technical magazine January 2015

#55 FAST Flight Support Technology 0202 FAST#54FAST#52FAST#52 iOS (iPad)&Android Your Airbustechnicalmagazineisnowontablet The articlesinthismagazineappear2014QTR-4and2015QTR-1 02 FAST#52 iOS (iPad)&Android Your Airbustechnicalmagazineisnowontablet Test PhotoLab,AirbusGroup CorporateHeritage,MasterFilms,EXMcompany, Philippe is governedbyFrenchlawandexclusivejurisdiction isgiventothecourtsandtribunals competent jurisdiction.Airbus,itslogo,A300,A310, A318,A319,A320,A321,A330, made hereindonotconstituteanofferorformpartofanycontract.Theyarebasedon any damageinconnectionwiththeuseofthisMagazine andthematerialsitcontains, information. ThisMagazine,itscontent,illustrationsandphotosshallnotbemodified F Airbus informationandareexpressedingoodfaithbutnowarrantyorrepresentation representation. Airbusassumesnoobligationtoupdateanyinformationcontainedin materials itcontainsshallnot,inwholeorpart,besold,rented,licensedtoany infringement ofcopyrightoranyotherintellectual propertyrightinanyothercourtof involves anumberoffactorswhichcouldchangeovertime,affectingthetruepublic of Toulouse(France)withoutprejudicetotheright ofAirbustobringproceedingsfor is givenastotheiraccuracy.Whenadditionalinformationrequired,Airbuscanbe Masclet, HervéGousse, AxelDreyer,FrédéricLancelot,Shutterstock,Getty Images of yourcompanytocomplywiththefollowing.Nootherpropertyrightsaregranted Flight AirworthinessSupportTechnology this documentorwithrespecttotheinformationdescribedherein.Thestatements third partysubjecttopaymentornot.ThisMagazinemaycontainmarket-sensitive or otherinformationthatiscorrectatthetimeofgoingtopress.This By takingdeliveryofthisMagazine(hereafter‘Magazine’),youacceptonbehalf even ifAirbushasbeenadvisedofthelikelihood ofsuchdamages.Thislicence by thedeliveryofthisMagazinethanrighttoreadit,forsolepurpose Airbus technicalmagazine nor reproducedwithoutpriorwrittenconsentofAirbus.ThisMagazineandthe contacted toprovidefurtherdetails.Airbusshallassumenoliabilityfor A articles shouldberequestedfromtheeditor FAST magazineisavailableoninternet www.airbus.com/support/publications Authorisation forreprintingFASTmagazine A340, A350,A380andA400Mareregistered trademarks. Photo credits:AirbusPhotographic Library,AirbusFlight e-mail: [email protected] Editor: LucasBLUMENFELD Design: DarenBIRCHALL Fax: +33(0)561934773 Publisher: BrunoPIQUET All rightsreserved.Proprietarydocument Tel: +33(0)561934388 S Photo by:HervéGOUSSE ISSN 1293-5476 Cover: 3D-printing and ontablets Photo copyrightAirbus Printer: Amadio © AIRBUS2015 #55 T

Additive LayerManufacturing We’ve gotitcovered FAST fromthepast and planning programming for enginemaintenance Inflatable tents Airbus GSE&tools Prevention System Runway Overrun of FASTmagazine. on theiPad&Android appversions videos orslideshows areavailable Where youseetheseicons,

