technical magazine March 2018

#61 FAST Flight Support Technology Already have the FAST app? Now get the latest news for customers via Newsfeed by Airbus.

FAST

byAirbus byAirbus

FAST and Newsfeed by Airbus apps are downloadable to your preferred device Airbus technical magazine Already have the FAST app? #61 Now get the latest news for customers via Newsfeed by Airbus. FAST Flight Airworthiness Support Technology

Publisher: Alizée GENILLOUD Chief Editor: Deborah BUCKLER Design: PONT BLEU Engine Bleed Air System 04 Cover image: Sylvain RAMADIER Increasing reliability Printer: Amadio with preventive

Authorisation for reprinting FAST magazine articles A350 XWB composite 10 should be requested by email: [email protected] bonded repair New technology for new FAST magazine is available on internet www.aircraft.airbus.com/ support-services/publications/ Technical data 18 and on tablets or smartphones for maintenance ISSN 1293-5476 Taking efficiency to new dimensions

26 © AIRBUS 2018 All rights reserved. Proprietary document A350 XWB vertical

By taking delivery of this Magazine (hereafter ‘Magazine’), you accept on behalf stabiliser continuous joint of your company to comply with the following. No other property rights are granted Precision technology by the 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 for attachment fittings nor reproduced without prior written consent of Airbus. This Magazine and the materials it contains shall not, in whole or in part, be sold, rented, or licensed to any third party subject to payment or not. This Magazine may contain market-sensitive or 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 Supporting ageing fleets 32 representation. Airbus assumes no obligation to update any information contained in this document or with respect to the information described herein. The statements Scheduling the unscheduled 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 can be FAST contacted to provide further details. Airbus shall assume no liability for any damage in connection with the use of this Magazine and the materials it contains, FAST from the past 38 even if Airbus has been advised of the likelihood of such damages. This licence byAirbus byAirbus 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, Around the clock, 39 FAST and Newsfeed by Airbus apps A340, A350, A380 and A400M are registered trademarks. around the world Photo copyright Airbus are downloadable to your preferred device Photo credits: Airbus Photographic Library, Airbus Corporate Heritage, Field representatives Master Films, Hervé Gousset, Philippe Masclet, Pascal Pigeyre, Jean-Baptiste Accariez 03 FAST#61 04 FAST#61 Increasing reliabilitywithpreventivemaintenance Air System Engine Bleed [email protected] AIRBUS Air andInertingSystemEngineer Benjamin CALVET Article by pressurisation andair intakede-icing. is thendistributedfor essentialfunctionssuchascabin This sub-systemdrawshotairfromtheengines, which the lastfiveyears. Operational Interruptions(OI)andcosts, as provenover Bleed AirSystem,operatorscansignificantly reduceboth By carryingoutpreventivemaintenanceon theEngine

Protection Sstem at highpressure(44PSI)andhas3mainfunctions: This sub-systemprovidesconsumers*withhightemperatureair(200°C) System Bleed Air of theEngine An overview Fuel TanInertinSstem control Pressure regulation Pressure control Temperature Win Ice (ATA 30) Conitione Serice (ATA 47) Air Sstem (ATA 21) Engine Bleed Air System1 (Pratt &Whitney, General Electric)

To startervalve systems Aircraft To startervalve Engine bleed push button (Rolls Royce) switch

(ATA 80) Starter (ATA 21) Pac Fan position regulating Monitoring Valve computer Pressure pressure valve Bleed check Over- valve valve IP Intermediate Pressure (IP) • • • which include: engine portsinordertoensuresufficientpressurisedairisprovided toconsumers* installed directlywithintheaircraftengine.Itallowsairtobebledfromseveral The EngineBleedAirSystemisasub-systemofthethat Auxiliary (including crossstarting) Cabin pressurisation Wing anti-icesystem Engine starting HP bleedvalve Power (ATA 49) pressurisation Unit Fan air valve Pressure Water tan High (ATA 38) (HP) exchanger overboard Precooler ThS ThC Sense line2 Sense line3 Sense line1 Sense line4 = = ThC

Solenoid Thermostat Temperature ControlThermostat Aircraft systems Temperature

ThS Hraulics tan Pr Pt pressurisation Pressure Ground (ATA 38) Carts High • • • waste andwaterstoragetanks (ATA21) Pressurisation ofhydraulictank,aswell Cabin airgenerationandcoolingsystems Fuel TankInertingSystem(FTIS) (ATA 80) * Afunctionwhich‘consumes’bleedair. electro-pneumatic systems. programmes arefittedwith Systems whereasmorerecent full pneumaticEngineBleedAir and theA330ceoarefittedwith families suchastheA320ceo programme. Earliergeneration evolved witheachAirbusaircraft Engine BleedAirSystemshave Starter X A330neo X X A320neo X A350 A380 A340-500/600 A340 basic A330ceo A320ceo programme aircraft Airbus (ATA 21) Pac

Engine Bleed Air System2 Conitione Serice Engine BleedAirSystem Fuel TanInertinSstem Air Sstem (ATA 21) pneumatic EBAS Full X X X Protection Sstem

(ATA 47)

Win Ice

(ATA 30)

pneumatic

Electro- EBAS

X

05 FAST#61 06 FAST#61 troubleshooting tasksshouldbeappliedwhenafaultistriggered. considered aspartofatroubleshootingsolutionfollowingfailure. Dedicated However, itisimportanttohighlightthattheEngineBleedCheck shouldnotbe verification, onlyforittobereturnedasNoFaultFound. offered bythecheckavoidsneedlesslyremovingandsending equipmentfor removed fortestinginshopwillbeconfirmedfaulty.Thedegree ofprecision Additionally, thesethresholdsarealsodefinedsothatanyequipment thatis function andthenschedulethecorrectiveactionnecessaryto redressthedrifts. In addition,dedicatedthresholdshavebeenidentifiedtodetectdriftineach sub‑system functionswhileavoidingtheremovalofcomponents. test portsandthedeactivationscrewofvalves,todefined Aircraft MaintenanceManual.Eachprocedurehasbeendesignedtouseonly The proceduresusedtoperformthesetestshavebeenimplementedinthe • PressureControl • PressureRegulation • TemperatureControl The checkteststhethreemainfunctionsofEngineBleedAirSystem: based onincidentreportingprovidedtoAirbusfromcustomerworkshops. together todefinerelevanttestsandcriteriaatsystemequipmentlevel, and thenontheA330ceoA340basic.AirbusLiebherrworkedclosely This preventivemaintenancewasfirstintroducedin2012ontheA320ceo, this solution,itwastestedonboththeA320ceoandA330ceo. preventive maintenanceprogrammewascreated.Tovalidatetheefficiencyof in thesystem’sfunctionsbeforeafaultistriggered.TheEngineBleedCheck manufacturers) developedapreventivemaintenanceprogrammetodetectdrift Based ontheaboverequirements,AirbusandLiebherr(valvesupplierforengine Finding thesolution:EngineBleedCheck and toinvolveonlylimitedinvestmentbyairlines. required toaddressallAirbusaircraftfittedwithfullpneumaticBleed AirSystems preventive maintenanceontheEngineBleedAirSystem.Theprogrammewas aircraft. Thisdiscussioninvolvedairlineswhoexpectedtohavededicated the creationofadedicatedFAIR(seeinsert)workinggroupforsingleaisle aircraft wasfirstdiscussedseveralyearsago,betweenairlinesandAirbus,with Preventive maintenanceforthefullpneumaticBleedAirSystemonA320ceo component ageing. was requiredtocounter-balanceperformancedegradationduebleed However, giventheimpactofbleedsystemsonoperationalreliability, asolution systems usedonearlygenerationfamilies(A320ceo,A330ceoandA340basic). Initially, designimprovementswereintroducedonthefullpneumaticbleed turn-back ordiversionduetolossofcabinpressurisationcapability. associated operationalinterruptions,aswelltosevereeventssuchin-flight Engine BleedAirSystemfailurescanleadtounscheduledmaintenancewith Defining theneed Engine BleedAirSystem

operational unexpected helps prevent Bleed Check The Engine maintenance scheduled and enabling initial deviations by detecting incidents and providesdevelopmentupdates. Airbus regularlyscreenstheitem discussion withotherairlines. issue, itpostsanewitemforfurther If anairlineisaffectedbyaspecific topics. share theirexperienceondedicated Interactive Resolution Airbus’ FAIR

