FAST 44 “If You Want to Say Nothing, Write a Book

Y G O L O N H C S E T S T R E O N P I P H U T S R O W 9 R I 0 A T 0 H 2 G I L Y F L U J F A S T 4 4 AIRBUSTECHNICALMAGAZINE FAST 44 “If you want to say nothing, write a book. If you want to I take this opportunity to pay tribute to the quality work say something, write an article”. done by Kenneth. Thanks to his long aviation experience I like this saying and I must say that over the past years and excellent editorial skills, he has been instrumental in our FAST magazine editors made use of it as a kind of keeping the level of quality of the magazine at high golden rule. standards. This is confirmed by the customer satisfaction For a technical magazine like FAST, the role of an editor surveys regularly done by Airbus Customer Services is key. He/she must ensure that the quality of the articles where FAST magazine achieves high scores. meets our readers’ expectations. It’s not an easy task Kenneth will be sorely missed, but after a long career in considering the high level of technical expertise of our Airbus, his retirement is well earned, so my colleagues readership as well as its diversity: Aircraft engineers, and I would like to thank him for his exceptional work and maintenance specialists, pilots, performance engineers, wish him well in his retirement. I feel confident that you, etc. The editor must also ensure the content of the the readers of his work, will feel the same and therefore we magazine is well balanced; that the topics are of interest will wish him well on your behalf. and make sure complex subjects are treated in a way that is attractive and understandable. Our new FAST editor is Lucas BLUMENFELD. Lucas (47) is American and French. He has a good knowledge You may wonder why I am sharing my views with you on of Airbus aircraft having worked in the Flight Test ‘the editor's role’? department of our company, as well as in Engineering as The reason is simple. FAST magazine is now celebrating a Continued Airworthiness Engineer. His background is in its 26th year. Over this past quarter century - a nice aircraft interiors’ refurbishment and cabin upgrades. He longevity! - only two persons held the position of ‘editor’: holds a degree in Surfaces Chemical Physics and Flight Denis DEMPSTER, until 2004 when he retired, and since Operations. My colleagues and I welcome Lucas to the then Kenneth JOHNSON. Today, we turn a page in the Airbus Customer Services Communications team and history of this magazine. Kenneth is retiring and a new wish him well in his new task. editor, the third one, is taking the relay.

Bruno PIQUET, FAST magazine publisher J U L Y 2 0 0 9 4044J U L Y 2 0 0 7

FLIGHT

AIRWORTHINESS

SUPPORT

TECHNOLOGY

A320 Family Maintenance planning escalation package 2 Pierre-Jean GARROT

Fuel Tank Inerting System also called Flammability Reduction System (FRS) 8 A retrofit industrial challenge for the next decade AIRBUSTECHNICALMAGAZINEAlain LEROUX Publisher: Bruno PIQUET Sammy BOUGACI Editor: Lucas BLUMENFELD Laurent SEGUY Page layout: Quat’coul

Cover: Brake-to-Vacate system A380 main landing gear, see article on page 17 The smart automatic braking system for enhanced 17 Authorization for reprint of FAST Magazine articles should be requested surface operations from the editor at the FAST Magazine e-mail address given below Fabrice VILLAUMÉ Customer Services Communications Tel: +33 (0)5 61 93 43 88 Fax: +33 (0)5 61 93 47 73 Implementing RNP AR e-mail: [email protected] 26 Printer: Amadio The operational approval process Matthias MAEDER FAST Magazine may be read on Internet http://www.content.airbusworld.com/SITES/Customer_services/index.html Erwan CADOT under ‘Quick references’ ISSN 1293-5476 Junkers G.38 © AIRBUS S.A.S. 2009. AN EADS COMPANY First air brake system 31 All rights reserved. Proprietary document

By taking delivery of this Magazine (hereafter “Magazine”), you accept on behalf of Customer Services your company to comply with the following. No other property rights are granted by the Events 32 delivery of this Magazine than the right to read it, for the sole purpose of information. This Magazine, its content, illustrations and photos shall not be modiﬁed nor reproduced without prior written consent of Airbus S.A.S. This Magazine and the Customer Services Worldwide materials it contains shall not, in whole or in part, be sold, rented, or licensed to any 33 third party subject to payment or not. This Magazine may contain market-sensitive or Around the clock... Around the world other information that is correct at the time of going to press. This information involves a number of factors which could change over time, affecting the true public representation. Airbus assumes no obligation to update any information contained in this document or with respect to the information described herein. The statements made herein do not constitute an offer or form part of any contract. They are based on Airbus information and are expressed in good faith but no warranty or representation is given as to their accuracy. When additional information is required, Airbus S.A.S can be contacted to provide further details. Airbus S.A.S shall assume no liability for any damage in connection with the use of this Magazine and the materials it contains, even if Airbus S.A.S has been advised of the likelihood of such damages. This licence is governed by French law and exclusive jurisdiction is given to the courts and tribunals of Toulouse (France) without prejudice to the right of Airbus to bring proceedings for infringement of copyright or any other intellectual property right in any other court of competent jurisdiction.

Airbus, its logo, A300, A310, A318, A319, A320, A321, A330, A340, A350, A380 and A400M are registered trademarks.

This issue of FAST Magazine has been printed on paper produced without using chlorine, to reduce Photo copyright Airbus Photo credits: waste and help conserve natural resources.

Airbus Photographic Library, exm company, Airbus France Every little helps! FAST 44 1 A320 FAMILY - MAINTENANCE PLANNING ESCALATION PACKAGE

A320 Family Maintenance planning escalation package

Structure improvements are provided by Airbus Planning Document (MPD) escalation. This Upgrade Services to enable structures’ main- escalation is a concrete benefit for airlines tenance tasks escalation from five to six years. that can reduce their direct maintenance costs This article presents the Service Bulletin (SB) related to corrosion inspections by an esti- package necessary to achieve such Maintenance mated 20%.

Pierre-Jean GARROT Design Manager Upgrade Services Airbus Customer Services FAST 44

2 A320 FAMILY - MAINTENANCE PLANNING ESCALATION PACKAGE

Structures’ maintenance tasks mapping

Figure 1

Task 531189 Task 534195 Before SB 53-1198 5 years Before SB 53-1194 and 53-1207 5 years After SB 53-1198 6 years After SB 53-1194 and 53-1207 6 years FR12 FR21 FR24 FR35.8 FR46 FR66 FR68 FR70

Forward entrance area Aft entrance area

Task 531166 Task 531194 Task 532180 Task 534143 Before SB 53-1198 5 years Before SB 53-1198 5 years Before SB 53-1193 5 years Before SB 53-1121 and 53-1202 5 years After SB 53-1198 6 years After SB 53-1198 6 years After SB 53-1193 6 years After SB 53-1121 and 53-1202 6 years

Fluid path in forward and aft entrance area

Figure 2 The interval for the vast majority of structure maintenance tasks, Non Textile Floor (NTF) initially scheduled at five years, Glass Fibre was extended to six years for the Reinforced Plastic (GFRP) A320 Family, during the year 2004. In order to harmonize all Sealant structures’ maintenance tasks Mylar foil formerly from five years to the Cord new six years interval, some technical enhancements were deemed necessary in areas suscep- Foam Panel tible to corrosion (see figure 1). Whilst the original design fully Bolt meets maintenance objectives, it is Clip nut clearly beneficial to operators to Longitudinal beam extend the check interval.

The corrosion discovered in a limited number of cases was Floor structure corrosion caused by fluid ingress from typical damage impact galleys, lavatories and door en- trances. The most significant Figure 3 impact was found in the wet areas of the forward and aft cabin (see Clip nuts Hard point figures 2 and 3). holes ﬁttings

Wrong tool used Floor panel at ﬂoor panel junction removal

End of crown Door sill FAST 44

3 A320 FAMILY - MAINTENANCE PLANNING ESCALATION PACKAGE

As ‘gaining access’ to the impacted The technical enhancements ne- area and performing the job is cessary to escalate the inspection costly in terms of embodiment interval years have gradually time, installation during the heavy been introduced in production maintenance check is strongly since 1996 and made available advised to avoid unnecessary for retrofit in 2007 (refer to downtime. Service Information Letter (SIL) Table 1 1 53-093). They consist mainly of the following package of Ser- vice Bulletins: 53-1121, 53-1198, 53-1191, 53-1193, 53-1194, 53- 1202 and 53-1207. Maintenance Planning Document escalation SB package

The SB package necessary to enable Maintenance Planning Document (MPD) escalations is composed of one optional SB and six standard SBs; all of these are grouped in a package as it is appropriate to embody them simultaneously during the heavy maintenance check as currently scheduled at five or 10 years. These SBs are listed in table 1 with their technical contents and manufacturing embodiment point.

