUALA LUMPUR KUWAIT LANZHOU LARNACA LISBON LONDON (LHR) LUTON MACAO MADRID MANCHESTER MANILA MAURITIUS MEDELIN MELBOURNE MEMPHIS MEXICO CITY MIAMI MINNEAPOLIS COUNTRY United Arab Emirates Jordan Greece Thailand Peoples Rep. of China Lebanon Germany Columbia Belgium Argentina Egypt Venezuela USA (North Carolina) Peoples Rep. of China USA (Illinois) Sri Lanka Senegal Bangladesh Syria India England USA (Michigan) United Arab Emirates Ireland USA (Minnesota) Germany Germany Peoples Rep. of China Peoples Rep. of China Guatemala Ecuador Peoples Rep. of China Vietnam Finland Peoples Rep. of China USA (Indiana) Turkey Indonesia South Africa Pakistan Jamaica Malaysia Kuwait Peoples Rep. of China Cyprus Portugal England England Macao Spain England Philippines Mauritius Columbia Australia USA (Tennessee) Mexico USA (Florida) USA (Minnesota) TELEPHONE 971 (2) 706 7702 962 (6) 445 1284 30 (1) 981 8581 66 (2) 531 0076 86 (10) 6457 2688 961 (1) 601 300 49 (30) 887 55 245 57 (1) 414 8095/96 32 (2) 723 4824/25/26 54 (1) 480 9408 20 (2) 418 3687 58 (3) 155 2210 1 (704) 359 8507 86 (28) 570 3851 1 (773) 601 4602 94 73 2197 / 2199 221 8201 615 880 (2) 896129 963 (11) 224 9325 91 (11) 565 2033 44 (1332) 852 898 1 (734) 247 5090 971 (4) 2085 630/31/32 353 (1) 705 2294 1 (218) 733 5077 49 (211) 9418 687 49 (69) 696 3947 86 (591) 801 4401 86 (20) 8612 8813 502 (3) 318 222 593 (9) 744 734 86 (571) 514 5876 84 (4) 8731 613 358 (9) 818 6047 852 2747 8449 1 (317) 7573119 90 (212) 574 0907 62 (21) 550 1993 27 (11) 978 3193 92 (21) 457 0604 1876 924 8057 60 (3) 746 7352 965 474 2193 86 (931) 8791050 357 (4) 643 181 351 (1) 840 7032 44 (181) 751 5431 44 (1582) 39 8706 853 898 4023 34 (1) 329 1447 44 (161) 489 3155 63 (2) 831 5444 230 637 8542 57 (4) 5361027 61 (3) 9338 2038 1 (901) 224 4842 52 (5) 784 3874 1 (305) 871 1441 1 (612) 726 0431 TELEFAX 971 (2) 757 097 962 (6) 445 1195 30 (1) 983 2479 66 (2) 531 1940 86 (10) 6457 0503 961 (1) 601 200 49 (30) 887 55 248 57 (1) 414 8094 32 (2) 723 4823 54 (1) 480 9408 20 (2) 418 3707 58 (3) 155 2210 1 (704) 359 8573 86 (28) 521 6511 1 (773) 601 2406 94 (1) 253 893 221 8201 148 880 (2) 896130 963 (11) 224 9162 91 (11) 565 2541 44 (1332) 852 967 1 (734) 247 5087 971 (4) 244806 353 (1) 705 3803 1 (218) 733 5082 49 (211) 9418 035 49 (69) 696 4699 86 (591) 801 3851 86 (20) 8612 8809 502 (3) 317 412 593 (4) 290 432 86 (571) 514 5916 84 (4) 8731 612 358 (9) 818 6797 852 2352 5957 1 (317) 7573158 90 (212) 573 5521 62 (21) 550 1943 27 (11) 978 3190 92 (21) 457 0604 1876 924 8154 60 (3) 746 2230 965 434 2567 86 (931) 8969473 357 (4) 643 185 351 (1) 847 4444 44 (181) 751 2844 44 (1582) 70 6173 853 898 4024 34 (1) 329 0708 44 (161) 489 3240 63 (2) 831 0834 230 637 3882 57 (4) 5361024 61 (3) 9338 0281 1 (901) 224 5018 52 (5) 785 5195 1 (305) 871 2322 1 (612) 726 0414