Forum withAirlinesfor

, whereairlines

PN 98L36103002000 the AirbusSparesportalforcustomers. Both AirbusandLiebherrsets are availablethrough Bleed Check. shows allthetoolsnecessaryto implementtheEngine also necessarytoperformtests.Thetabletheright Test Sets.Inadditiontothese,severaladaptorsare designed tobeappliedusingthetwoproposedBleed A330ceo andA340,AMMprocedureshavebeen Liebherr. ThetoolsarethesameforA320ceo, one suppliedbyAirbusandtheother Two troubleshootingBleedTestSetsareproposed, used for troubleshooting. for thecheck isBleedTestSetthatalready limited. Withthisinmind,themaintoolrequired implement thispreventivemaintenancehadtobe As stipulatedbytheairlines,theirinvestmentto this preventiveaction? What toolsareneededtoperform kit forEngineBleedCheck Airbus BleedTestSetandassociated SBE2213

tester Sense line Test Port Universal Liebherr set kit Bleed Test Liebherr set Bleed Test Temperature control PN 98L36103002000 Airbus set Pressure regulation SBE2213 PN M82000678 Pressure control A340 basics:99127-251 A330 Family:99127-241 A320 Family:99127-231 Engine BleedAirSystem Lieberr set PN M82000678 PN 99127B03

07 FAST#61 08 FAST#61 through AMMtasksthatarequotedinthebelowtables: All proceduresfortheA320ceo,A330ceoandA340basicarealreadyavailable What proceduresareavailable? The timerequiredtoperformonetaskisapproximatelytwomanhours. implement theEngineBleedCheckdependingontheirexperience. than performingthefullsetoftestsonallengines.Thisadaptabilityallowsairlinesto They allowairlinestoperformonetestofagivenfunctionandonengine,rather In addition,procedureshavebeendesignedtobeasadaptablepossible. System OI drivers. interval canbeadaptedbyeachairlinedependingontheirkeyEngineBleedAir aircraft andtheA340basic,20monthsforA320ceoFamilyaircraft.However,this the typicalintervalforEngineBleedChecksshouldbe18monthsA330ceoFamily (Operational Interruptionmaindrivers)andcomponentsexperience(MTBUR/MTBF*), Based onaworldwidefleetstudytakingintoaccountbothexperience How oftenshouldtestsbeperformed? Engine BleedAirSystem reulation Pressure Control Temperature control Pressure A320 A340 A330 RR A330 PW A330 GE A320 A340 A330 RR A330 PW A330 GE A320 A340 A330 RR A330 PW A330 GE 3-11-00-20-80-A 3-11-00-20-822-A 3-11-00-20-81-A 3-11-00-20-814-A 3-11-00-20-811-A 3-11-00-20-804-A 3-11-00-20-823-A 3-11-00-20-81-A 3-11-00-20-813-A 3-11-00-20-810-A 3-11-00-20-802-A 3-11-00-20-821-A 3-11-00-20-815-A 3-11-00-20-812-A 3-11-00-20-809-A Lieberr BleedTestset AMM taskref.using Lieberr BleedTestset AMM taskref.using Lieberr BleedTestset AMM taskref.using * MTBF MTBUR MeanTimeBetweenFailures MeanTimeBetweenUnscheduledRemovals 3-11-00-20-80-A01 3-11-00-20-822-A01 3-11-00-20-81-A01 3-11-00-20-814-A01 3-11-00-20-811-A01 3-11-00-20-804-A01 3-11-00-20-823-A01 3-11-00-20-81-A01 3-11-00-20-813-A01 3-11-00-20-810-A01 3-11-00-20-802-A01 3-11-00-20-821-A01 3-11-00-20-815-A01 3-11-00-20-812-A01 3-11-00-20-809-A01 Airbus BleedTestset AMM taskref.using Airbus BleedTestset AMM taskref.using Airbus BleedTestset AMM taskref.using

Engine Bleed Air System

Recommendations in case of findings If the check detects a drift from the dedicated thresholds of each function, additional tests may be required to determine the root cause. Correcting this drift is advised to ensure system operations until the next check. The suspected component may be replaced immediately or at the next opportunity. AMM Aircraft Maintenance Manual BMC Bleed air Monitoring Computer Findings resulting from the check are not subject to immediate troubleshooting prior to CMM Component Maintenance Manual dispatch. Operational considerations remain linked to the BMC monitoring logics ECAM Electronic Centralised Aircraft Monitor (ECAM warning, maintenance status) and associated MMEL/TSM coverage. MMEL Master Minimum Equipment List Based on the above, component removal can be scheduled at a later convenience TSM Trouble Shooting Manual while monitoring the system’s drift through Class 3** messages.

** Class 3 messages are of low urgency Finally, components that are removed during this preventive maintenance programme Class 2 messages should be dealt should be sent for CMM test & repair. It is highly recommended to tag the reason for with within 800 Flight Hours removal as “check removal” and to mention the paragraph of the AMM failure. Class 1 messages are urgent, Supplying this information will ensure the correct reason for removal and will help possibly NoGo, AOG determine the appropriate repair of the component before return into service.

Engine Bleed Check workshop To implement the Engine Bleed Check, customers can sign up for a workshop, in the Engineering Workshop portfolio in the AirbusWorld Customer Services e-catalogue. This workshop comprises: • Classroom sessions to review how the Engine Bleed Air System works • A specific review of Operational Interruptions experienced by the and how to troubleshoot them • Demonstrations on an aircraft, of how the Engine Bleed Check procedures should be applied and the aim of each test done during the Bleed Check Several airlines have already benefited from this service, finding it useful and efficient, enabling them to reinforce their knowledge of the bleed air system and of preventive actions to reduce the number of Operational Interruptions.

CONCLUSION

The Engine Bleed Check is a preventive maintenance programme for the A320ceo, A330ceo and A340 basic. It assesses the robustness of the full pneumatic Engine Bleed Air System by detecting any drift of the main system functions before failure. It allows airlines to schedule engine bleed air maintenance and to increase operational reliability of the system. This solution has been implemented through AMM tasks and uses existing tools. Tasks can be carried out during scheduled checks and the intervals proposed by Airbus can be adapted depending on the ’s experience. Performing each task takes around two man hours. The efficiency of this solution has been proven, and feedback received from airlines indicates that the operational reliability of Engine Bleed Air Systems has considerably improved, and is no longer a major concern since the introduction of this preventive maintenance. Finally, to support airlines in Engine Bleed Air System Check implementation, Airbus has deployed an engineering workshop including a demonstration on an aircraft.

For more information related to this workshop contact [email protected]. FAST#61 09 10 FAST#61 New technologyfornewaircraft repair bonded composite A350 XWB on-site, andbringthe exteriorskinoftheaircraftbacktoitsoriginal flushfinish. The solutionhadtorestore therequiredstructuralcapabilities, becarriedout without removingthem fromtheaircraftandwithminimalgrounding time. non-pressurised areas. Thenewchallengewastorepairprimary structures components. Mostoftheaffectedpartswere removableandlocatedin Over thelasttwodecades,genericsolutions wereusedfordamagedcomposite new composite-specificrepairsolutions. non-removable parts,isdrivingthedevelopment andtheindustrialisationof Fibre ReinforcedPlastic(CFRP)ontheA350 XWB andespeciallyonprimary Even ifcompositerepairsarenotnewat Airbus, theextensiveuseofCarbon [email protected] AIRBUS Embodiment IndustrialManager Sébastien DUPOUY [email protected] AIRBUS Embodiment IndustrialManager Guillaume FERRER [email protected] AIRBUS Embodiment IndustrialManager Sébastien Article by(lefttoright) HANSER

(See articleinFAST#57) assessment processesandprovenrepairsolutions. benefits suchasincreasedresistancetoimpacts,simplifieddamage (less weightfortherequiredstructuralrobustness),butalsobringing aluminium inaircraftdesignoverthepastyears,improvingperformance Fibre ReinforcedPlastic(CFRP).Thiscompositehasprogressivelyreplaced The primarystructureoftheA350 XWB(ExtraWideBody)isCarbon What isCFRP? A complexrepair, mixing bolted and bonded techniques

a permanentrepair. to bereplacedby (external doubler)has non-flush repair this efficientbutvisible period (lifelimitation), and safely.Afteragrace service veryquickly the aircraftbackto AOG situation,bringing This willcertainlyfixan doubler bolted metallic Quick buttemporary techniques availablegivedifferentaerodynamicandaestheticfinishes: The maindriversarealwayssafetyandleadtime.threecompositerepair Adapting therepairtypetosituation and expectations,inaccordancewithairworthinessconditions. structure. Bondedrepairisadaptedtocustomers’specificrequirements scenarios, basedonthenewrequirementspresentedbyA350 XWB to adviseonthemostappropriatesolutionspecificdamageandrepair Airbus usesitswideexperienceinbuildingandrepairingcompositestructures then ametallicboltedsolutionorbondedrepairarethepreferredmethods. requirements ofthedamagedarea:ifdamageaffectsstructuralelements, principle isusedtoselectthechoiceofrepairsolutiondependingonstress most advancedout-of-autoclave,on-wing,bondedrepair.The‘best-fitrepair’ Different repairsolutionsexist,fromthetraditionalboltedmetallicdoubler,to Combining legacyandadvancedinnovativesolutions

dynamic consideration. cosmetic oraero- without anyadditional pre-cured CFRPdoubler This isapermanent (but notflush) CFRP repair bolted pre-cured Permanent