39 38 28 24 18 12 04 03 FAST#55 04 FAST#55 Manufacturing Additive Layer Printing thefuturewithrevolutionary [email protected] AIRBUS Emerging Technologies&Concepts Peter SANDER Article by of AdditiveLayerManufacturing(ALM),alsoknownas3D-printing, toproduce Across theAirbusGroup,numerousprojectsarespeeding-up thedevelopment An innovativetechnologyshapingthefutureofaviation • • • • Lighterpartsduetostructural, biomimeticredesign A quickoverviewaboutthe3D-printingtechniqueindicates: on arangeofAirbusaircraft-fromthelatestA350toA300/A310 Familyaircraft. The firstmetalpartsproducedwiththismethod(figures1&2) arebeginningtoappear avoiding shortagesofcomponentsonassemblylines. parts.3D-printingtechnologycanalsoimproveproduction efficiencywhile prototypes andcomponents,potentiallydeliveringmorecost-effective andlighter A significantreduction inthemanufacturingprocess’ environmentalfootprint Less materialused duetoanadditiveproduction process(ratherthansubtractive) due tothepart’sregeneration in avirtual3Denvironment Shorter leadtimes–asproduction mouldsandtoolingarenolongerneeded and thechoiceofmaterialsused

“This game-changing “This game-changing The flightcrewrestcompartmentbracketinstalledonA350 Figure 2: traditional methods”. compared with to 90percent production byup energy usedin decreases thetotal technology

complex componentstobeproduceddirectlyfromComputer-Aided Design(CAD) Adding thinlayersofmaterialinincrementalstages,generatesparts, enabling aluminium, titanium,stainlesssteelandplastics. Manufacturing (ALM)“grows”partsandproductsusingbasematerialssuchas Instead ofproducingapartbymillingsolidblockmaterial,Additive Layer The technologyprocess and dulycertified. plastic andmetalbrackets,whosematerialstructuralpropertieshavebeentested For theA350aircraft,Airbushasproducedandincorporatedavarietyof3D-printed concrete andglass,evenedibleingredientssuchaschocolate. In industriesoutsideaviation,materialsusedtomakefree-formshapescaninclude Titanium (Ti),Aluminium(Al),Maragingsteelaswellgradedmaterials. Polyamide, AccuraandGreystone,tohighperformancemetallicalloysincluding Polyetherimide (PEI),PEAK/PEK(polymer),FullCure(acrylic-basedphotopolymer), The rangeofmaterialsusedencompasseshighperformanceplasticssuchas Materials ofinterest material forthefollowinglayers(seebuildingprinciplesoverleaf). At thesametimeasmateriallayersarebuilt-up,soisalayer ofsupporting information senttothe3D-printer. cabin crewseat Belt panelonanA310 Figure 1:

Additive LayerManufacturing

05 FAST#55 Additive Layer Manufacturing

Building principles of 3D-printing EXTRUSION HEAD Support material filament The 3D-printing currently being used and developed by Airbus Build material filament uses variations of two different building principles: Fused Deposition Modelling and Laser Beam Melting* Drive wheels

Liquifiers Fused Deposition Modelling (FDM) Extrusion nozzles FDM is used to generate plastic parts. Extrusion head 3D objects are built by printing fine Spool Spool feed layers of liquefied building material feed filament onto a building platform that fuse with the layer beneath. Built part At the same time a support material is printed in order to allow printing of the Part supports building material further up the object of features that hang from the main Support material spool structure. Build platform The build platform moves down incrementally to print the following layer. Build platform Build material spool Once finished the printed support parts lowers incrementally are removed.

Laser Beam (Powder Bed) Melting Beam supply Deflecting Airbus uses variations of powder bed mirror melting for metallic materials such as titanium alloys. 3D objects are built by having a fine layer of powdered building material levelled Melted layers over the building platform, which is then of powder form the part exposed to a (laser or electron) beam Build chamber which welds part of the powder, melting and joining it to the preceding layer to become the final ‘printed’ 3D part. Powder distributor Levelled powder The powder that is not melted remains in fills the build place to become a support for features chamber Levelling layer by layer further up the object that hang from the instrument main structure. Build platform The build platform moves down incrementally to ‘print’ the following layer. Build platform Once finished the remaining unmelted lowers incrementally powder is removed and recycled.