Another MPD task 575150, listed in SIL 53-093, has not been 2 included in this package due to the fact that the linked SB 57-1118, which allows the escalation from five to six years, is mandatory. Focus on SB 53-1198

Due to the diversity of cabin configurations amongst airline fleets, the forward area is the most customized part of the aircraft. SB 53-1198 was specifically developed for this area of restricted accessibility (being an optional SB providing a customized solution per aircraft – in contrast to the standard SBs that are available for glass fibre panel installation in other parts of the aircraft). FAST 44

4 yeAN 1070 tthe at 7508 glass 5110 new perimeter. ASNA the using type panel reduced the edge the is to from axis hole distance 1.5mm fitting the by increased whereas are panels floor adjacent beams, between gap metallic the and between and panels gaps floor the Furthermore, 5 6). figures and (see the rail and seat fibre aluminium carbon panel the floor between couple galvanic the carbon reduce lower to the skins the and of upper sides the both cloth on forward glass introduces change the The for area). (by entrance 1kg reduced and slightly around thickness are panel’s weight floor while the increased the of is structure resistance floor are corrosion sealing the and result, a well nuts As improved. significantly as clip panel, the floor as geometry cabin and the materials of the , this SB of implementation Following Family production). in A320 panels glass fibre with fitted 1,000 not (those of aircraft first majority vast the retrofit the demand’ for ‘on solution an offers It ls fibers Glass 2 fibers Glass 2 abnfiber Carbon fiber Carbon Nomex ai ofgrto ni n 99CniuainatrS 53-1198 SB after Configuration 1999 end until configuration Basic 30FML - FAMILY A320 ANEAC LNIGECLTO PACKAGE ESCALATION PLANNING MAINTENANCE sm rtce ihMlrfoil) Mylar with protected area (some entrance forward in panels Floor ir ae plies panel Fibre iue5 Figure iue6 Figure ls fiber Glass fiber Carbon Kevlar fiber Carbon fiber Glass 5 FAST 44 A320 FAMILY - MAINTENANCE PLANNING ESCALATION PACKAGE

In addition to that, the use of a Airlines’ benefits more fluid sealant (PR1436GANA /PQ10010-022-04) improves the Thanks to these structures’ impro- seal between floor panels and vements, an escalation of the metallic beams (see figure 7). maintenance tasks can be achieved. In real terms, this means that Clip nuts (see figure 8) are also airlines can reduce their direct modified with a stronger protec- maintenance costs related to tion, so as to reduce friction on the corrosion inspections by an n o t e s beam corrosion protection during estimated 20%. installation (ABS0365-3-1B/2B and ABS0365S3-1B). Embodiment of these SBs during 1. For airlines which have heavy maintenance checks has heated floor panels Further details about the glass the dual advantage of grouping at door 1 LH/RH but with fibre floor panels are available complex removal and reinstallation former floor panels installed, on the Airbus Upgrade Services operations that are similar to those the new generation allows e-Catalogue. necessary for the corrosion the escalation without (https://w3.airbus.com/ inspection. Consequently, time- changing the heated upgrade-eCatalogue/index.html) consuming preparatory work does floor panels in the not have to be performed twice, entrance area. Due to the customized definition thus reducing aircraft on ground of floor panels for each airline, time. 2. SB 53-1198 enables an average lead-time of six months corrosion inspection between SB kits’ ordering has task 531190 escalation to be anticipated before the fourth from 10 to 12 years. C-check scheduling. Price information is given on request.

New sealant and more space for sealant application

Figure 7

J Chord NAS3811-D Glass protection 3M A

New floor panel

New sealant (more fluid) Seat track FAST 44

6 A320 FAMILY - MAINTENANCE PLANNING ESCALATION PACKAGE

Considering the time required embodiment, the implementa- to perform the six inspection tion of the SB package induces tasks and the immobilisation cost an average payback period of 16 against the beneﬁt of the package months.

Clip nuts

Figure 8

CONTACT DETAILS

Pierre-Jean GARROT Design Manager Upgrade Services Airbus Customer Services Tel: +33 (0)5 61 93 28 71 Fax: +33 (0)5 62 11 03 02 [email protected] Conclusion

In today’s extremely competitive market of galley configurations and the restricted conditions including high fuel prices, accessibility, the concerned area requires continuous improvement is necessary a customized solution for each aircraft. to reduce direct maintenance costs In contrast to the glass fibre panel as it forms an important factor in installation in other areas (for which airlines’ operational planning. By enabling standard SBs are available), the forward an escalation of the maintenance interval parts between frames 12 and 24 need from five to six years, the SB package a customized SB for retrofit. described above offers a solution to a challenge faced by the vast majority Implementation of this SB contributes of Airbus customers. to a 20% extension to the maintenance Within this retrofit package, SB 53-1198 interval of the A320 Family plays a specific role. Due to the diversity early generation. FAST 44

7 FUEL TANK INERTING SYSTEM - A RETROFIT INDUSTRIAL CHALLENGE

Fuel Tank Inerting System also called Flammability Reduction System (FRS) A retrofit industrial challenge for the next decade

This article seeks to describe the flammabi- clarifying the technical, industrial and retrofit lity reduction subject in more details, whilst standpoints.

Alain LEROUX Sammy BOUGACI Laurent SEGUY Head of Multi-Programme Fuel Systems Engineer Fuel Systems Engineer and Business Consolidation Airbus Customer Services Airbus Customer Services Airbus Customer Services FAST 44

8 samast euethe and reduce other. complementary each tanks. supersede are cannot to fuel both the So means of flammability a (FTIS) the is System Inerting whereas Tank Fuel ignition (i.e. wirings...) tanks fuel pumps, to potential the up within sources the set been reduce has process (CDCCLs). The Limitations the Control Configuration in Design Critical introduced new been also have requirements these equipment and modifications, aircraft as well As 2006. May compliancein of demons- means full Airbus the trated which for is ments require- 25/12) ignition Policy (INT- EASA and 88) (SFAR of FAA the by covered prevention The • • fuel a explosion: to tank lead support can to that tank combustion fuel a must in present that be conditions main two mitigating the by achieved be can This explosion. tank fuel catastrophic to transportation will exposure the that reduce actions air take to categories of rule manu- a and facturers operators developed researches, requires has these that FAA of result the a As the on tests 2003. in flight prototype A320 and FAA for flammability the studies in conducting actively reduction, involved has Airbus been 2000, Since risks. ignition and Aviation flammability tank fuel into Federal researches undertook Centre the Technical (FAA) Authority accident 1996 major in a explosion, tank of fuel a from result resulting a As Background mixture. gaseous fuel-air flammable A source, ignition An o ntefloigpage). information following the (see after on in- box 1992 produced January and 1 aircraft production new service in certification, new aircraft type affect aircraft amendments These 125 121, amendments. 129 26, and 25, official FAR published the certain following exceeding thresholds, flammabi- exposure a (IMM) having lity tanks Means fuel on Mitigation Igni- Flammability or tion (FRM) a manufacturers Means Reduction incorporate and required to FAA 2008, operators July 21 On FAA risks flammability. the tank design fuel to associated mitigate for to deve- precautions requirements have EASA loped and FAA The REGULATIONS THE ON STATUS System Inerting Tank Fuel ULTN NRIGSSE - SYSTEM INERTING TANK FUEL giinsource Ignition n oiy25/12 policy Int SFAR88 ulvapour Fuel ERFTIDSRA CHALLENGE INDUSTRIAL RETROFIT A n euto fflammability of reduction and ignition of Prevention reduction Flammability Oxygen 9 FAST 44 FUEL TANK INERTING SYSTEM - A RETROFIT INDUSTRIAL CHALLENGE

EASA AIRBUS COMPLIANCE TO THE RULES

For new aircraft, EASA (European Airbus demonstrated that ‘only n o t e s Aviation Safety Agency) have the centre tank’ of some of its issued for consultation a draft existing aircraft has fleet average • Existing freighter aircraft or amendment to CS-25 (NPA 2008- flammability exposure exceeding passenger to freighter converted 19) which is harmonized with the 7% and is affected by the aircraft are not involved. corresponding American standard requirements of the FAR Part 26. • For the A300-600 aircraft, (FAR 25). A final decision is There is no necessity to do any no more N-registered expected by the 2nd quarter of 2009. modification on other tanks. passenger aircraft will be It concerns the following aircraft: operated at the time of the FAA For in-production and in-service • A320 Family, deadlines for the retrofit aircraft, EASA have stated they • A330-200, A340-200, completion. If the Flammability will publish in 2009 a NPA to CS– A340-300, A340-500, A340-600, Reduction Means (FRM) 26 and a Safety Directive to be • A300-600. is required by any local adopted by the 4th quarter of 2010 Airworthiness Authorities after taking into account the At the date of publishing, the rules as the fleet average received comments. apply only for passenger aircraft flammability exposure near 7%, produced and delivered after a modification based 1 January 1992 flying with US on a cooling concept of the operators or N-registered passenger centre tank will be proposed. aircraft.

SYSTEM DESCRIPTION

The Airbus solution for the A320 information Family and A330/A340 Family is based on a system developed with FAA ruling requirements (summary) the supplier, Parker, which reduces the oxygen levels of the centre tank • FAR Part 25: Amendment 125 • FAR Part 121: Amendment 340 ullage space. It will be the certification basis It applies to US operators whatever for new aircraft types. It updates the country of registration The installation of this new device § 25.981 by including the flammability of the aircraft used by these is designed to avoid the criteria and means to be met by the operators. It sets requirements modification of existing systems tanks, the IMM requirements, the for retrofit of passenger aircraft and structures. The Fuel Tank instruction for Continued with a Flammability Reduction Means Inerting System (FTIS) interfaces Airworthiness. It defines the (FRM) or an Ignition Mitigation Means with the following systems: methodology to be used to perform (IMM) if required per FAR Part 26. • Fuel systems, the fuel tank flammability analysis, The retrofit shall be completed • Environmental Control Systems, • FAR Part 26: Amendment 3 at the latest by December 2017 • Engine bleed air supply systems. This amendment is applicable with an intermediate requirement to existing Type Certificates (TC) to retrofit half of the operator fleet Several other alternate means have including Supplemental Type by December 2014. New aircraft been studied (e.g. reduction of heat Certificates (STC). It requires delivered to an operator after sources, tank pressurisation and for passenger aircraft of 30 December 26th, 2010 must be fitted foam). But they lead either to or more seats manufactured with an operational FRM or IMM, important structure modifications on/or after January 1st, 1992: • FAR Part 125: Amendment 55 or operational constraints. - to submit to FAA by Feb 16th, 2009. Similar requirements to those of FAR A flammability analysis for each Part 121 applied for specific type One solution studied was to use tank as per FAR Part 25 appendix N, of commercial passenger carrying bottled nitrogen, but it was dis- - to provide a FRM or IMM for tanks operations, missed due to the significant having a fleet average flammability • FAR Part 129: Amendment 46 required additional airport infras- exposure exceeding 7%, Similar requirements to those tructure and the impact on aircraft - to submit the required FRM/IMM of FAR Part 121 applied for foreign Turn Around Time (TAT). changes and associated Service operators of aircraft registered Instructions for approval in the United States. by Dec 26th 2010, FAST 44