A350 XWBcompositebondedrepair with aflushfinish. enabling on-siterepair bonded method, repaired usingthe impacts, canbe lightning strikesorGSE damage, suchassevere experienced in-service Most commonly bonded flushrepair Permanent

11 FAST#61 12 FAST#61 A bondedrepair…fromstarttofinish A350 XWBcompositebondedrepair 1) machining. avoids plydelamination thatcanoccurwithother methodsof temperature isnotelevated,while thehighprecisionofjet water meansthatnocarbondust isgenerated,andthat The RepairJet®allowscleanand safemachining;thepressurised ply numbers). the designengineeringrequirements (tolerances,orientations, Sand-stepping requiresahighlevelofexperiencetomatch (consistent depthmachining). speed, nozzledesign,mediatype…)toobtainthefinalresult This processcombinesaprecisesetofparameters(pressure, perform (lowershells,overheadworking). situation andergonomicsmakeitdifficultoruncomfortableto Repair Jet®allowsittobeusedinareaswheretherepair’s water thatcontainsanabrasivemedia.Theportabilityofthe developed andqualifiedfortheA350 XWB,usespressurised The RepairJet®.system,whichhasbeenspecially progressively sand-steppedorremovedusinganewsystem: The areainwhichthebondedrepairistobeapplied Stepping designforbondedrepair high-speed, diamond-coatedcutter. The damagedareaisremovedbycuttingtheCFRPskinusinga removes damagedplies(layers)followingaveryprecisepattern. Once therepairdefinitionisestablished,workingpartyteam Damage removal solution. with engineeringteamsanddefiningafastsaferepair This assessmentstageisessentialforcommunicatingprecisely NDT methods). array. (seeFAST57formoreinformationonCFRPdamageand mainly ultrasonicdetectionsuchasA-ScanandC-Scanphased composite –seeglossary),theNDTmeansthatareused As thefuselageskinisamonolithicstructure(asolidlaminate identification, localisationandcharacterisationofthedamage. Line tool,sizingormappingtools.Theseenableclear developed foroperationalrepairontheA350 XWBsuchas Specific Non-DestructiveTesting(NDT)equipmenthasbeen report. assessment iscarriedout,describedandrecordedinadamage Before anyengineeringdecisionorrepairaction,averyprecise Damage assessment 3) 2)

homogeneity oftherepairzonecurecyclebycontrolling To securethefinalcuringcycle,thermalprofiledefines Thermal profile 6) vacuum bagthermalinsulation. This taskisadry-runforcuring,whichvalidatesthequalityof thermal mappingofthedummyanditsrelevantbondingline. bonding. Thisdummyisequippedwiththermo-couplestorecord in therepairarea,usingareleasefilmtoavoiddummyfrom A dummypatch(representativeoftherepairpatch)isthenplaced thermo-couples whicharelocatedattheedgeofrepairzone. roughness ofthesurfacerequiredforoptimalbonding. The aimofthistestistoensuretherequiredcleanlinessand forms acontinuousfilmonthesurfacetoberepaired. behaviour. Thecleaningoperationisrepeateduntilthewater prepared surface(bondingarea)andcheckingitsphysical This testconsistsofapplyingasmallquantitywaterontothe The water-breaktest 5) nation thatcouldleadtomisbonding. chemically preparesthesurfaceremovingallsourcesofcontami liquids, mineraloilorwax.Usingspecificsolventstheoperator could contaminatethebondingprocesssuchasfuel,hydraulic bonding. Anaircraft’senvironmentoftenpresentselementsthat Once thesteppinghasbeencompleted,itiscleanedforoptimal Surface preparation 4) to in-servicedamage (eg.doorsurrounds can beapplied to areasthattakemorestress oraresusceptible *Another advantage ofCFRPisthatextralayers ofcomposite component orthestructure. This phaseiskeytorestorethe structuralintegrityofthe close aspossibletotherepair area. The repairkitispreparedinaclean roomwhichislocatedas transfer betweentheexistingstructureandrepairpatch. the steppedmachiningprovidessufficientoverlaptoenable load solutions. Thesearelaidoutfollowingtheoriginalorientation and associated withapre-impregnatedresindedicatedtorepair Repair plies(fibres)aregenerallysimilartotheparentstructure, depends onthecuringcycleandrequiredthickness*. impregnated fabricortapeplies;thetypeofadhesiveused (including thesteppedarea)beforepositioningpre- An adhesivefilmisplacedintothewholepreparedsurface materials andfilmadhesives Repairing withpre-impregnated 7) A350 XWBcompositebondedrepair ).

-

13 FAST#61 A350 XWB composite bonded repair

8) Compaction A compaction phase is used to consolidate cohesion between the plies and to remove air bubbles before the final curing cycle. This consolidation is another important phase during the ‘out-of- autoclave’ repair process, as the repair will be submitted to less pressure than traditional ‘in-autoclave’ manufacturing or repair processes.

9) Vacuum bagging (internal/external) A vacuum bag is installed to maintain pressure on the plies during the curing cycle. In a case where damage has perforated the skin, a vacuum bag on both sides ensures vacuum communication and tightness. Auxiliary material such as vacuum bag, backing plate, breather fabric and peel plies* are defined by the Aircraft Structure Repair (ASR) instructions.

Vacuum bagging

acuum intake acuum register

Repair patch Drilled backing plate

acuum intake acuum register

UW 1032 Bleeder GF180 Edge breather Heating blanket Perforted parting film Sealant tape Breather GF 180 Thermo couple acuum bag Non-perforated parting film

10) Cure cycle The cure cycle for a repair corresponds with the processing window that is appropriate for each material as indicated in its corresponding Airbus specification. When more than one material is included in an area (adhesive film, pre-impregnated fibres …), the selected cure cycle must cover the processing window of all of them. A specific curing cycle involving 2 temperature stages has been developed in order to reach the required 140°C. 14 FAST#61 A350 XWBcompositebondedrepair

15 FAST#61 A350 XWB composite bonded repair

11) Restoration of lightning strike protection Expanded Copper Foil (ECF) which ensures the electrical bonding protection against lightning strikes is integrated within the original fuselage composite of the A350 XWB. During the composite bonding repair this electrical continuity is re-instated by overlapping the original ECF with a new ECF patch.

Original Dry Expanded Copper Foil Expanded Copper Foil Repair materials Adhesive

12) Internal bolted repair embodiment Damaged internal structure is restored by observing the repair definition given by Airbus design engineering, following generic repair principles proposed in the ASR manual. On most occasions these principles use spliced pre-defined standard spare parts, that are bolted to the CFRP. Specific drilling tools and processes must be used to install pre-cured parts (stiffeners, clips, solid shims or internal doublers). Each part that has been freshly cut (according to the repair definition) must have its edge sealed to prevent galvanic corrosion (Aluminium/CFRP).

13) Final post repair inspections before return to service Before return to service, the repair area must be inspected using standard NDI technics given in the Non-destructive Testing Manual (NTM) and the ASR manual for the A350 XWB. Both visual and ultrasonic (C-scan phased array) inspection methods are performed according to the repair documentation’s indications.

14) System and internal equipment re-installation After completion of the structural repair, any systems and equipment that needed to be removed in order to access and repair the interior of perforating damage, are then re-installed by the working party’s systems specialists, following Aircraft Maintenance Manual (AMM) and ASR specific tasks. 16 FAST#61 A350 XWB composite bonded repair

Repair on a flight test aircraft Carrying out a repair It is important to note that each type Capability demonstration of a combined repair on a flight test aircraft. of repair requires specific training. The bonded repair process has undergone a 3-year certification campaign, during In the case of bonded repairs, which the pyramid of destructive and non-destructive tests ensured that the bonded there are three levels of knowledge CFRP repair would withstand stress levels well beyond those in a real life, operational depending on the type of repair: situation. Cosmetic, Advanced and Expert. In addition, an Airbus working party then applied this repair technology to a flight test Operators can use Airbus working aircraft in Toulouse, France. parties to carry out all levels of repair. Further information on CFRP Using a realistic scenario the repair team assessed and repaired the damage, bonded repair training courses can combining skin bonded repair & stringer bolted repair. be found on AirbusWorld > AIRTAC This innovative combination of best-fit repair principles addressed structural, > Airbus Engineering aesthetic and aerodynamical constraints.