*Laser Beam Melting

Laser Beam Melting (LBM) is an additive manufacturing process that uses 3D CAD data as a digital information source and energy in the form of a high powered laser beam (usually an ytterbium fiber laser) to create three- dimensional metal parts by fusing fine metallic powders together. The industry standard term, chosen by the ASTM F42 standards committee, is laser sintering, although this is acknowledged as a misnomer because the process fully melts the metal into a solid homogeneous mass. The process is also sometimes referred to by the trade names DMLS or LaserCusing. A similar process is Electron Beam Melting (EBM), which as the name suggests, uses an electron beam as the energy source. 06 FAST#55 weighs lesstofulfilexactlythe same task. by theAirbusOptimisationCentre The finalswinglinkdesigncarried out Result: structurally perfectingeachform. Optimisation ofthenewdesignproposal, Step 5-Detailedsizing carried foreachinterpretation. load pathsthenvalidationofthetension Interpretation followingthetopological Step 4-Rapidconceptdesign structural principles. Revealing theloadpathsandformulate Step 3-Topologyoptimisation part ofthere-design. for theirfunctionandassucharenotanimportant The lugsareconsideredasoptimallydesigned Step 2-Designspaceallocation perform suchasvolumeneeded,stiffnessconstraints. to evaluateexactlywhatfunctionstheparthas Step 1-Analysethebaselinedesign Optimisation ofaswinglink EXAMPLE exactly therightshapeandproportiontotakestressonlywhereitisneeded. The flexibilityof3D-printingwidensthepotentialwhatcanbeformed,buildingpartsin New opportunitiesforoptimisationdrivendesign

Triangular cut-outincentresection section withsmallcornerwebs Tapered stiffeningribincentre and smallcornerwebs with centralcut-outbetween Slim supportingribsatlugB2 with centralcut-outbetween Slim supportingribsatlugA1 or Additive LayerManufacturing Cantilever Spoiler fitting

Gear beam

Flap Swing link

07 FAST#55 08 FAST#55 reduce ’operationalcostsandenvironmentalfootprint. stiffness -willdirectlyresultinlessfuelburn,andasaconsequence The lightnessthatbiomimicrypermits-foratleastequalstructural for aparticulartask. nature hastakenmillionsofyearstoevolvetheoptimalstructure design becauseitallowsthereproductionofcomplexformsthat Additive LayerManufacturingrepresentsaparadigmshiftinstructure nature forthepurposeofsolvingcomplexhumanproblems. Biomimicry istheimitationofmodels,systems,andelements (see biomimicryarticleinFAST49) or... whatnatureteachesus Biomimetic structuredesign, Additive LayerManufacturing

of abracket: design andALMproduction Advantages ofabiomimetic • • • industrial revolution”. 90 percentisthenext material usedby while reducingraw 30 to55percentless, parts whichweigh - producingaircraft and efficiency in weightreduction of astep-change “We areatthepoint S (compared milling processes) in thefinishedpart 95% oftheinitialrawmaterialused by 30% Weight reducedby45% tructural stiffnessincreased to 5%fortraditional

• • • of abracket: design andALMproduction Advantages ofabiomimetic S (compared milling processes) in thefinishedpart 95% oftheinitialrawmaterialused by 30% Weight reducedby45% tructural stiffnessincreased to 5%fortraditional

boarding andpanoramicwindows. like oversizeddoorsforeasier making itpossibletoaddfeatures it needs,whereneedsit, the fuselagewillhavestrength By usingbiomimeticstructures, necessary. of birdswhichisbothlightandstrong,carryingtensiononlywhere Airbus’ conceptdesign,couldbebuiltmimickingthebonestructure In time,completeairframessuchasthoseimaginedintheFutureby very usefulinthedesignofcustomizedpartsallareascabin. As illustratedbythebiomimeticbracket,thisnewapproachcouldbe The futureofbiomimeticstructuredesign