10 odtoe evc i System Air Service Conditioned eaain hnijcsi notetank. gas the into by it injects air then separation, bleed engine continuous from conditioned a NEA produces on and principle based flow is system The the spaces. ullage displace tank the to in oxygen (NEA) Air using inert Enriched Nitrogen by as known achieved air depleted is an oxygen This tanks. the creating fuel of space ullage the and within by condition fire provides tank 2) explosion fuel figure against (see protection system The PRINCIPLE as fairing belly 1. aircraft figure in the shown hand of left the side in installed is system The AIRCRAFT ON INSTALLATION SYSTEM iue2 Figure i eaainMdl flow Module Separation Air ne flow Inlet (CSAS) i eaainModule Separation Air xgnErce Air Enriched Oxygen (ASM) iue1 Figure (OEA) ULTN NRIGSSE - SYSTEM INERTING TANK FUEL ntelf adsd fteblyfairing belly the of side hand System) left Inerting the Tank in (Fuel FTIS the of Installation irgnErce Air Enriched Nitrogen ultn flow tank Fuel (NEA) akaoetelqi propellant. liquid the above tank Ullage ERFTIDSRA CHALLENGE INDUSTRIAL RETROFIT A stesaewti fuel a within space the is s e t o n 11 FAST 44 FUEL TANK INERTING SYSTEM - A RETROFIT INDUSTRIAL CHALLENGE

TECHNICAL DESCRIPTION from the sensors. The ozone converter reduces the amount of ozone The architecture (see figure 3) is in the bleed air to protect the IGGS broken down in two major sub- components. systems: 1) The Conditioned Service Air The CSAS controller, located in System (CSAS) the avionics’ bay, performs the 2) The Inert Gas Generation system control and health moni- System (IGGS) toring BITE (Built In Test Equipment) and is interfaced with THE CSAS the Flight Warning System (FWS) and maintenance computer. Some bleed air is taken from the pneumatic air distribution system THE IGGS and then cooled down to a level compatible with the IGGS sub- It uses Air Separation Modules system using the air from the (ASM) to filter the conditioned air exiting ECS (Environmental Con- stream, creating Nitrogen Enriched trol System) ram air channel. Air (NEA) and Oxygen Enriched It is organized into two functional Air (OEA) (see figure 4); the OEA elements: a temperature control is sent overboard. subsystem and the CSAS Isolation Valve with an ozone converter The air at the ASM inlet remains subsystem. Driven by the CSAS clean, free of hydrocarbons, dust controller, the solenoid Controlled and other contaminants thanks Isolation Valve ensures the to the HEPA (High Efficiency shutdown of the system if the Particle Air) filter. Being connec- engine bleed air pressure is ted to the fuel tank, the system abnormally low or if over-pressure must meet very stringent safety or over-temperature is detected requirements:

A320: Installation of the Isolation valve and Ozone converter A320: Nitrogen Enriched Air going into the centre tank

C35

Ozone converter

Isolation valve Oxygen Enriched Air C36

ASM

Flight direction C35 FAST 44

12 FUEL TANK INERTING SYSTEM - A RETROFIT INDUSTRIAL CHALLENGE

• Air greater than 200° C must not come into contact with fuel or fuel vapour, • Fuel tanks must not be over-pressurized, FTIS • Prevention means for fuel simplified schematic ingress upstream to the ASM. Figure 3

Sensors, valves and controllers ensure these safety requirements. Downstream of the ASM is an FWC CSAS controller IGGS controller oxygen sensor ensuring that the CFDIU/CMC oxygen concentration is below Twin check valve 12%. Isolation valve Sensors Sensors Centre A Dual Flow Shut Off Valve is then tank used to control the NEA flow to the O3 converter Temp HEPA Air separation O2 fuel tank and enables the system to control filter module sensor switch between low/mid/high NEA valve flows, and to isolate the IGGS Dual Flow Shut Off Valve from the fuel tank. Heat TCM NEA is distributed from the IGGS exchanger Pallet to the fuel tank through a twin check valve which provides a Bleed line Waste flow double barrier to the potential Overboard exit (O rich) back-flow of fuel. 2 The IGGS controller provides system control and health monitoring/ BITE.

Air Separation Module (ASM) description

Figure 4

It is the core of the Inert Gas Generation membrane bundle contained in a pressure System. The objective is to reduce containment canister. This canister the centre wing tank ullage O2 is a cylinder with three ports. There is concentration to below 12% only one ASM on the A320 Family aircraft, during most conditions. Each ASM two on the A330-200 and A340-200/300, is a semi-permeable hollow ﬁbre and three on the A340-500/600.

Nitrogen Enriched Air O2 Rich Waste Product

NEA O2 CO2 H2O Air FAST 44

13 14 FAST 44

o • • are: prerequisites the messages, maintenance and alarm provide to order In computers maintenance and Alarm tnadL- o h CMCs the for L8-A Standard - CFDIU the for 10 Standard - at: be must computer maintenance The A340-200/300 the for L11 - A340-500/600 the for T3 - Family A320 the for H2F5 - be: must standard (FWC) Computer Warning Flight The

a Family) (A330/A340 Family) (A320 A330-200 and

c - SYSTEM INERTING TANK FUEL eprtr otoeModule Controle Temperature

t n o i t a m r o f n i i f o o r n p r

iue5 Figure e il q Exchanger u anHeat Main o ir ECS t e s d a Air Ram Flow h niiei Nwt non- a with ON A330). (i.e. is engine operating anti-ice when nor the unavailable, or are power operational bleed electrical the be the not either when will FTIS The • • • flight phases: different the during reduction objective flammability to the designed modes achieve flow three during has It except ground, operations. maintenance the is aircraft on the when operate system not The does supplied. is System air when bleed flight the Inerting during operates Tank (FTIS) Fuel The operation FTIS ihn eurmn o crew for requirement control intervention. no automatic has with FTIS The IMPACTS OPERATIONAL ERFTIDSRA CHALLENGE INDUSTRIAL RETROFIT A ihi sdi descent. in used is High descent, slow and approach in used is Medium cruise, and climb in used is Low epCnrlModule Control Temp C i odtoigPack Conditioning Air ECS CSAS (TCM) SSHa Exchanger Heat CSAS h 30A4 aiy (see Family) for CMC note). A330/A340 information Family, A320 the (CFDIU the and for computers (FWC) Flight maintenance the Computers of Warning standards requires upgraded new messages fault these and cockpit of implementation The action. maintenance specific during no with days inoperative 10 system (MEL) the List with Equipment under Minimum dispatched be can aircraft The • • phase purposes: (flight maintenance flight for the 10) of end message the a maintenance at generates and capability cockpit inerting loss the of to leading fault system Any usse r ntle nthe 5). in figure (see installed (TCM) Module Control CSASTemperature are the of subsystem sensors Hot pressure Temperature the and the Valve, with Bypass maintenance, exchanger Air the heat ease the to order In IMPACTS MAINTENANCE NRIGSSFAULT’. SYS INERTING ‘FUEL message: ECAM an Family A330/A340 For FAULT’, ‘INERT STATUS: maintenance a Family A320 For o i yasValve Bypass Air Hot ibst vi n industrial any avoid bottlenecks. to and Airbus operators to the between up has set be retrofit planning well-prepared embodiment and A must. a is operator strong every a with coordination hypothesis, a such Under PLANNING decade. retrofitted next be the Airbus during to 4500 have will around aircraft retrofit, decision on FAA the follows be EASA If to years. seven within in-service retrofitted aircraft Airbus 900 around impacts rules FAA The campaign retrofit the of challenge industrial The as required 1. table in are described main- actions scheduled tenance main- some unscheduled tenance, to the system minimize exposure the to maintain and performance to order In • • • • • • 6: figure • in seen as are They major the components. group IGGS to used is pallet IGGS. A the of design the for approach same the taken has Airbus n ducting. Valveand Off Shut Flow Dual The sensor, Oxygen The (s), ASM The sensor, Temperature The sensor, Pressure The filter, HEPA The Valve, Gate The 3 2 1 n h etpr oainbtentecekvalves check the between location port test the and overﬁll tank fuel a after or periods MMEL av ekts spromda h iuddanpu location plug drain liquid the at performed operation is no test following Leak ingress Valve fuel liquid for tasks check maintenance to scheduled opened for is required cap equipment Drain test or tools special No le element ﬁlter hc valve Check n DFSOV and ektest Leak Exchanger Converter cleaning cleaning Replace Replace Ozone akTs ie(or)Ceklbrtm hus nevlProcedure Interval (hours) time labor Check (hours) time Task Task ASM Heat ULTN NRIGSSE - SYSTEM INERTING TANK FUEL i inlet Air 3 f pallet Aft bracket 0.75 1.0 interval cleaning exchanger heat ECS with Consistent 0.58 0.28 aevalve Gate rsuesensor Pressure eprtr sensor Temperature E outlet OEA ulFo htOfValve Off Shut Flow Dual 1.2 1.5 0.75 0.45 Nameplate ERFTIDSRA CHALLENGE INDUSTRIAL RETROFIT A filter E outlet NEA GSPallet IGGS iue6 Figure al 1 Table or n replace, and Remove hours 27,000 or n replace and Test hours 12,000 replace and Remove hours replace, and 6000 Remove hours 7000 M113ShrclBrg.) Spherical (MS14103 ASM i o attachments rod Tie O 2 sensor ektest leak sneeded as test leak 2 1 15 FAST 44 FUEL TANK INERTING SYSTEM - A RETROFIT INDUSTRIAL CHALLENGE