GLOSSARY

Monolithic structure Peel ply This is a solid laminate A layer of open weave material, usually polyester, composite such as CFRP fibreglass or heat-set nylon, applied directly to the surface as opposed to carbon of an uncured prepreg or wet lay-up. fibre composite/ It protects the surface to be bonded from contamination honeycomb sandwich during manufacturing or repair operations. The peel ply is structures. removed from the cured laminate immediately before bonding operations, leaving a clean resin-rich surface that needs no further preparation for bonding, other than application of a primer where one is required.

CONCLUSION

Airbus is constantly developing and improving repairability of its aircraft, proposing a set of innovative repair solutions, special tooling and associated training. With the arrival of Carbon Fibre Reinforced Plastic, widely used on the A350 XWB, technology has evolved bringing an additional repair solution to match this material. Depending on the type of damage incurred, but also on the result required in terms of lead-time and aesthetics, customers can now choose from three types of composite repairs, from bolted metallic doubling to bolted pre-cured or bonded flush repair. 17 FAST#61 Technical data for maintenance

Taking efficiency to new dimensions

With an ever-increasing responsibility to ensure safe and efficient maintenance operations within tighter lead times, the customer’s need for digitised technical data has never been greater. Customers expect high quality maintenance documenta­tion with easy access, an intuitive

interface and fast updates. Article by

Airbus is investing in new technologies, to supply Boris PLOTEAU maintenance and engineering data not only in real- Customer Contract and Policy Manager Technical Data time, but to new levels of detail that enable quicker AIRBUS and more precise operations. [email protected] 18 FAST#61 Technical data for maintenance

In recent years, the escalation of commercial flights has put pressure on all aeronautical stakeholders to optimise their maintenance operations: • Reduced Turnaround Times have become key to an airline’s profitability, and aircraft mechanics have less time to access, consult and interpret maintenance documentation. • Airworthiness authorities have become increasingly involved in maintenance documentation, and regularly audit Airbus processes of authoring, generating and delivering maintenance and engineering data. As holder, Airbus provides its operators with Instructions for Continued Airworthiness (ICA) to ensure compliance with EASA Part 21J, a requirement for Design Organisations Approvals (DOA). Airbus defines and delivers configured ICA when an aircraft is delivered and then continues to update the ICA throughout its entire operational life. In the first half of 2018, and based on a new EASA regulation, Airbus will designate some ICA (e.g. AMM, IPC, ESPM and NTM), approved under DOA process. This new regulation does not impact Airbus customers but entails even stronger regulatory requirements concerning Airbus processes for data authoring and validation. Customers in general will benefit from the approved nature of an Airbus ICA when justifying an aircraft’s release under Part 145 to their National Airworthiness Authorities. Upon request, any National Airworthiness Authority can obtain access to Airbus’ maintenance and engineering data that is applicable to an aircraft registered with them. • At delivery, customers are increasingly involved in maintenance and engineering data to ensure everything they need is available right from day one of operations.

Airbus on-line technical data 000 500 wiring customised diagrams documentation sets 50000 maintenance 0 Maintenance procedures Engineering manuals 19 FAST#61 20 FAST#61 In 2018,thescope ofairnav • AirN@v/Associateddata • AirN@v/Repair • AirN@v/LineMaintenance(A350 XWB) • AirN@v/Maintenance A330/A340 families,andreplaces thefollowingAirN@vproducts: airnav to retrievetheaircraftfaultisolationprocedure. additional featurestosearchandbrowsethedata,withatroubleshooting function The airnav flight operationsPDFdocuments. data (maintenance,engineeringandflightoperations),aswell astobrowsespecific airnav gradually, thefirststepbeingentry-into-serviceofairnav In thelongterm,airnav browser plug-ins. download, browseandsearchAirbustechnicaldata,withoutrelyingonexternal Airbus nowoffersairnav time inwhichtoprocessit. Customers handleacontinuouslyincreasingvolumeofinformationwhilehavingless airnav videos andothersmartmediaforaircraftmaintenanceonanonlineplatform. 2018, customerswilljointhecollaborativeapproachbyusing3Danimations,images, customers havingparticipatedinthedevelopmentofairnav A customerpanelworkswithAirbustotestanddevelopnewsolutions,25 of reliabilitywithnodisruption. browser’s “Saveas”function.Thankstoitssimplicitytheapplicationhasahighlevel download maintenancedata,PDFmanualsandsoftwarebysimplyusingthe airnav done withonededicatedapplication:airnav environment. ConsultinganddownloadingmaintenancedatafromAirbusWorldis as wellmanageandcontrolthedifferentdatabasesusedintheirownintranet customise theAirbusWorldhomepagetotheirownneedsandmethodsofworking by selectingspecificaircraftandsystemsATAchapter.Theycanalso the portalviaalldevicesandmanagetheirdocumentation,customisinginterface portal, AirbusWorld,anddonotreceiveanyphysicalmedia.Customerscanaccess Today, Airbuscustomersaccess,consultanddownloaddatausingthecustomer global CO a secureweb-basedinterface,whichbothspeedsupdatadeliveryandreducesthe 250,000 CDsorDVDseveryyear.Operatorscannowchoosetodownloaddatavia Before movingtofullonlinedeliveryoftechnicaldata,Airbususeddeliverover Managing moreinformationinlesstime Technical dataformaintenance more efficiently Access technicaldata X X X coversmaintenanceoperationsontheA380,A350 XWB,aswellA320and MyLibraryoffersonesingleaccesspointtolistanddownload Airbustechnical enteredintoserviceinApril2017,enablingtheend-usertoaccessand 2 X footprint. browsingfunctioncompletesthescopeofairnav X

X willreplaceovertenexistingapplications.Itisbeingdeployed

X asareliable,fast,easy-to-useandefficientapplicationtolist, X willbeprogressively extended.

X . X X . Fromthesecondhalfof X MyLibraryonApril2017. MyLibrarywith

Aircraft maintenance technical data of majorissues. next revision,avoidingre-occurrence with anupdateinadvance,priortothe and mayprovidetheoperatorsconcerned for allimpactedaircraftasrequired Airbus updatesforthcomingdocumentation documentation. maintenance andengineering the completenessandaccuracyof to theoperator.Thishelpsinimproving any issuepriortothedeliveryofdata maintenance datatodetectandcorrect Its staticandflighttestteamsusethe issues withinthetechnicaldocumentation. initiatives todetectmajorand/orrecurring customer feedbacktolaunchmaturity At thesametime,Airbususesthis in thisapplication. The requestsareanalysedandanswered by Airbusandselectedsuppliers. enables traceabilityandfollow-up the TechRequestapplication,which Customers canlogalltechnicalqueriesin Ensuring up-to-datetechnicaldata

• • • • includes exceptionalrevisionsinadditiontothecontractualregularrevisions. Catalogue documentsforanefficientaircraftentry-into-service.Thisoptimisation the contentofAircraftMaintenanceManualandIllustratedParts To adheretothenewreinforcedregulatoryrequirements,Airbusalsooptimises • Aircraft MaintenanceManuals document. in technicalinformationdocuments,suchastheTechnicalFollow-Up Troubleshooting manuals aircraft. Cabinandcargoinformationisbynaturehighlycustomised. Airbus maintenancedocumentation where mixingofthesamepartnumbersisnotallowed. interchangeability or‘conditionalspares’,requiringaconditiontobemet types ofmessageforpartinterchangeability:‘spares’,direct Airbus IllustratedPartsCatalogue variant. variant informationhasbeenreviewedtoshowonlythemostconservative allow directaccessandsimplenavigationtotherepairprocedure.Weight Structural RepairManual include proceduresthatrelatetounscheduledmaintenanceoperations. coming frompartsuppliers,withinAirbus’procedure.Thepresentfocusisto haschangedtoatask-orientedlayout,inorder nowincorporateanymaintenanceadvicequoted havebeenoptimisedtoincludeprocedures hasbeensimplifiedtoshowonlytwo iscustomisedforeachindividual Technical dataformaintenance