Additive LayerManufacturing cabin conceptdesign Future byAirbus

09 FAST#55 10 FAST#55 • • • ultimately muchlessexpensivethanconventionalones. Such partsaresignificantlylighter,fastertoproduceand be impossibleifproducingthemfromasolidblockofmaterial. have anaturalandtopologicallyoptimisedshape,whichwould therefore, partsdesignedforandmanufacturedbyALMcan 3D-printing makesitsimplertoproduceverycomplexshapes, Benefits of3D-printing • • • • • • • • • • • Additive LayerManufacturing Green technology(lessenergy)-upto90% Non-recurring costsaving(notooling)-upto90% Weight reduction-upto50% Enabler fornextgenerationairframe design Replicate partsthatareoutof production Ensure productionforsparepartshortages Tool, jigandgroundsupportequipmentmanufacture Highly complexgeometries(e.g.hydraulicmanifolds) Customized products Lightweight designthroughbiomimeticstructures Shortened R&Dtime(one-shottesting) Simplifying assembliesduetopartreduction Functional integration(e.g.ofcoolingchannels) Improved leadtimedelivery-upto75% 100 compared withtheALMspeedline Conventional machining the manufacturingprocess. is lookingintousingALMtechnologytoavoidshortagesduring Beyond itsusetobuildpartsthatarealreadyflying,AirbusGroup ALM intheassemblyline:printandgo % 10 20 30 40 50 60 70 80 90 reaction time Convetional machining lead time

cost ALM speedline weight Additive Layer Manufacturing

3D-printing spares Airbus is actively working towards using 3D printing technology as a spare parts solution due to the ease and cost effectiveness of producing out-of-production spare parts on-demand. This year, the first “printed” component – a small plastic crew seat panel – flew on an A310 operated by Canada’s Air Transat. The lead time for such a part can be as little as one day, if the component is based on an existing design, while redesigned parts can be produced in less than two weeks.

Eco-efficient manufacturing - minimising the environmental footprint ALM represents a new alternative to production processes such as milling, melting, casting and precision forging, producing only 5% waste material instead of up to 95% from current machining. The high flexibility in part design, production and testing offers considerable benefits to the customer in terms of cost and time.

The ramp-up phase 3D-printing is being progressively integrated into new design and manufacturing in the supply chain, starting small but steadfast in the fields of prototyping, tooling and on-demand production. Airbus has teamed up with major 3D-printing stakeholders to cover the process end-to-end, ensuring the production of certifiable structural components based on consistent tested material properties and meeting the requirements of a rigorous certification process.

Future candidates for 3D-printing

Airbus is looking at the entire aircraft: cabin, system and structural components, as well as manufacturing and tooling. It will also play a major role in the production of spare parts.

In the coming years 3D-printing could potentially account for thousands of aircraft and ground support equipment components.

Each day we are stepping closer to the “Future by Airbus”. Airbus Concept Plane

CONCLUSION

Additive Layer Manufacturing (ALM), also called 3D-printing, is an innovative technology shaping the future of aircraft component manufacturing. Harnessing CAD software, ALM is being used to construct 3D objects by melting and building up a solid product layer by layer. Components produced provide significant advantages in terms of reduced weight and production lead time compared to traditional manufacturing methods, while reducing waste and, as a consequence, the environmental impact. 3D-printed airworthiness certified parts are already appearing on Airbus aircraft, and the list of parts proposed as candidates for 3D-printing is constantly growing. This new manufacturing method is not only being considered for aircraft parts but also for the production of jigs, tools, Ground Support Equipment as well as spare parts. As technology develops we may one day see the first entire aircraft built using ALM. 11 FAST#55 12 FAST#55 (ROPS) System Prevention Overrun Runway risk managementservice An innovativeAirbus [email protected] AIRBUS Head ofROPSProgramme Thomas LAGAILLARDE [email protected] AIRBUS Head ofLUCEMprogramme ROPS -BTVco-inventor Fabrice VILLAUME Article by(lefttoright) in atimelymanner. by providingflightcrewswithrelevant informationtomaketherightdecision Studies demonstratethatthevastmajorityoftheseeventscould beavoided US$ 300millionperyear(about33%ofallaviationsegments’ insuranceclaims). significant economicissuefortheairtransportationindustryworldwide, costing Runway excursionsatlandingarethemostcommonaviation accidentsanda accidents: runwayexcursions. management technologythatmitigatesthe n°1sourceof Airbus’ RunwayOverrunPreventionSystem (ROPS)isrisk