AIRBUS RETROFIT OFFER Flight Warning Computers and maintenance computers’ standards Airbus Upgrade Services through should accept messages provided by the RFC/RMO process will provi- the FTIS (see information for the de customized commercial and requested corresponding standards). technical services consisting of a Upon request, technical support on retrofit package with: site can be provided. Airbus will • Two Service Bulletins: also provide relevant training g l o s s a r y - One SB courses to your maintenance staff. for the structural ASM: Air Separation Module and electrical provisions, EMBODIMENT ON AIRCRAFT BITE: Built In Test Equipment - One SB CFDIU: Centralised Fault Display for the equipment installation About 500 man-hours are needed Interface Unit allowing the customer with a lead-time of 7/8 days if CMC: Centralised Maintenance to complete the retrofit done in one operation (provisions Computer in packages during C-checks, and installation). This takes into CSAS: Conditioned Service Air • Airbus kits (brackets, pipes, account the aircraft preparation System rods, wiring, etc.), (scaffolding, centre tank venting DFSOV: Dual Flow Shut Off Valve • Specific FTIS equipment and all the tests). The work can be EASA: European Aviation Safety from Parker and Liebherr, done in two packages (provi- Agency • The coordination of the kit sions, then equipment installation) ECS: Environmental Control System and equipment deliveries. allowing the operator to perform FAA: Federal Aviation the modification within two Administration C-checks. FAR: Federal Aviation Regulations FRM: Flammability reduction Mean FTIS: Fuel Tank Inerting System information FWC: Flight Warning Computer HEPA: High Efficiency Particle Air IGGS: Inert Gas Generation System Airbus documentation IMM: Ignition Mitigation Mean • SFAR 88: S.I.L. 28-072 • FTIS: OIT 999.0084/08 MEL: Minimum Equipment List Fuel tank protection against ATA47-FAA flammability, NEA: Nitrogen Enriched Air ignition source, reduction system introduction NPA: Notice for Proposed • FTIS: OIT 999.0007/06 • AirbusWorld portal: dedicated Amendment ATA28-FAA NPRM on flammability page ‘Comply with Fuel Tank OEA: Oxygen Enriched Air reduction system retrofit, Safety’. RFC/RMO: Request For Change/ Retrofit Modification Offer STC: Supplemental type Certificate TC: Type Certificate CONTACT DETAILS RFC/RMO queries Technical queries [email protected] Ronan ALLARD Design Manager Upgrade Services Airbus Customer Services Tel: +33 (0)5 62 11 07 73 Fax: +33 (0)5 62 11 08 47 Conclusion [email protected]

To comply with the FAA ﬂammability the deadlines set up by the authorities. reduction rules, Airbus have developed This can only be achieved the most cost effective technical with the cooperation of the concerned compromise in terms of maintenance operators that will overcome this and operations. Airbus is fully committed challenging embodiment of the Fuel Tank in supporting the operators with these Inerting System technology by scheduling new requirements taking into account the installation in due time. FAST 44

16 o nacdsraeoperations surface enhanced system for braking automatic smart The system Brake-to-Vacate icpiayta ainc,fih controls flight (avionics, multi- a team by designed comfort. is disciplinary which passenger system, braking BTV maximizing lowering The the while and optimizing energy by time reducing airports occupancy helps busy runway at basically, A380 time A350XWB taxiing the on on option an available and as (2012/2013) Family be A320 and (2009) will BTV Airbus The which time. an congestion system, turnaround airport runway ease is improve to and aid (BTV) pilot in innovation Brake-To-Vacate The RK-OVCT YTM- SYSTEM BRAKE-TO-VACATE hsnei ttecretsedi optimum in speed correct the any regulate reach at conditions. to to exit (Global aircraft Systems chosen the GPS enabling Auto-Brake deceleration, and the Auto- Navigation, Flight Airport uses System), Airbus-patented Positioning system The preparation. innovative to approach descent during pilots exit or runway allows appropriate project, the select multi-programme scope a the under of factors) aircraft human tests, and flight performance gear, landing auto-flight, and ut-rgam rjc Leader Project Multi-Programme ibsSsesEngineering Systems Airbus H MR UOAI RKN SYSTEM BRAKING AUTOMATIC SMART THE arc VILLAUMÉ Fabrice 17 FAST 44 BRAKE-TO-VACATE SYSTEM - THE SMART AUTOMATIC BRAKING SYSTEM

The project began in 1998 via Final approach on LFBO 32L runway The automatic with S10 exit selection for BTV a PhD thesis. Following a feasi- bility phase until 2001, it com- braking system pleted a prototype phase on an at landing: A340-600 prototype in 2006, with a first test flight in April 2004 Historical under various operational condi- perspective tions. These preliminary demons- trations were performed within a of evolution research framework. A successful flight test in March 2005 has been Automatic braking system, also performed in real-time conditions called auto-brake system, is a type at Charles de Gaulle Airport in of automatic wheel-based hydrau- Paris. The industrialization began lic brake system for advanced on A380 in October 2006 with a airplanes (Airbus, Boeing, etc.). In first test flight in May 2008. order to keep the pilot free to perform other tasks, the auto-brake To better understand what is the has been designed to control, BTV system, this article will high- robustly and rustically, aircraft light the current use of the already longitudinal deceleration during existing auto-brake system and its rollout and down to full stop. impact on aircraft operations, the The automatic deceleration control evolving airport operation context roughly starts at the nose landing and will detail the Airbus BTV gear impact with an onset transition operational answer. ramp for comfort.

Since the A300-600 model, auto- brake modes are selectable for landing using either LO and MED, which provide low and medium fixed deceleration control. In order to give more operational flexibility,

FAST 44 A340-500/600 models are fitted 18 A/SKID K • • there drawbacks: but some landing, are at (SOP) dures Proce- Operating Standard recommended Airbus 2000, become year the has pilot’s since and high, the is workload when is recommended system auto-brake the of use The speed). crew and the position (type, by foreseen taxiway desirable exit the to respect with speed) and (position characteristics down touch- specific landing has which each situation, to adapted system be auto-brake cannot the analysis that operations, shows everyday In HI). and system 3 2, auto-brake (see (LO, with HI fitted four-modes is rotary and a A380 4 The new 1). 3, figure 2, a LO, deceleration switch: through fixed five enri- modes by system auto-brake ched an with ON ON syercbraking. assymetric frequent causing less, brake to more... brake to frequently has pilot the as discomfort, includes override pedals brake Secondly, wish, would pilot the than stronger be would some models on high nose onset Firstly, OFF MED MAX LO UOBRK AUTO 3060A2 Family A320 A300-600 AUTO/BRK 0MDMAX MED L0 eie xtsedtofro too or exit. desired far the the from too short reach speed exit to desired leads use use. Everyday systematic its with magniﬁed are landing at auto-brake shortcomings system current Additionally, • • oae ntetrs levers, button thrust the Ins- on located Disconnection Auto-Thrust disconnection tinctive the auto- system through allowing been brake by has system introduced symetric smooth and a models, A380 the Since abnbaewear. brake carbon limit to roll landing during applications pedal brake number of the possible as much as reduce to recommended highly is it Finally, departure, next the before cool down to time more need and temperatures higher reach to get brakes those so wheels, loaded more the on energy braking more is There (TAT): Time Around Turn on impact negative a has but control, lateral helps which braking, assymetric models some on induce may it operations, crosswind to associated Thirdly, RK-OVCT YTM- SYSTEM BRAKE-TO-VACATE AUTO/BRK BTV LDG A340-500/600 DISARM LO 2 LO DISARM 2 H MR UOAI RKN SYSTEM BRAKING AUTOMATIC SMART THE 3 LDG 3 HI nAru aircraft Airbus on systems braking Automatic 4 HI