21 FAST#61 22 FAST#61 The pilotphaseisplannedformid-2018. become AirbusInstructionsforContinuedAirworthiness. Airbus isworkingwithcertifyingauthoritiestoallowthisdata the datawhichmaysubsequentlybesharedwithothercustomers. load theirownsmartdataintoAirbus’database.Airbusmoderates images andall3Danimationswillbeavailable.Customerscanthen engineering departments,describingtherealmaintenanceusecase, configured andapplicabletothistask.VideosfromAirbus have a mediaiconthatopenspagewithallavailablesmart From amaintenanceprocedure,forexample,theend-userwill airnav This applicationwillbeavailableonAirbusWorldandlinkedtothe videos, 3Ddata,andimagesforaircraftmaintenance. airnaveo isanon-linecollaborativeplatformtosharesmartmedia, airnaveo facilitate automatedServiceBulletin reporting. Airbus canbetterinterpretdata fromtheMISconfigurationchosenbycustomerand then reportembodimentstoAirbus viaaspecificapplication.Thenewstandardsmeanthat operators usedtorecordtheembodiment intheirMaintenanceInformationSystem(MIS)and up-to-date bytheoperatorreporting theembodimentofServiceBulletinstoAirbus.Aircraft An exampleofthisisServiceBulletin (SB)reporting.Maintenancedataiskeptcompleteand The dataexchangestandardsarealreadybeingintegratedinto Airbusprocessesandservices. consumer, largertoolchoiceforusersandlowercostthe wholeindustry. sources, establishastableandagreedinterfacebetweenthe datasupplierandthe These standardsallowaviationactorstobuildasinglesystem fordatacomingfromdifferent standards, ATASpec2000,2400and2500. Airbus isactivelyparticipatinginthedevelopmentofCivil AviationTechnicalDataExchange Establishing industrystandardsfordataexchange environment onlinewithAirbusWorld. All theseinvestmentswillallowthevastmajorityofAirbusoperatorstofullyintegratetheirIT engineering orders,andtheoptiontoeditdatawithinAirbus’onlineapplications. Future developmentswillincludetheabilitytoattachexternaldocuments,forexample using duplicatedAirbusserversandaworldwideContentDeliveryNetwork. to reducetheseinvestmentsbymaintainingahighlevelofavailabilitytheAirbusWorldportal, This datamanagementoftengeneratessignificantITinvestmentsforoperators.Airbus’aimis documents andre-authororcustomiseAirbusdata. environment, allowingthemtosharedatainternally,createJobCards,attachairlineproprietary Customers currentlydownloadandinstallmaintenanceengineeringdataintotheirIT Developing reliable,cost-efficientIT Technical dataformaintenance for aircraftmaintenance Share smartmedia X browser.

configuration readabilityandimprove Airbus’capabilityto electrical trouble-shootingactivities, improvethesystem Airbus’ intentionistoimprove the airlines’efficiencyduring systems, fromverysmallsubsets tomuchlargerdrawings. will haveaninteractivedisplaycapable ofshowingallelectrical master togeneratewiringdiagramsondemand.Theend-user The AircraftWiringList(AWL)databasewillbeusedasa routing withGenEWIS. Airbus willprovideanewdynamicviewofelectricalsystem Starting withtheA350 XWBandfrombeginningof2019, the benefitofoperators. exponentially andAirbusistransformingthisinformationfor The amountofdataproducedbywiringproductsisgrowing several sheetssometimesneedtobeprintedandassembled. Aircraft WiringDiagram(AWD).Dependingonthesystem, drawings; systemsaresplitbasedonATAbreakdownviathe Information onelectricalcomponentsisdeliveredinsheetsof (Generate ElectricalWiringInterconnectionSystem) GenEWIS based ontheAWL database. provide morefrequent electricalupdates,everything being Aircraft maintenance diagrams ondemand Generate electricalwiring technical data maintain amonthlyrevisioncycleorhavequarterlyrevisions. A320 andA330families.Aftertheaircraftdeliveryperiod,customercandecidewhetherto delivery period;bymid-2019,Airbusplanstoalsorevisethemaintenancedataeverymonthfor and A380manualsrevisedeverymonth.Regularrevisionisespeciallyimportantduringtheaircraft Airbus revisesanddeliversthemainmaintenancemanualseverythreemonths,withA350 XWB From periodictoreal-timeupdates companies andofcourseairworthinessauthoritiesinthedevelopmentthisnewsystem. collaborate withoperators,Maintenance,RepairandOverhaul(MRO)organisations,leasing This real-timetechnicaldataisanewphilosophyforconsultationandexchange.Airbuswill A350 XWB maintenancedata. maintenance datafromATAiSpec2200tothelatestindustrystandardS1000D,usedtodayfor With asmoothtransitionplanfrom2020to2022,AirbuswillmigrateA320,A330,A340andA380 The keyenablertoswitchreal-timetechnicaldataisthe“stateofart”structuresuchdata. GenEWIS, willprovidetheend-userwithclearerreadabilityofcomplexelectricalsystems. to theaircraftandcompletelyreplacingWiringDiagramManual.Thisnewapplication,called application, theend-userwillbeabletogenerateacompleteelectricalwiringschematic,configured Airbus willstarttoimplementthistypeofdataaccesswithwiringinformation.Fromoneonline to extractthelatestversionofdataatanytimeviaawebapplication. of dataoccursorwhenanAirbusServiceBulletin(SB)hasbeenreported.Thiswillallowcustomers periodic revisions,Airbuswillupdateanonlinetechnicaldatarepositoryasandwhentherevision The nextgenerationofAirbusdocumentationwillprovidereal-timetechnicaldata.Instead

Technical dataformaintenance

23 FAST#61 24 FAST#61 documentation bythemselves. engineering teamswithalltheskillsandknowledgeneededto updateelectricalload Airbus hasalsodevelopedanewtrainingcourseonELAUpdate, toprovideairline and/or SupplementaryTypeCertificatesandprovidethemwith anupdatedELA. With ELAUpdate,Airbuswillanalysetheimpactofanoperator’s reportedServiceBulletins revised ELAbaseduponallreportedelectricalchangesontheir aircraftsincedelivery. regulatory requirements.WiththeELAUpdateservice,Airbus providesoperatorswitha Airbus helpoperatorsmanagetheelectricalloadoftheiraircraftandsupportsthemtomeet systems. Aircraft increasinglyrelyonelectricallydrivencomponentsandcircuitstheirmostvital ELA Update to getthepartnumberinformation. Information Systemallowingtheend-usertoreferdirectlyairlinesystem eXtended Mark-upLanguage(XML)fordirectintegrationintheirMaintenance ALLOWABLE. Thecustomerwillthenbeabletoextractallthisinformationin applicable tooneaircraftataspecificlocation,thanksnewtoolcalled system. Frommid2018,customerswillbeabletoquicklyretrievethepartnumber including partinterchangeabilitywhichcanbecomplex,dependingontheaircraft The IllustratedPartsCatalogueprovidesend-userswithpartnumberinformation into theirMaintenanceInformationSystem. maintenance teamstheabilitytoautomaticallyloadaircraftconfigurationdatadirectly are listedaccordingtotheirfunctionandpositionontheaircraft.ACTUALgivesairline offers aclearhierarchicalstructureofeachoperator’saircraftconfiguration:theparts Using thelatestspec2000XMLformat,ACTUALavoidsriskofmanualerrorand serial numbers,andfunctionalitemnumbersoftheiraircraft. and engineeringteamswithacompleteorganisedviewofallpartnumbers, This productisdeliveredonlineperaircraftandprovidestheairlinemaintenance digital solution:AirbusConfigurationofTrackedUnitsatAircraftLevel(ACTUAL). To supportoperatorsduringtheentry-into-service,Airbusproposes a unique resource consumingforoperators. item numbersoftheaircraft.Manualconsolidationthisdataisbothtimeand (AIR), providingasnapshotofallrelevantpartnumbers,serialnumbersandfunctional At TransferofTitle(TOT),operatorsreceivefromAirbustheAircraftInspectionReport From manualconsolidationtoautomaticdatadelivery Technical dataformaintenance data up-to-date Keep electricalload (Electrical LoadAnalysis)

Aircraft maintenance technical data Technical data for maintenance

Get enhanced overview of aircraft SB configuration

ACM+ (Aircraft Configuration Matrix) An aircraft’s configuration changes throughout its lifecycle, with upgrades and retrofits carried out via Airbus Service Bulletins or Vendor Service Bulletins. To follow every modification and its impacts on maintenance manuals, customers can use the ACM+ service to have a comprehensive view of their aircraft SB configuration associated to a global traceability of SB status. The aircraft transfer process between two entities always requires significant configuration checks: the ACM+ allows customers to save time during those crucial moments. Since the beginning of 2017, the ACM+ enables customers to have all configuration and applicable Service Bulletins’ status in one place. This enhanced version of the ACM contains, when applicable, valuable complementary data such as the references of safety publications associated to SBs, e.g. Airworthiness Directives or Operations Engineering Bulletins. The ACM+ also indicates SBs originating from Vendor SBs and SBs requested by the customer. It provides the date of the SB reporting to Airbus and the reference when reported online.