10.5% Undershoot 4 Hard landing 9.5% Gear-up landing/gearcollapse 1 Tail strike 5 Off-airport landing/ditching 2 Other 1 Controlled flightintoterrain 7 Loss ofcontrolin-flight % 4.5% % % % % technology toallaircraftandintegrated avionicsequipmentmanufacturers. the May2011ICAOGlobalRunway Safetysymposium,itsdecisiontoofferROPS In auniqueinitiativetoglobally reducerunwayexcursions,Airbusannouncedat • • • worldwide scale,severalsafetybodieshavealreadymovedforward: Realizing theglobalimpactthatROPS-liketechnologieswouldhaveifappliedona ROPS approvalsareexpectedoverthenexttwoyearsdependingonenginetypes. tors) andontheA320FamilysinceNovember2013.ForA330A350aircraft, named ROPS,hasbeeninoperationonA380sinceOctober2009(nearlyallopera system (pedalbraking,classicalAuto-BrakeorBTV).Thisimportantsafetysystem, against runwayoverrunrisks,whateverthelevelofautomationusedforbraking became apparentthatelementsofthissystemcouldbeusedtowarnandprotect named Brake-To-Vacate(BTV)fortheA380(readFASTmagazine#44),itsoon Initially developedbetween2006and2009asasmartautomaticbrakingsystem Reducing runwayexcursionsisan°1priority (TC)request,andby2020onanynewdelivered aircraft. Runway OverrunAwarenessAvoidanceSystem(ROAAS)by 2017foranynew a possiblemandatoryinstallationof“ROPS-like”system,generically called and warnwhenmoredecelerationforceisneeded”. alerting systemsthatwillassisttheflightcrewwithlanding/go-around decisions respectively developandinstall“onboardreal-timeperformance monitoringand recommendations toaircraftmanufacturersandoperatorsin January2013to the technologybeinstalled(A-11-28).” to reduceorpreventrunwayexcursionsand,onceitbecomesavailable,requirethat pursue withaircraftandavionics’manufacturersthedevelopmentoftechnologies In mid-2013,EASAreleasedaNoticeProposalofAmendment (NPA)regarding The EuropeanActionPlanforthePreventionofRunwayExcursions released In March2011,theUnitedStates’NTSBrecommendedtoFAA“actively Ground damage 13% In-flight damage 9.5% Runway excursion 24% Runway OverrunPreventionSystem Fig 1: 2008 -2012aircraftaccidents

-

13 FAST#55 14 FAST#55 Real-time assessment,in-flightandon-ground with overrunsituationsalreadyavoided. and replaysofactualrunwayoverruns,aboutfiveyearsin-serviceexperience compared totherunwayend.Itssafetybenefitshavebeendemonstratedwithreviews designed tocontinuouslymonitortotalenergyandtheaircraft’slandingperformance From theaircraftapproachuptostop,ROPSisaturnkeytechnology Airbus ROPStechnology Runway OverrunPreventionSystem conditions. available fordryandwet to detectedlandingdistance distance assessmentwithrespect a real-timein-flightlanding Under 500feet,ROWperforms Runway OverrunWarning Runway threshold thenpilotsreceivethemessage: thanthecalculatedwetlandingdistance Iftheavailablerunwayisshorter visual IF WETRWYTOOSHORT 0 m