iue1 Figure

i r

b TO

i AUTO/BRK

n 30(eoeBTV) (before A380

n LDG DISARM LO 2 3 HI 19 FAST 44 BRAKE-TO-VACATE SYSTEM - THE SMART AUTOMATIC BRAKING SYSTEM

The only way to improve this simplistic auto-brake system moni- situation is the pilot’s compen- toring when current deceleration is sation by overriding the auto-brake 20% below the target dece- system at the right time. The leration: override decision criterion then • The DECEL light might be depends on the pilot’s feelings, extinguished at high speed view and experience inducing an on slippery runways everyday very limited brake while auto-brake system optimization. In low visibility is operating normally, conditions (crew blindness), the • A partial improvement has been pilot cannot compensate the classic introduced on A340-500/600 auto-brake system blindness, being by adding an ACTIV light blind himself. In that operational in order to confirm the correct case, auto-brake MED decele- operation of the auto-brake ration level or equivalent is mostly system. Nevertheless, it will not used, bringing the aircraft at low help the pilot in achieving information speed in the middle of nowhere. an intended exit or Then, the pilot taxies on the in preventing a possible Synthetically, current runway until... runway overrun. auto-brake system …an exit literally appears! drawbacks (induced by its useful An evolving airport rusticity) are, in everyday avera- The auto-brake system control tions, an approximate optimization principle is a closed-loop control operation context achieved by the pilot (i.e. too high on deceleration. Hence, more deceleration followed by too long reverse thrust results in less Innovative solutions are urgently speed taxi on the runway), braking, but without shortening required because congestion is a partial awareness of the landing distance. At first sight, this already a serious issue at some estimated and measured braking is really beneficial by reducing airports. A minority of airports distance, a lack of ﬂexibility brake energy. Nevertheless, this generates the majority of demands, with respect to operational con- everyday situation increases the and these airports are already straints and an ‘Airport Navigation’ risk of runway end overrun in case operating at their maximum unawareness. of long flare on short runways; throughput for sustained periods of even if the pilot selects, as com- time. Among other topics, the on- mitted, the maximum reverse going SESAR (Single European thrust. Sky for Air Traffic Management Research) project focuses on In terms of Human Machine making best use of airport airside BTV is capable of high Interface, the pilot, through the capacity based on the available speed turn off DECEL light extinction does a infrastructure, because new cons- tructions are in many instances strictly limited by political and Depending environmental constraints. The on exact geometry, taxiway exact angle, airport's airside system capacity is turn radius and RWY width, significantly influenced by the XEXIT GEO50 aircraft can be at 50 KTS 50 kts runway capacity, which should be 50 kts (0.3g) with yellow line having (0.2g) considered as key determinant for slightly started to turn the overall intake. It has the potential to significantly reduce the total amount of delays at airports. This will in turn reduce the requirements for the airport's High speed development, the impact on the turn off angle environment and its resource use. slightly steeper than 30°, with 45m Among the wide spectrum of wide runway runway capacity elements, redu- (in Nice - France 50 kts GEO X cing the time spent by aircraft on (0.2g) 50 kts(0.3g) 50 EXIT exactly 30°) the runway is one of the most

FAST 44 important issues. 20 BRAKE-TO-VACATE SYSTEM - THE SMART AUTOMATIC BRAKING SYSTEM

This does not alter the fact that Runway Occupancy Time (ROT) is inextricably linked to other issues such as wake vortex separation minima and minimum separation standards for both arrival and departure. Minimizing the separa- 2 2 tion between arriving and depar- 1 ting traffic is equally crucial in reducing ROTs. Even environmental aspects, such as use of preferential runways, etc., may also have an impact on occupancy time. 3 3 Studies have shown that depending on the traffic mix (various aircraft types), runway capacity can be increased between 5% (in the case of single-runway airports) and 15% (multiple-runway airports) by 1 Control using Auto-Brake 2 Independent display 3 Selection reducing ROTs. A remarkable existing selector. on existing using existing BTV instinctive disconnection Navigation Display Key Board Control example is the 19% capacity using A/THR existing instinctive (ND) and Cursor Unit increase achieved over a period of disconnection button. (KCCU) three years on the single runway at Manchester, U.K. An operational It should be stressed that increa- answer: The sing runway capacity by mini- Brake-to-Vacate mizing runway occupancy is a matter of seconds per operation. function Indeed, aircraft that unnecessarily occupy the runway for additional It becomes natural to imagine an seconds potentially provoke delays enhancement of the existing classi- of at least one order of magnitude cal auto-brake system at landing greater, (i.e. close to the minute or which aims at reaching optimally a worse). If this develops into a desired exit, by adding a new auto- domino effect, then overall system brake mode (with the same acti- capacity will be reduced, causing vation/disconnection principles). losses of slots. On the other hand, the saving of a few seconds per Brake-to-Vacate system design movement can represent an objectives can be expressed to: important capacity increase. • Ensure the best possible braking Enhancing runway capacity is not management at landing information necessarily a matter of seeking from main landing gear impact absolute minimum occupancy time to runway exit vacation, Synthetically, regarding but rather one of achieving consis- • Develop a crew intuitive present runway operations, tent performance, thereby building selection, monitoring current on-board systems up the confidence of pilots and and termination cannot help improving runway controllers, which is necessary to of the BTV system, capacity; therefore, runway optimize runway capacity. • Propose a seamless and natural capacity is not optimized integration with: In-ﬂight and is drastically reduced Finally, in case of low visibility, the landing distances assessment in low visibility conditions. runway capacity is drastically redu- during descent/approach ced due to lack of the operational preparation and execution, guarantee between the pilot and the Runway Overrun Prevention controller, inducing an important and Warning Systems (ROP increase of safety margins added to and ROW) below 500ft until everyday separation between two aircraft runway vacation, consecutive aircraft. Airport Navigation during taxi, FAST 44 21 BRAKE-TO-VACATE SYSTEM - THE SMART AUTOMATIC BRAKING SYSTEM

• Ensure a safety improvement system and display of by increased crew situation operational landing distances, awareness achieved with will be the object of two the in-flight landing distance specific articles in July and computation continued on final December 2009 in the editions approach and ground roll, even of Safety First magazine. with low visibility operations, • Ensure a safety improvement BRAKE-TO-VACATE GENERAL with the implementation OPTIMIZATIONPRINCIPLES: of a brand new runway overrun AIRCRAFTSIDE prevention device covering most frequent cases In more details, ‘the best possible on non-contaminated runways; braking management at landing’, feature which is also generalized targeted by the BTV system, to all other classical auto-brake considers the most robust and modes. The description of BTV simple compromize which guaran- integrated brand new Runway tees to vacate at the assigned BTV configuration Overrun Prevention (ROP) exit, optimizes the brake energy

1 23 BTV configuration must be done Exit selection with click BTV arming in PLAN mode / ZOOM range. on exit label according to aircraft by ABRK rotary switch. The FMS runway is 14R. performance, runway condition Runway LDA must be Runway selection with click on QFU. and destination gate. cross-checked with charts.

LDG 2 LO 3

BTV HI

DISARM

3 BTV arming

1 Selection of airport navigation display Exit selection

LDG 2 LO 3 HI BTV

DISARM

LDG 2 Confirmation message LO 3

BTV HI

DISARM

FAST 44 Selection of BTV runway

22 eiae nefc providing interface dedicated proposes a system BTV the pilot, bythe chosen selection exit the help To a runway of the case to end. the close in exit selected braking associated late pilot to the of visual profile perception the deceleration regarding paid BTV computation been the has to attention special Moreover, a roll. landing the during time, over fixing deceleration of variation by and deceleration of level maximum constraints passengers’ the comfort respect a to order But in speed. found been has suitable compromize design at exit reaching the the while time the possible applies at latest braking as possible, possible this, maximum braking as For delays much reached. system are BTV time lowest cy occupan- runway the and energy brake simultaneously guarantees the system that by BTV selected the exit pilot, an for is Then, exit automatic optimum possible. no the end, of Around selection the Turn At and Time. energy higher with but brake exit, far a than occupancy time runway lower produce obviously can selection exit short A • • • full their • air in the controller: and traffic pilot known the by can complexity be that multiple constraints only on and criteria depends exit optimum the selection operation, an In the comfort. improves passenger and time occupancy runway the operational minimizes constraints, current the regarding etei o aiduration. taxi for exit Best time, occupancy runway Minimum applications, brake of number Minimum safety needs), of out usage thrust reverse maximal preventing procedures abatement noise of (TAT), Time Around Turn requested of taxi, of function as (complex energy braking Optimum uigtelnigrl ndry on roll landing runway. strategy the usage during optimal reversers’ the on thrust crew the help indications then These pilot’s responsibility. the remains the exit of ‘optimum’ selection the Nevertheless, indication). as Procedures Operating usage Standard per reversers’ maximum idle or thrust brake (assuming time of cooling sense a in TAT ROT estimated an and guaranteed Time) Occupancy (Runway and This a predicted also operation. provides interface dedicated BTV to monitor and exit optimum the an of assist selection to information intuitive • • ATM • the with community): study dedicated under (still followed imagined today is procedure arrival the Then, resource’. the ‘runway using aircraft BTV-fitted the of occupancy runway guaranteed and effective the benefit of knowledge takes the from it particularly, air- considered port; traffic the whole on the converging BTV- in use aircraft by fitted allowed to reduction occupancy is time runway principle the efficiently main The SIDE MANAGEMENT) TRAFFIC (AIR ATM PRINCIPLES: OPTIMIZATION GENERAL BRAKE-TO-VACATE ntelnigrna threshold. runway landing the on time arrival forecasted the and respected be to separations considering arrivals manages controller ‘approach’ The guaranteed, be will which time, occupancy runway predictive the communicates the itself) future aircraft the in (or pilot The conditions, landing current other all and procedures operational airline performances, landing aircraft conﬁguration, airport layout the as points several on depends which taxiway, exit and runway landing in-service the agree on controller the and pilot the aircraft, BTV-ﬁtted the manages controller ‘approach’ the Since RK-OVCT YTM- SYSTEM BRAKE-TO-VACATE H MR UOAI RKN SYSTEM BRAKING AUTOMATIC SMART THE 23 FAST 44 BRAKE-TO-VACATE SYSTEM - THE SMART AUTOMATIC BRAKING SYSTEM