LOCATION MONTREAL MOSCOW MUMBAI

NAIROBI NANJING NEW YORK NUREMBERG PARIS (CDG) PARIS (ORY) PHILADELPHIA PHOENIX PITTSBURG PUSAN RALEIGH ROME SANA SAN FRANCISCO SAN JOSE SAN SALVADOR SAO PAULO SEOUL SHANGHAI SHANNON SHENYANG SHENZHEN SINGAPORE TAIPEI TAMPA TASHKENT TEHRAN TOKYO (HND) TORONTO TULSA TUNIS ULAN BATOR VANCOUVER VIENNA WINNIPEG XIAN YAKUTSK YEREVAN ZAGREB ZURICH

COUNTRY Canada Russia India

Kenya Peoples Rep. of China USA (New York) Germany France France USA (Pennsylvania) USA (Arizona) USA (Pennsylvania) South Korea USA (North Carolina) Italy Yemen USA (California) Costa Rica El Salvador Brazil South Korea Peoples Rep. of China Ireland Peoples Rep. of China Peoples Rep. of China Singapore Taiwan USA (Florida) Uzbekistan Iran Japan Canada USA (Oklahoma) Tunisia Mongolia Canada Austria Canada Peoples Rep. of China Russia Armenia Croatia Switzerland

TELEPHONE 1 (514) 422 6320 7 (095) 753 8061 91 (22) 618 3273 91 (22) 611 7147 254 (2) 822 763 86 (25) 248 1030/32 1 (718) 656 0700 49 (911) 365 68219 33 (0)1 48 62 08 82 / 87 33 (0)1 49 78 02 88 1 (610) 362 4096 1 (602) 693 7445 1 (412) 472 6420 82 (51) 971 6977 1 (919) 840 4712 39 (6) 6501 0564 967 (1) 344 439 1 (650) 6344375/76/79 506 4417 223 503 339 9335 55 (11) 644 54 364 82 (2) 665 4417 86 (21) 6268 4122 353 (1) 705 2084 86 (24) 8939 2699 86 (755) 777 0690 65 5455 027 886 (2) 25 450 424 886 (3) 38 34 410 1 (813) 396 4758 7 (371) 254 8552 98 (21) 603 5647 81 (3) 5756 5081 81 (3) 5756 8770 1 (905) 677 8874 1 (918) 292 3227 216 (1) 750 639 976 (1) 379 930 1 (604) 231 6965 43 (1) 7007 3688 1 (204) 985 5908 86 (29) 870 7651 7 (411) 242 0165 374 (2) 593 415 385 (1) 456 2536 41 (1) 812 7727

TELEFAX 1 (514) 422 6310 7 (095) 753 8006 91 (22) 611 3691 91 (22) 611 7122 254 (2) 822 763 86 (25) 248 1031 1 (718) 656 8635 49 (911) 365 68218 33 (0)1 48 62 08 99 33 (0)1 49 78 01 85 1 (610) 362 4097 1 (602) 693 7444 1 (412) 472 1052 82 (51) 971 4106 1 (919) 840 4313 39 (6) 652 9077 967 (1) 344 439 1 (650) 6344378 506 4412 228 503 339 9323 55 (11) 644 54 363 82 (2) 664 3219 86 (21) 6268 6671 353 (1) 705 2085 86 (24) 2272 5177 86 (755) 777 0689 65 5425 380 886 (2) 25 450 438 886 (3) 38 34 718 1 (813) 396 3163 7 (371) 240 7049 98 (21) 603 5647 81 (3) 5756 5084 81 (3) 5756 8772 1 (905) 677 1090 1 (918) 292 2581 216 (1) 750 855 976 (1) 379 930 1 (604) 231 6917 43 (1) 7007 3235 1 (204) 837 2489 86 (29) 870 7255 7 (411) 242 0165 374 (2) 151 393 385 (1) 456 2537 41 (1) 810 2383