CONCLUSION

Technical data is key for efficiently operating an airworthy aircraft. Airbus continuously monitors technological developments and applies them to documentation and Information Systems’ functionalities, production and methods of transmission. Based on end-user feedback, Airbus is constantly enhancing content by improving the clarity and accuracy of maintenance and engineering data. By investing in new solutions, Airbus is looking to minimise technical data management for operators. The new browser, airnavX, has been developed to ease consultation of this data, allowing operators to have one fast and reliable application to access the vast majority of maintenance and engineering data. Latest industrial standards are used to deliver and exchange the data with the aircraft operators. Online access and consultation will continue to be the major axis of improvement for the years to come. Collaborative platforms are being put in place to share information and smart media. Airbus is working on the future, with a real-time technical data concept that allows the end-user continuous access to the latest version of maintenance data. 25 FAST#61 26 FAST#61 customers tomeasurebolttension. This inturnhasledtoanewandmoreprecisewayfor the stabilisertofuselageusingacontinuousjoint. The A350XWBnowusesamoreoptimalwayofconnecting Precision technologyforattachmentfittings continuous joint vertical stabiliser A350 XWB [email protected] AIRBUS Chief EngineeringOffice A350 XWBIn-Service/MaturityManager Raquel Article by

HERNANDEZ-GONZALEZ

T10 T20 T19 FR94 T9 T18 T8 FR95 T17 T7 between theverticalstabiliserandfuselage. evenly distributedtransferofloadsalongthejoint This newA350 XWBdesignconceptprovidesamore in-service. definition The abilitytomeasuremoreaccuratelyledreducedtolerancemarginstakeninthe latest ultrasonictechnologyfortensionmeasurement. This A350XWBdesignenabledthedevelopmentofanewtorquesystemusing again contributestofuelefficiency. In addition,withnoexternalfairingrequiredthankstothejoint,there islessdragwhich and reducesstructuralweight,improvingfuelperformanceasaconsequence. each boltcomparedtotheclassicmulti-lugconcept.Thisallowsbetterstresscontrol The optimisedloaddistributioninthejointreducesrequirementsforredundancies and framesoftheunpressurisedrearfuselagestructure. connects theshells,stringersandsparsofverticalstabilisercentre-box totheskin The fuselageinterfaceincludesasetoftensionandshearfittingsthatcontinuously consisted ofamulti-lugjointassembledwithtaperedboltsandsleeves. In previousaircraftfamilies,theattachmentprincipleofverticalstabiliser that optimisetheloaddistributionoveracontinuous joint. The A350XWBverticalstabiliserisheldinplace with20tensionbolts Traditional lugattachment of thecontinuousjointandmoreprecisionwhenmonitoringitssituationonce T16 T6 FR96 T15 T5 T14 T4 A350 XWBverticalstabilisercontinuousjoint FR97 T13 T3 Tension boltsystem

T12 T2 FR98 T11 T1

27 FAST#61 A350 XWB vertical stabiliser continuous joint

No action

The tension bolts are standard parts, and are installed at the inner side of the vertical stabiliser skin. The diameter of the bolts in each frame is different depending on the GP? allowed as per MP? load to be supported. These bolts are pre-loaded with nominal tension values in accordance with design Contact Airbus specifications. The tension value in the joint is defined by taking into consideration a relaxation of the preload values, to a certain extent, during the first days after depending installation. The preload of the tension bolts is monitored during operational life. on values This monitoring has been included as a mandatory task of Airworthiness Limitation Section Part 2 of the A350 XWB Maintenance Programme, and is performed every can e hae the ale leae 3600 flight cycles or 3 years whichever comes sooner. When conducting this maintenance task, preload values per location and temperature of the joint should be noted. Minimal nominal preload values for each frame location are different and are dependent on temperature because tension bolt material expansion influences ultrasonic measurement and the value has to be adapted to the material’s thermal expansion coefficient. The principle of this behaviour is shown in the following graph. Depending on the preload value found when measuring, operators have to proceed accordingly.

No further action required

Maintenance to be planned as per procedure Maintenance required Preload value P(kN) kilonewton

-32C 20C 2C Bolt calibration data principle Tension bolts for the A350 XWB vertical stabiliser and fuselage continuous joint have a sensor on their head that can be read by an ultrasonic measuring device. This ultrasonic device allows precise control when preloading the bolt during installation on the Final Assembly Line. The precision of ultrasonic measurement enables the use of smaller diameters, thereby increasing structural strength, compared to tension bolts without sensors. If the measurement when applying the load is more precise, the required tolerance is lower. In the past, high tolerance levels have been given for pre-tension values due to the friction during load application. This method also allows the use of a simple measurement tool during required

maintenance checks that is key for guaranteeing the required bolt preload value Preload measurement principle for the continuous joint’s in service performance.

Time

Echo Pulse

During tightening: • Tension bolt elongates with load Sensor • Time between pulse and echo increases with load Change in time is directly proportional to load

Bolt Calibration Data (BCD) is needed to adjust the tension value measured in line with Ultrasonic the specific physical properties of the bolt and its behaviour (how it elongates) under wave load and temperature. This data for each bolt’s characteristics is provided by the supplier. The data is retrieved by the tool thanks to the Identification (ID) Number embedded in the sensor. 28 FAST#61 manufacturer, dateofcalibration,characteristicstherawmaterial,etc…). contains allinformationrelevanttothetraceabilityofbolt(lotnumber, bolt’s dataonanautomaticdatabase,calledBoltCalibrationData(BCD),which This IDisspecifictoeachindividuallymanufacturedboltandcorrespondswiththat 12-digit ID,sothateveryboltisuniquelyidentified. These sensorsareequippedwitha2-dimensionalbarcodewhichcontains ultrasonic wavetravellinginthematerial,toestablishtensionvalueofbolt. This databaseisuploadedtothemeasurementtoolwhichcomparestimeofan A350 XWBverticalstabilisercontinuousjoint

29 FAST#61 30 FAST#61 in thepressureappliedtoprobe onthesensorasshowninfiguretoright. code scanningandsecond,loadmeasurement.Thedifference betweenthesestepsis and theapproachtotensionboltsensorshouldbedone intwosteps:firstbar- When usingtheprobeofmeasurementsystem,sensor shouldbeveryclean user guide. out theboltmeasurement,followingappropriateindications providedintheGSE start theprocesstoreadpreloadvalue.Thetoolisthencalibrated beforecarrying the LoadMaster3600(LM3600).Thistool,onceuploadedwith theBCD,isableto The measurementtoolwhichispreparedwithaPre-LoadIndication (PLI)systemis to reachtensionboltsontheS19topframes. Access totheareaisthroughdooronS19,withinstalled platformsandaladder due tothepreload’sdependenceontemperature. aircraft isinahangartomaintainstabilisedtemperatureacrossthestructureassembly 3X-XX-02001-301A-A [email protected] or 3years, whicheveroccursfirst.ThisSDIprocedureisthereferenceMPA350-A-55- on which thepreloadoftensionboltsistobemeasuredevery3600flightcycles The maintenanceprocedurerequiredofairlinesisaSpecialDetailInspection(SDI) How tomeasurethepreloadvalue Ground SupportEquipment(GSE)andotherdatasuchastheBCD. vertical stabiliser’scontinuousjoint.ThissupportiscoveredbyAirn@vMaintenance, necessary supportmeansformonitoringthepreloadvalueoftensionboltsin To enableairlinestoperformthisscheduledmaintenancetask,Airbushasdefinedthe Ensuring in-servicesupportforcustomers and appliesthecorrectloadrelatedtospecificlocationtemperature is uploadedwiththeBoltCalibrationData.ItthenautomaticallyreadsIDofbolt tightening ofthetensionboltsdependingontheirlocation.Thetoolusedfor The A350 XWB’sverticalstabiliserisinstalledwithaspecificsequenceonthe in theFinalAssemblyLine. tension bolts,requiredanewapproachtotheinstallationofverticalstabiliser The newcontinuousjointconcept,alongwiththeultrasonicmeasurementof of boltcalibrationdatainAirbus Vertical stabiliserinstallationoverviewandmanagement it inAirbusWorld,thecustomerportal. uploaded totheapplicabletools.TheAirbusCustomerServicesteamthenpublishes logistic managementwithintheFAL,adedicatedteamensuresthatthisdatais In ordertoensurepropermanagementoftheBCDassociatedtensionbolt’s (see boxestotheright). are cumulativefilesthatcontainalldataoftensionboltsmanufacturedbythesupplier The BCDisupdatedwithnewlymanufacturedboltsandthefilescomprising the valuesareabovenominalonesafterexpectedpreloadrelaxation. After installation,thepreloadvalueismeasuredagainafter12hourstocheckthat Product QualityReport(PQR)thatisdeliveredwithaircraftdocumentation. following aspecificworkorder.TheIDsarethenprovidedtothecustomerin The preloadvalues,IDandlocationofeachthetwentytensionboltsarerecorded measured. A350 XWB verticalstabilisercontinuousjoint