The results of this sequencing known mean values with a sufficient task is the location of all aircraft margin to take into account uncer- in final approach in order tainties (like it is practised today). to optimize the arrival flow with For non-specialized runways (used respect to the runway occupancy simultaneously for takeoff and time, but also allowable minimal landing), the arrival timing has to separations (radar and wake be also optimized; a takeoff can vortex). Also, it results in immediately follow the vacation of managing forecasted separation the previous just-landed aircraft in time on a given future and then take benefit of the time position on the approach saved. trajectory (runway threshold), • Once the aircraft is established In addition to the operational and in final segment, the ‘tower’ safety gains foreseen above, the controller monitors approaches immediate consequence is the so that the forecasted timing minimization of strong constraints, is respected (in the future, which allow the improvement of the aircraft itself will be able admissible cadences. The induced to manage these constraints), ATM operational gain is based on • The ‘tower’ controller gives the the increase of runway technical landing clearance with respect capacity. This gain is particularly to its own conviction that the remarkable in case of low visibility runway will be vacated on time. conditions because standard separation can be reached thanks to The operational management of BTV system (within the limits of mixed traffic (BTV-fitted and non- sensitive radio electric protection BTV-fitted aircraft) is obviously zone constraints). The runway much more complex. Nevertheless, occupancy time can be then the it remains consistent. In this case, same as in case of good visibility conservative forecasted runway operations because low speed occupancy time would overestimate evolution on the runway is reduced

BTV system

ROW ROP (Runway Overrun Warning) (Runway Overrun Protection)

Nominal glide slope (3°) Go around Stop the aircraft Auto-brake activation (Nose Landing Gear down or five seconds after Main Landing Gear down) 500 ft

WET Symbology only for 50 ft DRY BTV{ mode Symbology for all Auto-brake modes (classical auto-brake and BTV) FAST 44

24 BRAKE-TO-VACATE SYSTEM - THE SMART AUTOMATIC BRAKING SYSTEM

to its minimum. Moreover, as the runway occupancy time of the previous aircraft is known and respected, a certain number of go- around manoeuvres (due to non- cleared runway) will be avoided.

The reduction of the time spent on the runway can be translated by an operation time gain for the airline. It could be negligible for an isolated aircraft but important for a fleet. The most visible gains will be obtained on the delays reduction occurring during airport saturation periods. Operation gains can then be magnified by a network effect when considering sets of platforms that are interconnected with local BTV induced gains. They will be also sensitive to ‘a hub effect’ due to an important part of fitted aircraft.

Eventually, the airport manager will benefit from a declared improved operational capacity without doing expensive invest- CONTACT DETAILS ments (additional and/or exit runway building, etc.). Fabrice VILLAUMÉ Multi-Programme Project Leader Airbus Systems Engineering Tel: +33 (0)5 61 18 63 50 Fax: +33 (0)5 61 18 25 38 [email protected] Conclusion

Brake-To-Vacate (BTV) is an Airbus • Improving passengers’ comfort development effort for improving the pilot’s during landing roll, management of the approach and landing • Avoiding missed exit situations, phases. The well known GPS and the new • And, minimizing runway on-board airport map database occupancy time. has permitted this innovation. Tangible BTV system is coupled value will be brought to our customers by: to a Runway Overrun Prevention system, • Reducing brake wear and temperature, also called ROW/ROP. This Airbus • Using less and even removing patented solution offers a comprehensive brake fans, and efficient answer to the runway • Relieving maximum thrust reversers’ excursion risk at landing. usage on dry runways, It can then be seen as a major safety • Reducing noise level on ground, enhancement feature. Through the fuel consumption and gas emission, minimization of the runway occupancy • Controlling Turn Around Time before time, BTV helps also to reduce significantly landing (guarantee for the next the exposure time to a runway departure slot), incursion risk. FAST 44

25 IMPLEMENTING RNP AR - THE OPERATIONAL APPROVAL

Implementing RNP AR The operational approval (Required Navigation Performance Authorization Required) RNP is a navigation technique, which allows Navigation (PBN) for which the ICAO aircraft to fly precisely along a predefined (International Civil Aviation Organization) has route using state-of-the-art on-board navigation announced that it must be implemented all around systems and Global Positioning System (GPS). the world. Very soon, operators will have to RNP improves the efficiency, capacity and challenge their future flight operations. Operators environmental performance of the global air may have already noticed the publication of new transportation system. RNP AR will support the RNP, RNP AR or RNP SAAAR (Specific Aircraft development of even more efficient procedures in Aircrew Authorization Required) approaches at some terms of fuel emissions, aircraft noise, weather- airports. RNP AR operations cover approaches, related minima, access to mountainous areas and missed approaches, SID (Standard Instrument airport congestion (see figure 1). RNP AR is one of Departure) and EOSID (Engine-out SID) the possible solutions for future ATM (Air Traffic procedures. This article describes the various Management) requirements and optimized flight aspects an operator has to cover when seeking for operations, being part of the Performance Based an operational approval for RNP AR operations.

Matthias MAEDER Erwan CADOT RNP Support Pilot Airlines RNP Support Flight Operations Support & Services Flight Operations Support & Services Airbus Customer Services Airbus Customer Services FAST 44

26 em ffih ahtakn and in tracking path concept flight RNAV of the terms advan- of all contains tages AR RNP The published. yet EOSID not are and fications speci- SID, ICAO can although to procedures, It apply procedures. also approach limited to not is concept AR RNP The • • two approaches: documented of types ICAO Navigation 2007, In (Global System). Satellite GNSS GPS or on based a solution RNAV’ fact navigation in ‘RNP require as They approaches. to are referred performance-based and operations as considered RNAV Recent system. Performance (OBPMA) Alerting On-Board and Monitoring an with equipped be aircraft the operations, RNP for that require navigation specifications PBN the Additionally, operation. proposed the for continuity, needed functionality availability and integrity, accuracy, terms in of expressed specifica- are navigation They tions. PBN the contained are in aircraft the of ments require- performance the RNP, For etc. Beacon), NDB Directional (Non Omni- Equipment), (VHF Measurement VOR (Distance DME Range), the directional as such (navaids) conventional aids navigational ground from a independent in is RNP and RNAV per as navigation or the instrument Therefore, airspace. designated procedure, an approach route, Service) aircraft Traffic (Air ATS an the along operating on-board the equipment of aRea on requirements to based performance refers (RNAV), It PBN NAVigation 2). the of figure part (see is Perfor- (RNP) mance Navigation Required The AA operations. American SAAAR the to equivalent is It (RNP). RNAV charted APCH) AR (RNP Approaches Required Authorization with RNP and, (GPS) RNAV or (GNSS) RNAV charted APCH) (RNP approaches RNP ildfn h operational the define requirements. which national Authority, will its Aviation from Civil the opera- process has an tional obtain operator to several responsibility involving The process entities. a is project. airline It an RNP is the operation AR of implementation The contingency safety. of level required achievethe the to key a also are procedures and crew The training etc. (TAWS), Systems Warning Awareness Terrain integrated FMS, and highly GNSS dual systems, is navigation for AR RNP specified AR 2013. RNP by to additional procedures plans 300 157 It Aviation publish procedures. developed AR (Federal RNP has FAA Authority) The required may disruptions. the weather-related it avoid approach, during improving visibility minima weather and the reducing to By flexibility. thanks and accuracy areas improved areas) therefore challenging is for (mountainous It solution greater. a even benefits are the design, procedure RNP AR the of flexibility improved or to Due requirements. requirements, congestion, environmental economy airport to fuel solution a brings already RNAV repeatability. n urn ovninlpoeue(elwtak nKF airport KJFK in track) (yellow procedure conventional track) current (blue and procedure AR RNP of Comparison MLMNIGRPA - AR RNP IMPLEMENTING H PRTOA APPROVAL OPERATIONAL THE fteflgttime. flight the percent of 95 least at achieved be to expected is that miles nautical in accuracy navigation lateral the to 'X': 'X'/RNP RNAV function. alerting an and Monitoring Performance On-Board of requirement additional the by RNAV from differs RNP space. air- defined a within operations for necessary availability and continuity integrity, accuracy, performance navigation the of statement a is Performance RNP: aids. navigational based ground by necessarily not and longitudes) (latitudes, fixes geographic defined by path desired any on fly to aircraft enables that navigation of RNAV: airspace. designated a in or procedure approach instrument an on route, ATS an along operating aircraft for requirements performance system specifies Navigation PBN: iue1 Figure eurdNavigation Required Based Performance ae Aiain method A NAVigation) (aRea y r a s s o l g X refers 'X' 27 FAST 44 IMPLEMENTING RNP AR - THE OPERATIONAL APPROVAL