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ARTICLES IN PREVIOUS ISSUES

Advanced technology and the pilot Aerodynamic deterioration. Getting hands-on experience Ageing - The electrical connection Ageing - The electrical connection Part 2 Ageing aircraft. Understanding AIDS installed on South African Airways Airbus A300 AIM-FANS wins growing number of orders Airbus air-transportable hangar Airworthiness Directives. Improving Auto-flight architecture and equipment A300-600/A310. Digital Avionics workshop - Whats new Batteries - Control and maintenance Braking management Braking management. Some additional facts Cabin air comfort Cabin air quality. Only the best Cabin steps for Malaysian Airlines System A300 Carbon brakes Cargo door warning system. Bulk Cargo loading - Retrofitable semi-automatic system for A300 Cathode ray tubes - Their effects on maintenance practices Central maintenance system on A330/A340 Central maintenance system on A330/A340 Option package to simplify maintenance Centre of gravity control system on A310-300. Refinement of Cold weather tests Commonality Composite materials Computer software in Aircraft Condensation and smoke warnings. A330/A340 cargo bay Conferences: ETOPS A320/A321 Flight Operations 2nd A330/A340 Technical Symposium 4th Training symposium 4th Materiel Symposium A320 Family Technical Symposium in SFO A330/A340 Technical Symposium on KUL 10th Operations and Performance Conference Containerisation on A320 and A321. Advantages of Convertible in action Corrosion - A natural phenomenon Dispatch reliability Part 2 Part 3 Drag reduction EGT margin on A300/CF6-50C2 Electrical wiring installation Working practices Engine bleed air system on A300-600 and A310 Environment protection. Combining with windshield rain protection ETOPS for the A330. Accelerated ETOPS conference Fatigue testing. A320 full scale FFCC retrofit ? FFCC retrofit concept Fire resistance. Superior Flap system. Developments on the A300 Flight control system Flight control system. Evolution of hydro-mechanical components in Flora and fauna. Flying Fly-by-Wire. Performance analysis of Fly-by-wire at a glance. A pilots first view Fuel conservation: Part 1 - Consequence of aerodynamic deterioration Part 2 - Consequence of aerodynamic deterioration Part 3 - Ground operations Part 4 - Take-off and flight operations Part 5 - Descent and landing operations Fuel system A330/A340 Fuel system and centre of gravity control A310-300 Fuel tank. Auxiliary Fuel system. Detecting leaks using helium FQI probes - Reprofiled fuel quantity capacitance probes for improved A300 FQI accuracy FQI system installed on the A300-600 and A310 Hot. Is your aircraft too Hydraulic system - Working practices Hydraulic system - Preventing leaks

14 21 14 18 11 2 22 15 15 1 9 7 2 1 19 20 6 7 1 2 7 16 21 12 9 14 8 11 21 16 19 20 20 21 22 23 23 12 1 2 6 7 8 13 9 15 10 23 16 16 10 1 2 1 9 5 10 20 9 20 1 2 1 2 5 14 7 1 22 2 5 18 13 22

Feb. 1993 May 1997 Feb. 1993 June 1995 Jan. 1991 1984 Mar. 1998 Sep. 1993 Sep. 1993 1983 July 1988 Jan. 1987 1983 1984 Mar. 1996 Dec. 1996 Nov. 1985 Jan. 1987 1984 1984 Jan. 1987 Apr. 1994 May 1997 Feb. 1991 July 1988 Feb. 1993 July 1987 Jan. 1991 May 1997 Apr. 1994 Mar. 1996 Dec. 1996 Dec. 1996 May 1997 Mar. 1998 Oct. 1998 Oct. 1998 Sept. 1991 1983 1983 Nov. 1985 Jan. 1987 July 1987 Aug. 1992 July 1988 Sep. 1993 July 1990 Oct. 1998 April 1994 April 1994 July 1990 1983 1983 1984 July 1988 May 1985 July 1990 Dec. 1996 July 1988 Dec. 1996 1983 1983 1984 1984 May 1985 Feb. 1993 Jan. 1987 1984 Mar. 1998 1984 May 1985 June 1995 Aug. 1992 Mar. 1998