A350 verticalstabilisertensionbolt scanning andloadmeasurement Difference inpressureprobeforbarcode (reglr eeoftheltroice Manuacturin compan Manuacturin compan Reception withQualityconformance inspection inaccordancewithABS reference standarddocumentation Placing thepiezoelectricsensor Calibration compan Batch withappropriatepackage of themechanicalelements Calibration oftheboltbatch delivery procedure (forging, machining…) and documentationplus Lubrication ofthebolt Bolt CalibrationData and batchdelivery ith orelo) Manufacturing AIRBUS Frame temperature measurement tool CONCLUSION World customer portal. themselves orrequest supportfromAirbus.Further detailscanbefound inAirn@v MaintenanceontheAirbus measuring ofthe boltpreloadvalue.Operators cancarryoutthemeasuring andanynecessaryadjusting Tension boltsarenowusedto connectthestabilisertofuselageandultrasonictechnology enablesprecise contributes tofuelefficiencythanks toimprovedstressmanagement,reduceddragandweight loss. The newdesignconceptforthe A350XWBverticalstabiliserenablesamoreevenloaddistribution and Measurement oflocationtemperature in-service aircraft. is toincreasetheinspectionintervalforpreloadvaluechecks ofA350 XWB with testdata.Ifsufficientdataisgatheredandpositive results, theobjective informed analysisofwhethertherelaxationpreloadvalue overtimecorrelates This information,coupledwithdataalreadygeneratedbyAirbus, willenablean to theAirbusglobalfleet-monitoringdatabase. data fromthefieldtoenhancein-servicesupportforairlines,aswellcontributing basic valuesforconditionsofmeasurement.ThisreportingallowsAirbustogather 02001-301A-A inspectiontoAirbus,includingthepreloadmeasurementsand Airlines canbenefitfromenhancedsupportbyreportingtheMPA350-A-55-3X-XX- Feedback forenhancedsupport The AirbusworkingpartywillprovidetailoredservicesincludingGSEprovisioning. tightening asrequired.Operatorscanrequestvia:[email protected]. Airbus alsooffersairlinesspecificworkingpartiestoconductbothmeasuringand mechanics. CustomerscanconsultadedicatedvideocoveringthetopiconAirbusWorld. The fullMPA350-A-55-3X-XX-02001-301A-Acanbedonewithintwodayswith Airn@v Maintenance. purchase orleasetherequiredGSEasperMPA350-A-55-3X-XX-02001-301A-Ain timeframe, followingtheindicationsprovidedinAirbuspublications.Airlinescaneither values. Dependingonthespecificvalue,thisactionshouldbeundertakeninadifferent per design,there-torqueoftensionboltsneedsperformingtorestorenominal If measuredvaluesin-servicearefoundtobeoutsideoftherecommendedonesas The completedreportshouldbesentbacktoAirbus([email protected]). bolts shouldbenotedinthereportincludedMaintenanceProcedure(MP). Once themeasurementshavebeendone,preloadvaluesandIDoftension the frameoftensionboltstobemeasured. The LM3600measurementtoolhasatemperaturesensorthatshouldbelocatedin A350 XWBverticalstabilisercontinuousjoint load measurementtool and ultrasonic Bar codereader

31 FAST#61 32 FAST#61 Scheduling theunscheduled fleets ageing Supporting

mitigations. evaluation, anticipationandappropriate to addressageingissues intermsofrisk Airbus hascarriedout in-depthstudies These aircraftrequire particularattention. than tripleoverthenext10years. And theageingAirbusfleetissettomore growing atanincreasinglyfasterrate. aircraft in-service,withthewholefleet There arecurrentlyaround10,000Airbus

[email protected] AIRBUS A320 FamilyProgrammeSupportManager Hugo AlbertoQUIJANOFIALLOS [email protected] AIRBUS A300/310 FamilyProgrammeSupportManager Delphine MEUNIER [email protected] /340 FamilyProgrammeSupportManager Isabelle REMAURY-LANDO Article by(lefttoright)

Supporting ageing fleets

Airbus fleet age profiles

End 2017 aircraft ≥ ear 00 00 aircraft ≥ ear 500 400 300 A300/A310 200

Number of aircraft A320 Family 100 A330/A340 0 1 3 5 9 11 13 15 1 19 21 23 25 2 29 31 33 35 Aircraft age in years 900 2027 projection 800 aircraft ≥ ear 00 00 aircraft ≥ ear 500 400

Number of aircraft 300 200 100 0 1 3 5 9 11 13 15 1 19 21 23 25 2 29 31 33 35 3 39 41 43 45 Aircraft age in years

Airbus considers that an ageing aircraft is one that has been in service for around 15 years and/or has reached half of its Design Service Goal (DSG) limit. Operators looking to keep their aircraft in service as long as possible can benefit from different support:

Extending the aircraft life The aircraft life can be extended beyond its original recommended limit, in line with Airbus recommendations or ESG (Extended Service Goal) Once an aircraft is in service, it accumulates Flight Cycles (FC) and Flight Hours (FH) up to the “Design Service Goal”, meaning the point up to which the maintenance programme has been validated. However, aircraft can actually be operated beyond this point if the ESG – Extended Service Goal – has been applied.

DSG Refer to page 37 Design for more about the definition Service of service goals. Goal

ntr nt Aircraft lifeccle tended erice erice al

arl ear atrit Aein

Anticipating for areas affected by ageing Being able to foresee ageing issues and thereby plan maintenance in advance is key and Airbus has been working alongside airlines to anticipate their needs. The areas affected by ageing are the aircraft structure, which result in fatigue and corrosion, and systems performance. 33 FAST#61 34 FAST#61 management decision-making. assessment helpsanticipatepotentialaircraftground-timeoverrun,andprovidesvisibilitytoassist Specific inspectionshavethereforebeenintroducedinthemaintenanceprogramme.Inaddition,risk The accumulationofFlightCycles(FC)andHours(FH)cancausecracksinfatigue-sensitiveareas. Structure Supporting ageingfleets : facingfatigue Step 2 Step 1

Risk versusin-serviceeffect Optimisation ofinspections Once identified,thoseareasstill judgedashighlycriticalareretained Based onthecriticalfindingsfromstep1,ananalysisislaunched toseeif Airbus calculatestheprobabilityoffindingsatfleetlevelandassesses repair To identifyfatigue-crackcriticalareas,Airbusestablishedaspecificprocess complexity incaseoffindings that providescontinuousassessmentofthefleet: and takentostep3 there areopportunitiesfor: and definitionofsolutions • • • tools andhardwareprovisioninginanticipationofcustomers’needs. The resultwasthedevelopmentofpre-definedrepairsolutions,spares, finding ratesandcomplexrepairsrequiringasignificanttimetoembody. It focusedonAirworthinessLimitationItems(ALI)identifiedwithhigh results andcustomerin-servicefeedback. inspections resultingfromfatigue;thisreviewwasbasedonfatiguetest part oftheAirworthinessLimitationSection(ALS)Part2,published complete reviewofallmandatedfatigue-relatedinspectionswhichwere To anticipatespecificmaintenanceonageingaircraft,Airbusmadea available repairsolutions Additional repairsolutionstaking intoaccountalready Forward fitandretrofitmodifications Optimisation ofinspectionthresholdsandintervals

Step 3

such asnofindings,orfindings withinandabovetheADL. data, Airbusencouragesoperators toreportinspectionresultsthem, To ensurethatthisfleetmonitoring isbasedonrepresentativein-service • • • • Airbus iscurrentlyfocusingon: come fromonly20%ofthetotalnumberexistinginspection tasks. A330/A340 FamilyandA320that80%ofthereported findings As anillustrationoftheanalysis,Airbuswereabletoconfirm for Document (MPD)inspectionsandreportsrelatingtocorrosion findings. than 40,000inspectionreportscomingmainlyfromMaintenance Planning Similarly totheabovefatigue-relatedmethodology,Airbusreviewedmore Structure Implementation ofsolution For eachofthepreviousidentifiedareasimprovements/ SATAIR warehouses. speculated onthemostprobableconfigurationsofkitsandstockedthemin Consequently, toavoidworkstoppageduringmaintenancechecks,Airbushas configuration oftheaircraftandanyrepairsalreadyperformedinarea. The detailedcontentofthekitsdependsontypefinding,initial Finally fortheseactions,associatedmaterialavailabilityisreviewedaccordingly. • • • opportunities, thefinalstepistosecure: to adaptrecommendationsand maintenancetips Continued monitoringofthein-service fleetfindingsinthecomingyears Repair/Allowable DamageLimit(ADL)improvements Spares availability Effectiveness ofmodification(monitoring) part replacement Repair Manual(SRM)update,Pre-DefinedrepairSolutions(PDS),single Development ofnewrepairsolutionsinvariousformatssuchasStructural Modification developmentandcertification Inspection documentationupdatewithappropriatethresholdandinterval : copingwithcorrosion Supporting ageingfleets