For the operational approval, the RNP AR procedures are predictable airline will have to address typically and repeatable trajectories based on the following topics: sequenced of fixed legs composed • Operational evaluation of Track to a Fix leg (TF) and of each RNP AR procedure, Radius to a Fix leg (RF) in WGS • Validation of the navigation 84 coordinates. Sequences of TF and RNAV and RNP navigation database, RF legs offer flexibility in flight path specifications as per PBN • Flight Operation Safety geometry that allows designing Assessment (FOSA), more efficient routes, thanks to Figure 2 • Operational documentation, RNP AR procedures. • Procedure charts, specific flight The specific authorization require- Performance Based Navigation crew procedures, limitations, ment is indicated on the RNP AR (PBN) • Aircraft capability, procedure charts. RNP AR approa- • Flight crew training, ches are charted as ‘RNAV (RNP) RNAV RNP • RNP monitoring programme. RWY XX’. Navigation specifications Navigation specifications Without Perf. Monitoring With Perf. Monitoring and Alerting System and Alerting System Airbus is supporting airlines as an Hundreds of public or private aircraft manufacturer. It includes RNP AR procedures exist in the the aircraft definition, the opera- world. For example, access to Li EN-ROUTE TERMINAL APPROACH EN-ROUTE TERMINAL tional documentation update and Jiang Airport (ZPLJ) in China RNAV 10 RNAV 1 RNP APCH the RNP monitoring programme. A has been improved through RNP RNP4 RNP1 RNAV 5 RNAV 2 RNP AR APCH service provider may be involved, AR procedures developed with for the design of a new RNP AR ENAC-GGX for Airbus aircraft procedure, with procedure charts, (see figures 3 and 4) navigation database coding or procedure evaluation. The service offer may also include a FOSA as Aircraft capability required, flight crew procedures and flight crew training. Airbus proposes a set of RNP AR capabilities based on EASA (Euro- The design pean Aviation Safety Agency) certification for the A320 Family of procedures and A330/A340 Family. Airbus RNP AR capabilities are available RNP AR operations are based on through RNP AR modification/ RNP AR procedures. RNP AR Service Bulletins (SB) and are procedures are designed based on solutions to the different existing specific criteria like SAAAR RNP AR operations with the procedures design criteria (FAA appropriate on-board systems. Order 8260.52) or ICAO Manual for Implementation of the Required The following capacities are Navigation Performance. ‘Public’ currently, or will be soon available procedures are already available on A320 Family and A330/A340 to all operators; an operator can Family: develop ‘private’ or ‘tailored’ • RNP AR equal or below 0.3NM SAAAR instrument procedures (in normal conditions: up with more flexible criteria. to 0.1NM in approach RNP AR approach procedures are and for most aircraft in departure characterized by: and during a missed approach). • RNP values ≤ 0.3NM (down to This capability covers the low 0.1NM) and/or, RNP values for all environments. • Curved flight path before and Required systems’ configuration after the Final Approach Fix (FAF), answers to EASA requirements • Protection areas laterally limited for the low RNP values. to 2xRNP value without any As an example, Airbus additional buffer. developed the lateral deviation RNP AR missed approach and scale (displayed on PFD) instrument departures procedures that answers to the EASA

FAST 44 include a reduced RNP (<1NM). requirements. 28 • • • • • to: is purpose The of combination both. a or flight actual simulator)or either (e.g. evaluation through ground accomplished can be This evaluated. to thoroughly needs be procedure AR RNP Each procedures of validation The Support For (RFC). Request Change a Customer should submit and AR Director its equip RNP to for contact wishes aircraft that its airline An AR authorities. RNP by its approval for project airline Safety the perfor- by be med to Operational (FOSA) alleviates Assessment Flight demonstration the etc.). This failures, abnormal (system and conditions conditions normal cover certifications AR RNP Airbus • oia lgtpath. flight the nominal on is aircraft the when warning Systems) Warnings and Awareness (Terrain TAWS of absence the Evaluate EOSID, alignment, runway gradients, climb and descent angles, bank tracks, Confirm coding, database navigation FMS the Validate procedures, crew flight abnormal and normal adequate Define procedures), airlines’ tailored or private for particular (in flyability the Verify capability. this for system configuration the of part are standards T2CAS and EIS1 current Thus, capability. 0.3NM AR RNP the of certification for mandatory not is function mode peaks the and display scale deviation lateral the as level at equipment flexible more is capability value. This RNP 0.3NM a to limited environment all for solution the be may capability This approach). missed and approach departure, (in 0.3NM to limited AR RNP documentation Operational • subjects: following the address should segment training ground The • • • • comprised modules: following is the of training crew flight of environment. The type and/or path, flight the considering different significantly are that operations for specific being be to need operations may It envisaged. AR RNP of the type to adequate flight is that a training crew define to needs airline The Training for process operation. AR approval RNP and procedures update the operational supports airlines’ documentation, dedicated this through Airbus, Thus, • • • document: the dedicated AR RNP new of a update of delivery the an and manuals existing modifications/ of consists AR SB, RNP the with delivered documentation, AR RNP AR dedicated documentation. RNP Airbus The of delivery the by AR projects RNP airlines’ supports Airbus prahoperation, approach AR RNP of concepts General training. Recurrent Evaluation, training, Flight training, Ground procedure. design and process approval AR RNP the during considered be to limitations and information relevant the assumptions, all details ACD EASA. by approved document operational dedicated AR RNP a is ACD (ACD). Document Compliance Airworthiness specificities, operational AR RNP integrate to updated are sections operation special and Procedure Operating Standard (FCOM). Manual Operating Crew Flight compliances, regulations and capabilities AR RNP aircraft state to updated is (FM) Manual Flight MLMNIGRPA - AR RNP IMPLEMENTING

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70f 90m 2970 ft 9740

20 ft 12500

30 t37 m 3970 ft 13000

40 t47 m 4270 ft 14000 f m) / (ft

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i 30 min 1 ft 15700

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0 0.0 0.01.3

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LJ408

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16.5 16.5 8

° 54

409

9500 I

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LJ406 LJ406

LJ412

LJ412 995950050500 7

RA RA 00 R 2.9°

2.9° 191198° 0

7757507500

9 IAS Max ch

N 5 8 N

° kt 180

0 h

55.1.1 1198° ax 0

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° /

7724 7 7 77 7724

kt F FT LJ411 LJ411

12500

R R

R A RW20

RW20 F R

24 24

NV-RPSAAAR RNP - RNAV

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13.8 1 1 1 1

1 4 4 44 S

8196 8196 988 8 9

8 22.

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12500

5 1

. E E

5.1 5.1

8 8 8 8

8 96 96 9 9

12300

LJ406 LJ406 0 0 0 0

5 5 50 50 5 5 50 50 9500 9500 00 00 9 9 9

6 9

6 2.2

311°

3 2223° LJ415 LJ415

500

8659 8659 588 8 8 5

0°20' 100° 20 2 2 0 100 100 1

7500 7500

Q Q 1

9599509500 &

300 232

RF 50

1 59 59

pproach 00 33.1 3 ° 757500

550 .1 °

U 00 U

9075 9075

07 07 0 07

I I

7 75 0 0 0 0 7 7 50 50 5 5 500 500 50 50 9500 9500 9

9 2.9° 2.9°

5 5 5 5

R R

I 21.6

21.6 R

0 0

00 00 5

R 500 500 7500 75 75 750 750 7500 7500

7500 . F

E R E

LJ405

LJ405 F 9500 9500 00 00 95 95 9 9 9 9 5 5 5 5 5 5

0 0 00 00 0 0

2 C

D 0 D 13000

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LJ405 LJ4

959500 R

550 750757500500 7500 7500 00 00 7 7 7 7 7 7 5 50 50 5 0 0 77500 0 405 0

GéoTITGéoTITAN® & AIP-GIS Charting® 00 0 TA 5 E

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0 R R R R R R R R R

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00 00 00 00 00 00 AR 5 5 50 50 9500 9500 95 95 95 95 95 95 D2

ting® W

0°30' 100° 0 30 0 100 1

F F F F F F

IJIANG LI IJIANG LI

0° M M M M M M M M M M a IAS Max a IAS Max

7500 7500 75 75 75 75 7500 7500

ZPLJ ZPLJ

1 Kt 210 2 2 2

2 2 21 21 1 kt 210 2

50 50 50 50 50 50 50 50 50 50 500 500

1 1 1

a a

1 00 00 00 00 RWY20 RWY20

0 0

0 0 0

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°W 1° °W 1° K

I I

(08) (08) (08)

VAR VAR

A AS AS

ting A IAC-4 IAC-4

• ATC (Air Traffic Control) Brochure communication and coordination for the use of RNP AR, Detailed information about the • RNP AR equipment components, RNP AR concept is available for controls, displays and alerts, Airbus customers through ‘Getting • AFM (Aircraft Flight Manual) to Grips with RNP AR’ (document information and operating on AirbusWorld). This document procedures, presents the RNP AR concept, as • MEL (Minimum Equipment well as the Airbus solutions and List) operating provisions. airlines’ activities to conduct their RNP AR project. The flight training should address amongst others the following subjects: New subsidiary • Normal RNP operations Quovadis for departure, approach, and missed approach, Airbus created a new subsidiary, • Abnormal RNP operations Quovadis, in cooperation with the for departure, approach, French Civil Aviation University, and missed approach, ENAC, and CGX AERO in SYS, • Contingency procedures, a specialist in aeronautical and including existing local geographical information systems. procedures. Quovadis offers and sells services The airline needs to evaluate each linked to RNP to airlines, autho- flight crew member on their know- rities and airports. This includes ledge of RNP AR procedures. The design of the RNP procedures, airline should include an RNP AR validation and testing of proce- an AIRBUS subsidiary recurrent training in its overall flight dures, flight operational approval crew recurrent training programme. and flight crew training.