message themessage: distancethenpilotsreceive thanthecalculateddrylanding Iftheavailablerunwayisshorter visual RWY TOOSHORT / aural message 500 m ROPS -theinauguralAirbusBizLab project throughout Airbus. to fosteraninnovativecultureand promoteanentrepreneurialmindset BizLab takesahybridapproach thatmixesinternalandexternalparticipants to stimulateanddevelopideas thatcanbeofbenefittotheaviationindustry. This initiativefromAirbusCorporate Innovationactivelyseeksopportunities innovative ideasintovaluablebusinesseswithinacollaborative environment. innovators canunleashtheirpotentialtoacceleratethetransformation of Airbus’ BizLabisanaerospaceacceleratorwherestart-upsand Airbus ROPS wasthefirstideatobetakenonboardatAirbus’ BizLab. Touchdown Touchdown 1000 m Runway OverrunProtection thenpilotsreceivethemessage: thanthecalculatedlandingdistance Iftheavailablerunwayisshorter detected landingdistanceavailable. assessment withrespectto on-ground stoppingdistance ROP performsareal-time After thetouchdown, visual /auralmessage MAX REVERSE MAX BRAKING 1500 m 2000 m 2500 m Runway end 3000m conditions. available fordryandwet to detectedlandingdistance distance assessmentwithrespect a real-timein-flightlanding Under 500feet,ROWperforms Runway OverrunWarning Runway threshold thenpilotsreceivethemessage: thanthecalculatedwetlandingdistance Iftheavailablerunwayisshorter visual IF WETRWYTOOSHORT 0 m

message themessage: distancethenpilotsreceive thanthecalculateddrylanding Iftheavailablerunwayisshorter visual RWY TOOSHORT / aural message 500 m Touchdown Touchdown 1000 m Runway OverrunProtection thenpilotsreceivethemessage: thanthecalculatedlandingdistance Iftheavailablerunwayisshorter detected landingdistanceavailable. assessment withrespectto on-ground stoppingdistance ROP performsareal-time After thetouchdown, visual /auralmessage MAX REVERSE MAX BRAKING 1500 m 2000 m 2500 m Runway end 3000m The A350isfittedasstandardwithROPS sloping runwayendor endcontaminationbyrubber). some unexpecteddegradation ofaircraftbrakingperformance(e.g.downward the aircraftbeforerunwayend. Inaddition,thesystemneedstoprotectagainst end toofastwhilecommunicating thatthecurrentdecelerationisnotsufficienttostop the systemmustprotectagainst apilotwhoisunknowinglyapproachingtherunway Moreover, acknowledgingthatROPScannotpredictthefuture intentionofthepilot, tion andmisjudgementconcerningtheamountofrunwayremaining isfrequent. have alargeimpactonthestoppingdistance),crewscanbe saturatedwithinforma The reviewofpastincidentsandaccidentsshowsthatseconds count(smalldelays touchdown point). the predictedthresholdcrossingpoint,orlongflareswhichaffect thepredicted the predictedtouchdownspeed,orflyingabovenormalglide-slope mayaffect required tostopisupdated(e.g.changingwindsaffecttheground speedandthus any changesduringtheapproachareimmediatelycaptured and theresultingdistance position andenergywithregardstotheremainingrunwaylength. Consequently, In theair,strengthofROPSisitsabilitytocontinuouslymonitoraircraft’s distance andremainingbraking Real-time computationofrealisticlanding • • • on-ground slowingdown(reversersandbraking),ROPS: decision-making processandthetimelyapplicationof To effectivelyguideandassistthecrewingo-around all availablemeansofslowing-down. assessed tooshort,ittriggersanalerttoencouragethecrewapplyandkeep detected landingdistanceavailable.Iftheavailableis an alerttoencouragethecrewgo-around. available. Ifthedetectedlandingdistanceavailableisassessedtooshort,ittriggers (last sectionofapproach)takingintoconsiderationthedetectedlandingdistance or theairportmappingdatabase(A350andA380). information includedintheterraindatabase(onA320Family,A330andA350) Performs areal-timeon-groundstoppingdistanceassessmentregardingthe Performs areal-timein-flightlandingdistanceassessmentduringtheshortfinal Automatically detectstheupcominglandingrunwayusinghighlyaccurate Runway OverrunPreventionSystem

-

15 FAST#55 Runway Overrun Prevention System

Creating a positive business case for operators with the ROPS risk management service

The wide adoption of safety-related technologies happens when a significant proportion of aircraft are equipped, which then creates a momentum within the industry. In the cases of the Terrain Awareness and Warning System (TAWS) and the Traffic Collision Avoidance System (TCAS) - two of the most important safety technological steps in over the past 20 years (see FAST 45 and 52) - the installation took several years and was initially highly subsidized by governmental agencies. In the case of ROPS, Airbus has looked for an innovative way to incentivize operators to adopt ROPS without relying on state subsidies but leveraging the value created by ROPS for the operators: less risk of runway excursions.