35 FAST#61 36 FAST#61 WISE MRBR MPPT ISB ISI ISG FH FC ESG DSG ALS ALI ADL GLOSSARY additional areasofinvestigationwereidentified. ISIs andafterfurtherdiscussionswithairlines,veryfew review ofrecommendationsalreadypublishedinWISEarticles/ working groupwithairlineswaslaunchedin2016.Followinga Similarly, fortheA330/A340Family,aFAIRFace-to-Face ISI 00.00.00248inAirbusWorld). operators duringthe2017symposiuminBerlin(refertoA320 been compiledfortheA320Familyandpresentedto Best practicesandpreventivemaintenanceactionshavealso ISI 00.00.00194inAirbusWorld). maintenance actionshavebeencompiled(refertoA300/A310 the 2015symposiuminBerlin,bestpracticesandpreventive For theA300/A310Family,asrequestedbyoperatorsduring ATA 32–LandingGearsystems ATA 29–Hydraulicsystems ATA 28–Fuelsystems ATA 27-FlightControls ATA 21/36-Airsystems focus onwere: As agreedwithairlines,themainsystemoperationaldriversto actions thatlimittheeffectsofageing. Aircraft systemsarereviewedinordertoestablishappropriate Systems Supporting ageingfleets Flight Cycles Flight Hours In-Service Information AirworthinessLimitationItem IntermediateServiceGoal AirworthinessLimitationSection ExtendedServiceGoal Inspection Service AllowableDamageLimit DesignServiceGoal WorldIn-ServiceExperience MaintenanceProgrammePublicationTrigger Maintenance ReviewBoardReport

Bulletin :

recommendations andsolutions

aircraft andmaintainedthroughshopactivities(overhaul). ageing effectoncomponentswhichareoftenremovedfrom Finally, itwasalsodemonstratedthatthereisnoapparent • • • all identifiedtopicsthateither: The outcomeofthisA330/A340workinggroupconfirmedfor system (ISIarticlesasshowninbelowillustration available throughAirbusWISEKnowledgeManagement maintenance tipsandrecommendationsarealready aircraft (e.g.hydraulic/fuelline…),forwhichanumberof The mainareaofconcernisarounditemsremainingonthe Example: activities shouldbepursued. up activitiesrelatedtothesetopics Discussions continuebetweenairlinesandAirbustofollow on definingasolutionormaintenancerecommendation. – A320ISI29.00.00012). – A330/A340ISI29.00.00160 The topicisanon-issueandairlinesagreednoengineering The topicisalreadyknownandAirbuscurrentlyworking The topicisalreadyknownandthesolutionavailable support ageing Family A320

>Maintenance &Engineering >Content Library >AirbusWorld Widespread FatigueDamage Extended ServiceGoaland Supporting ageingfleet, (2016, Miami) Regional conference A330/A340 FamilyAmericas Solutions forAgeingAircraft (2015, Berlin) A300/A310 Familysymposium

future operations TBC: TobeconfirmedifrequireddependingonA340-500/600 (ESG objectivessimilartoA330basic) TBD: Engineeringactivitiesstartingmid-2018forA330WV050 *A330 (WV000&020)FClimitforaircraftstructureis44,000 Pending certificationplannedQ12018 ensuring aircraftavailability. repair solutionsandpartsavailabilitycansignificantlycontribute tooptimisingmaintenanceplanningand As anaircraftages,itislikelytorequireattentionitsstructure andsystems.Anticipatingpotentialfindings, CONCLUSION to respondcustomers’ needsandexpectations. available inthe AirbusWorld portal.Airbuscontinues tomonitorandstrongly supportageingaircraftinorder Recommendations andsolutionshavebeencommunicated toAirbuscustomers viaregularmeetingsorare Airbus hasdevelopedmaintenance bestpracticesandrecommendationstobettermanage ageingfleets. solutions arealreadyavailable or indevelopment.Onthesystemsside,cooperationwith airlines, Airbus engineeringteamshave identifiedthemainstructuralareastofocuson.Modifications andrepair

A

Cycles orFlightHours(refertotablebelow). objective toreachaspecificDesignServiceGoal(DSG),definedintermsofFlight When previousAirbusprogrammeswerelaunched,aircraftcertifiedwithan Defining servicelimits depending ontheaircraftconfiguration. Publication Trigger(MPPT) Airworthiness LimitationSectiondocuments: These definitionshavebeencompletedbyanewtermwhichisbeingusedinthe be mistakenwiththeDSG/ISG/ESGdefinitionasithasnorelationtothislimit. regulation onwidespreadfatiguedamagetopic:LimitofValidity(LoV)whichisnotto Another limitationwasalsointroducedbytheFAAinframeofFAR26new years ormoreofadditionalrevenueserviceabovetheinitialdesignobjectives. operational lifetimeintermsofflighthoursandcycles.Thiscanbringupto10 Airbus ExtendedServiceGoalpackagescanenableoperatorstoincreasethe The tablebelowgivesthevaluesforDSG,ISGandESG. Studies continuedfortheExtendedServiceGoal(ESG)additionallifeextension. in FHforsomeaircrafttypes:thiswascalledtheIntermediateServiceGoal(ISG). than anticipated,Airbuslaunchedappropriateengineeringstudiestocertifyanincrease In ordertosupportAirbusaircraftwhichwereactuallyreachingtheirDSGlimitfaster

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- ESG of25,000FCand134,000FHbyimplementingSBA340-00-4001ifthe operator wanted. to anISGof20,000FCand100,000FHbyimplementingServiceBulletin(SB)A340-00-4065,then - E.g. Describingacustomer’sA340-200 values anddependsonaircraftconfiguration(preorposttheaboveSBs) New terminology: Previous terminology: TheaircrafthasanMPPTvalue.ThisisequivalenttotheformerDSG,ISGor ESG TheaircrafthadaDSGof20,000FCand80,000FH.Thiscouldthenbeextended which is the equivalent to former DSG/ISG/ESG whichistheequivalenttoformerDSG/ISG/ESG 20,000 80,000 20,000 100,000 25,000 134,000 25,000 20,000100,000 80,000 20,000 A A A A A A A A A F A F A A A F A A A A A F A A A A F F

S IG ESG ISG DSG the Maintenance Programme the MaintenanceProgramme . Supporting ageingfleets

37 FAST#61 38 FAST#61 FAST from thepast structure everdeveloped andmanufacturedfor acivilaircraft. and 1.4metres wideatthetop.Attime,it wasthelargestprimary The component isninemetreshigh,3.1 wideatthebottom at theMesserschmittBölkow-Blohm stabiliserplantinGermany. vertical tailsparboxfortheA310-A300 startedseriesproduction Not soverylongagoin1985, the firstCarbonFibreReinforcedPlastic without theexperienceofpast. There wouldn’tbeanyfuture

Photo courtesy of Airbus Corporate Heritage Airbus hasmorethan300fieldrepresentatives,basedinover130 cities Airbus MaterialManagementTraining [email protected] [email protected] Fax: +49(0)4074388598 Tel: +49(0)4074388288 Hamburg, Germany Training Centre Airbus Maintenance [email protected] [email protected] Fax: +33(0)561932094 or +33(0)561933975 Tel: +33(0)562118224 Toulouse, France Airbus TrainingCentre Training centres Fax: Tel: ADMINISTRATION FIELD SERVICESUPPORT Fax: Tel: CHINA Fax: Tel: USA/CANADA Around theclock,aroundworld [email protected] Tel: +49(0)405076 1228 Global Availability +33 (0)561934964 +33 (0)561933936 +86 1080486162 +86 1080486161Ext.5020 +1 7038343464 +1 7038343484

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4339 FAST#60FAST#61 LESS FUEL.

F LY WE MAKE IT

At 4000nm the A321LR has the biggest range of any new single aisle aircraft in the world. Not only is it capable of opening the door to the long-haul market, it can do so with an incredible 30% reduction in operating costs. But it’s not just designed to impress CFOs with unbeatable fuel ef ciency. It is available with our state-of-the-art Airspace cabins to give passengers unparalleled comfort too.

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