CONTACT DETAILS

Capt. Matthias MAEDER Erwan CADOT RNP Support Pilot Airlines RNP Support Engineer Flight Operations Support Flight Operations Support & Services & Services Airbus Customer Services Airbus Customer Services Tel: +33 (0)5 62 11 02 03 Tel: +33 (0)5 61 93 81 10 Fax: +33 (0)5 61 93 29 68 Fax: +33 (0)5 61 93 29 68 Conclusion [email protected] [email protected] The RNP AR definitively benefits • Reduce weather minima in from modern navigation equipment. mountainous areas. The Performance-Based Navigation (PBN) Airbus has been developing and certifying implementation plan is clear. And some RNP AR capability on several aircraft countries (USA, Australia) have already types. Airbus believes that RNP is the started to widely implement the PBN future for Air Traffic Management (ATM) and RNP AR, or RNP SAAAR. and fully support RNP AR implementation Airbus is also convinced of the operational all around the world. Recently, Airbus benefits of the implementation of the RNP supported several Chinese authorities and AR operations. The possible advantages airlines in developing and deploying RNP of RNP AR can be found to: AR procedures in Yan Ji, Li Jiang, Huang • Reduce airport congestion, Shan and Lhassa airports, to name a few. • Improve fuel consumption, The time has come for operators all around • Reduce gas emissions when associated the world to consider implementing RNP to track miles savings, AR as a way of preparing and optimizing • Reduce aircraft noise, the future of their flight operations. FAST 44

30 is i rk system brake air First G.38 Junkers ewe elnadLondon and Berlin 1931 between service July scheduled 1 regularly On initiated root. Lufthansa the thick wereat 7inch) which (5feet wings, 1.7m the seated in in were unique passengers was that plane Delag. The by Zeppelin offered competing service the offered those by rival meant to were today's and standards by sumptuous world.were the accommodations Passenger in largest plane the land early was its during life G.38, payload. 5000kg The airplanes a lifting for duration recordsand distance world speed, four including the set tests, flight G.38 large In spats. very initially in enclosed were that main wheels tandem double fixed, with was undercarriage The duraluminum. the corrugated stressed, of in rest aircraft the like covered, spar wing multi-tubular cantilever a with practice, to Junkers' confirmed standard G.38 crew Structurallythe seven. a carried of G.38 Germany. The in constructed prototypes were Two flew 1929. first in G.38 Junkers The comfort. passenger enhance congestion airport and ease 17) to page (see ‘Brake-to-Vacate’article our in explained ultimate as solution the brings systems evolution braking time.Today’s first very used the was wheels for undercarriage the tandem for system a brake with wing. air each An the of edge in compartments leading two carried in were passengers. passengers 13 Six to firstly carrying up flights on UKR .8- G.38 JUNKERS IS I RK SYSTEM BRAKE AIR FIRST ne carriage Tandem G.38 Junkers 31 Photographs courtesy FAST 44 of EADS Corporate Heritage Customer Services events

Just happened suppliers’ aftermarket improvement initiatives. These meetings will be held in Hamburg on A320 Family symposium 15 and 16 September for European customers, The 11th Airbus A320 Family symposium followed by Dubai from the 5 to 7 October for was held in Paris beginning of May. 188 Middle East customers. The goal is to share representatives from operators, leasing, MRO with our customers, the Airbus developments (Maintenance, Repair and Overhaul) centres in supplier support management, following and suppliers attended it. During the 3 days of which, 10 of our major suppliers will present the symposium participants reviewed a wide their improvement plans to the customer group range of subjects in the technical, economic and hold ‘questions and answers’ sessions. and process domains. The symposium's key There will also be an opportunity for theme was working together to deliver customers to have bilateral meetings with solutions that are both technically and suppliers. The preliminary list of suppliers economically efficient. This was captured with participating is: DASELL, EADS Sogerma, the motto, ‘Discuss, Decide, Deliver’. The Eaton, Goodrich Interiors, Goodrich Power, symposium concluded with the caucus session Honeywell, Messier Dowty, Messier Bugatti, that highlighted key areas for further work. Panasonic and Zodiac Services. Invitations for These will compliment the areas of de- European and Middle East customers will be velopment that are agreed through the FAIR sent in the coming days. (Forum for Airline Issues Resolution) process. Feedback during and after the event indicated a Airbus Leasing Support conference in Dublin, high level of added value for the majority of Ireland th participants. The 6 Leasing Support conference will take place in Dublin, Ireland on 7 and 8 October Performance & Flight Operations conference 2009. This conference is organized for Airbus 372 people and 111 airlines attended the 16th leasing companies and addresses dedicated Performance and Operations conference in support requirements of lessors and airlines, Paris from 11 to 15 May 2009. About one with a specific focus on aircraft residual value hundred presentations were shown, covering and maintenance events. all flight operations activities, such as performances, Electronic Flight Bag and digi- A300/A310 Family symposium tal documentation, airline economics, etc ... The next A300/A310 Family symposium will The operators could also attend sessions be held in Bangkok, Thailand from 9 to 12 dedicated to different aircraft types, and share November 2009. In order to make this event as their in-service concerns. The caucus, productive as possible for all, Airbus will organized on the last day, enabled our operators propose a basic agenda that will be augmented to provide us with their feedback on our with your suggestions and input from FAIR support in the field of flight operations, but (Forum for Airline Issues Resolution). As also on the conference itself. usual, adequate facilities will be available for side meetings during the event. Airbus Family C o m i n g s o o n symposiums are held for each Airbus programmes every two years, and target airline Supplier Improvement meetings engineering and maintenance managers. The Our Supplier Support Management team is prime function of these meetings is to enable organizing two regional Supplier Improvement two-way communication, leading to an ever FAST 44 meetings later this year focusing on our safer and more efficient fleet. 32 a:8 08 86 76 65 48 80 40 10 63 Fax:+86 48 80 10 +86 Tel: China Beijing, 49 46 871 (305) 55 Fax:+1 36 871 (305) +1 Tel: U.S.A. - Florida Miami, subsidiaries Training Airbus 8588 38 74 (40) 8288 +49 38 Fax: 74 (40) +49 Tel: Germany Hamburg, Centre Training Maintenance Airbus 94 20 93 61 33 (0)5 33 +33 93 Fax: 61 (0)5 +33 Tel: France Toulouse, Centre Training Airbus 4013 76 [email protected] 50 (40) 4003 +49 76 50 Fax: (40) +49 to: Tel: addressed be should America North outside issues HMV related Spares 4011 76 [email protected] 50 (40) 4001 +49 76 50 Fax: (40) +49 Tel: to: addressed be should America North outside AOGs Spares 4373 729 (703) +1 9000 729 Fax: (703) +1 Tel: be to: should addressed America North in AOGs Spares 00 35 93 [email protected] 61 00 (0)5 34 +33 93 61 Fax: (0)5 +33 Tel: (AIRTAC) Centre AOG Technical day.Airbus every day a hours 24 operates Airbus Singapore. and Beijing, Shanghai Dubaï, D.C., Washington Frankfurt, warehouses in regional centre and Logistics Hamburg, Material in main its has Airbus SUPPORT TRAINING & LOGISTICS MATERIAL 10 TECHNICAL, 46 93 61 13 (0)5 04 +33 19 67 Fax: (0)5 +33 Tel: Administration Support Customer Resident Director GALY, Jean-Bernard ADMINISTRATION SUPPORT 63 CUSTOMER RESIDENT / 86162 804 5040 10 Ext +86 86161 804 Fax: 10 +86 Tel: Services Customer Support Customer & Services President Vice STEFFEN Pierre CHINA 3463 834 (703) +1 3506 834 Fax: (703) +1 Tel: Services Customer Support Customer & Services President Vice ANDERSON Tom 01 USA/CANADA 41 93 61 04 (0)5 35 +33 93 61 Fax: (0)5 +33 Tel: Services Customer Support Customer & Services President Vice Senior JONES Bruce WORLDWIDE UTMRSRIE WORLDWIDE SERVICES CUSTOMER London Lisbon Larnaca Malaysia Japan Lanzhou Lagos City Kuwait Africa South Lumpur Kuala Kita-Kyushu America Karachi of States United Johannesburg Jeddah Jakarta Istanbul Indianapolis Kong Hong Helsinki Hanoi Hangzhou Hamburg Haikou America of States United Guayaquil Guangzhou Frankfurt Lauderdale Fort Dusseldorf Dublin Dubai Doha Denmark Dhaka Denver Delhi Damascus Copenhagen Colombo China Cologne Morocco Chicago Chengdu Argentina Charlotte Changchun Casablanca Cairo Aires Buenos Budapest Bucharest Bratislava Bogota Berlin Beirut Beijing Barcelona Bangkok Netherlands Baku Auckland Atlanta Bahrain Athens Amsterdam Amman Almaty Country Al-Manamah Algiers Dhabi Abu location RCSM eietCsoe upr aaes(RCSM) Managers Support Customer Resident centresTr Support Customer and Services aeilLgsiscnrs/Regional / centres Logistics Material iigcentres aining ntdKingdom United Portugal Cyprus China Nigeria Kuwait Pakistan Arabia Saudi Indonesia Turkey China S.A.R. Finland Vietnam China Germany China Ecuador China Germany Germany Ireland Emirates Arab United Qatar Bangladesh America of States United India Syria Lanka Sri Germany America of States United China America of States United Egypt Hungary Romania Slovakia Colombia Germany Lebanon China Spain Thailand Azerbaijan Zealand New America of States United Greece Jordan Kazakhstan Algeria Emirates Arab United war ehouses RUDTECOK. RUDTEWORLD THE AROUND CLOCK... THE AROUND eaeibr Russia America of States United Zurich Yekaterinburg Xi'an Wuhan Washington Vienna Tunis Tripoli Toronto Toluca Tokyo Tirana Aviv Tel Tehran Tashkent Taipei Sydney Sofia Singapore Shenzhen Shenyang Sharjah Shanghai Salvador El Seoul America of Paulo States Sao United Santiago Sana’a Salvador San Francisco America San of States United Roma Riyadh Prague Phoenix Philadelphia Spain Paro Paris Mallorca de Palma Noumea York New America Nanjing of States United Muscat Mumbai Moscow Mexico Montreal Minneapolis Milan Miami City Mexico Memphis Kingdom United Melbourne Mauritius Marrakech Luxembourg Manilla Manchester America of Madrid States United Macau Luxembourg Country Luton Louisville Angeles Los location RCSM Switzerland China China Austria Tunisia Libya Canada Mexico Japan Albania Israel Iran Uzbekistan Taiwan Australia Bulgaria Singapore China China Emirates Arab United China Korea South Brazil Chile Yemen Italy Arabia Saudi Republic Czech America of States United Bhutan France Caledonia New America of States United China Oman India Russia Canada Italy America of States United America of States United Australia Mauritius Morocco Philippines Spain China S.A.R. Kingdom United America of States United 33 FAST 44