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Ice accretion. Understanding the process of IDG servicing on A310 and A300-600. Improved Inspection. Infrared thermography for in-service Interferences. Electromagnetic Interferences. Electromagnetic JAR-OPS. Implementing with Airbus ops. Documentation JT9D-7R4. Lower operating costs for the thrust reverser system JT9D-7R4. Rigging for enhanced durability

16 8 18 5 7 22 11 8 6 22 1 2 12 10 10 11 19 2 1 16 8 12 2 13 10 15 19 18 9 19 19 1 15 16 22 2 15 13 23 7 23 21 21 11 12 12 6 13 13 12 12 18 14 19 23 11 18 9 Special 6 23 6 6 5

Apr. 1994 July 1987 June 1995 May 1985 Jan. 1987 Mar. 1998 Jan. 1991 July 1987 Nov. 1985 Mar. 1998 1984 1983 Sept. 1991 July 1990 July 1990 Jan. 1991 Mar. 1996 1983 1984 April 1994 July 1987 Feb. 1991 1984 Aug. 1992 July 1990 Sept. 1993 Mar. 1996 June 1995 July 1988 Mar. 1996 Mar. 1996 1983 Sept. 1993 April 1994 Mar. 1998 1984 Sept. 1993 Aug. 1992 Oct. 1998 Jan. 1987 Oct. 1998 May 1997 May 1997 Jan. 1991 Sept. 1991 Sept. 1991 Nov. 1985 Aug. 1992 Aug. 1992 Sept. 1991 Sept. 1991 June 1995 Feb 1993 Mar. 1996 Oct. 1998 Jan. 1991 June 1995 July 1988 June 1998 Nov. 1985 Oct. 1998 Nov. 1985 Nov. 1985 May 1985

L M N O P

Lateral trimming Lightening strikes and Airbus fly-by-wire aircraft Lufthansa A300B4 Maintenance. Ten years experience with Air France A300 Maintenance Planning Data Support Maintenance programme development Maintenance and repair - Do you need help? Material provisioning for heavy maintenance. Are you ready? Mercury attacks. When Mini side stick controller Minimum crew cockpit certification New home for Airbus Product Support On-line maintenance of A320 electronic systems - A true revolution Operation in areas contaminated by crude oil smoke Operations on short runways. A300 Operational reliability performance Operational reliability improvement programme Spurious smoke warnings on A300 and A310 Oxygen supply. Planning adequate Paint systems. Maintenance of aircraft Paint scheme. Choosing an external Performance on wet or contaminated runways Performance as planned. A340 Pilot guard systems Pitch damper improvements PW4000 Fadec, improved operational reliability Ramp handling. A330/A340 Regulatory climate. The international Rigging for enhanced durability - Ring laser gyro Rudder trim control. A310/A300-600 Service Bulletin computerisation. Airbus Service Bulletin reporting. Tech. Pubs. which reflect the configuration of your aircraft Simplified English Spares costs. The path to lower Spare parts: Cost benefit management Spare parts. Frankfurt store expanding our service Spare parts. Material provisioning for heavy maintenance. Are you ready? Spares Center. Airbus Service Co. Inc. Suppliers Conference Sustained operations in hot weather Symposium. Materials Symposium. A300/A310/A300-600 Technical Symposium. A320 Technical TCAS II Technical publications combined index Trent - Reliability by design Training. State-of-the-art Training philosophy for protected aircraft in emergency situations Trouble Shooting - The impact of modern data recording and monitoring systems. Improved... Turbulence. Flight in severe Tyre servicing with nitrogen Upset training. Aerodynamic principles of Large airplane upsets Vasp. Innovative Vibration on A320 Family. Avoiding elevator Weight and balance system Windshear Wing of the A310. The modern

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