The ROPS Risk Management Service When one knows that runway excursions are the number one risk in terms of cost for insurances, it then becomes obvious that the reduction of this risk should translate into an insurance cost reduction for the operators installing ROPS on their aircraft. Airbus has consequently entered into an innovative partnership with Willis (insurance broker) and Allied World (insurance company) to develop the ROPS Risk Management Service which comprises: • The installation kit for ROPS including all required software and operational documentation to activate and operate ROPS function, • The supply of ROPS specific high quality and verified runway database updates, • The supply and the management by Willis Aerospace of a dedicated Hull, primary and A rated insurance policy which would indemnify the operator against hull loss directly resulting from a runway overrun at landing for amounts up to US$ 15,000,000 for a single-aisle aircraft or up to US$ 25,000,000 for a long-range aircraft. With the ROPS Risk Management Service, operators can negotiate on a case-by- case basis with their lead insurer or broker, a reduction of the insurance premium they pay as they are already insured against the risk of runway excursion and get a protection against the potential revision of their premium in case of overrun. This can create a positive business case for the installation of ROPS or at least alleviate significantly the cost of installation.

An A320 ROPS architecture

Terrain Awareness Display 20 20 & Warning System Management TAWS RWY10 TOO SHORT10 Flight Computer Management (DMC) Guidance Primary Flight Display Computer (PFD) (FMGC) Flight Flight Warning Augmentation Computer Computer (FWC) (FAC) 16 FAST#55 Runway Overrun Prevention System

ROPS – Available for all Airbus families

A320 Family and A330 Family status • Implementation throught software change mainly (retrofit can be done overnight) • Certified for A320 Family by EASA and FAA in 2013 • Certification for A330/A340 Family expected in 2015

A380 • Certified by EASA on October 15th 2009 • Selected on 77% of ordered/in-service A380s • Implementation through software change only • Coupled with Brake-To-Vacate (BTV) • Proven: no runway overruns in seven years of operations

A350 • Included in the basic entry-into-service configuration

CONCLUSION

ROPS (Runway Overrun Prevention System) is an Airbus technological invention able to mitigate the n°1 source of accidents and insurance claims. This system is able to continuously monitor the aircraft’s position and energy with regards to the remaining runway length and runway conditions, to effectively guide and assist the crew in the go-around decision-making process and the timely application of on-ground slowing down. ROPS is available for linefit or retrofit on all Airbus aircraft and is being developed for non-Airbus aircraft. 17 FAST#55 18 FAST#55 & tools GSE ­Airbus [email protected] AIRBUS GSE &ToolsSupportServicesEngineer Nicholas FENDALL [email protected] AIRBUS Head ofGSE&ToolsDesignEngineering Guillermo BATICON-RAMOS Article by(lefttoright) improve aircraftmaintenance. Now Airbusisbringingnewmaterials andtechnologiestothetoolingworldfurther with anapprovedprocedure. equipment, enablingnewtools andequipmenttobeusedformaintenancerepair In addition,AirbusGSEhasworked withmanufacturestotestandapprovealternative technical datadocumentation. solutions, tailoredtocustomers’specificrequirements,andcomplete withcustomised closely withairlines,transformingits“one-size-fits-allapproach” intoofferingturnkey Over recentyearsAirbus’GroundSupportEquipmentandTools teamhasworked New servicestoeaseaircraftmaintenance safety collarinCFRP The newlighterA380bodylandinggeardoor operations, aircraftmobilityandloadingoperations(forbothcargopassengers). The functionsgenerallyinvolveaircraftmaintenanceandrepair,groundpower maintenance andrepairpurposes,supportingtheaircraftoperationswhilstonground. at anairportormaintenancefacilityforservicingaircraftduringturn-around orfor Ground SupportEquipment(GSE),asitsnamestates,isthesupport equipmentfound The GSEportfolio accidental damagetotheaircraftissignificantlyreduced. to installitfromfiveone.Inaddition,withitsmuchlighterweight,thepotentialfor The proposedtoolisnoweasiertouseandreducesthenumberofmechanicsneeded kg. kgto9,4 Carbon FibreReinforcedPolymer(CFRP)reducingthetoolweightfrom25 A380 bodylandinggeardoorsafetycollarhasbeenmanufacturedforthefirsttimein robustness withergonomics,keepingsafetyinmind,areparamount.Forexample,the costs ofusingthetoolduringaircraftmaintenance.Criteriasuchascostefficiency, requesting costeffectivetools,consideringnotonlymanufacturingcosts,butthe criteria werecostofmanufacturingandrobustness.Nowadays,Airbus’customersare Traditionally, GSEandtoolsweremadeofheavy-dutymaterialsasthemaindesign Manufacturing heavypartsincarbonfibre Tailored tooldesigns • • • The GSEservicesofferedbyAirbusandToolsEngineeringarethefollowing:

operator’s needs in Airbustechnicaldocumentationoftools and supplyofcustomisedtoolsequipment Tool recommendations–arecommendationlistofrequiredtoolingbasedonthe Alternative andstandardtoolvalidationservice–thetest,approvalpublication Tailored toolservice–thedesign,test,publicationinAirbustechnicaldocumentation Airbus GSE&tools

19 FAST#55 20 FAST#55 • • • • • by Airbusinclude: GSE toolsdeveloped The “vortexkiller” Airbus GSE&tools set forA380. task 26-28-00-710-802A) check ofthefiringcircuit(AMM test boxforA380operational (MPD task256200-00005). deployment test Cover foruseduringslide/raft for non-NDTspecialists of compositematerials for Non-DestructiveTesting(NDT) engines Passenger dooradjustmenttool Fire ExtinguisherSystem(FES) A380 Fuselage&WingProtection The LineTool,apatentedtool Electrical hoistkitforchanging

with lessequipmentandinvestmentcanbeenvisaged. a single“vortexkiller”customisedtotheoperator’sfleet,significant benefits ranging fromsingle-aisletowide-bodyaircraft,inonesingle unit. Byoffering investigating thepossibilityofequipmentsuitableforseveral aircraft types, However, followingacustomerrequest,Airbus’GSE&Tools teamstarted aircraft typemeaningtheA320equipmentcanonlybeused on anA320. At present,the“vortexkillers”usedinAirbusaresizedspecifically foreach 200% higherincomparisontonormaltesting. GSE tool,theenginerun-uptestscanbeperformedincrosswind speedsupto enables asmootherenginerun-upwithlessvibration.Inaddition, byusingthis This “vortexkiller”inhibitsthenegativeeffectsfromgroundvortexand and A380tests. It iscommonlyusedinAirbus’HamburgenginetestfacilityforallA320Family To solvethisissue,Airbushasdevelopedandpatenteda“vortexkiller”. direction limitationswhenanaircraftistestedoutside. winds cancausethegroundvortextofluctuateimposingwindspeedand air intakethatcandisturbtheengineandcauseittostall.Inaddition,cross At highenginerun-upspeed,agroundvortexisformedleadingintothe a challengingtask. the groundtoengine,runninganengineathighpowercansometimesbe to performanenginerun-uptestongroundbut,duethecloseproximityof Following enginemaintenanceorduringtroubleshooting,itcanbenecessary Vortex killerforenginerun-up

-

friendly vacuumwastelinecleaningequipmentthatusesbiodegradablecitricacid. For example,Airbushasrecentlyworkedwithasuppliertoapprovenewenvironmentally- technically equivalent,reducingcostandtimewhenintroducingalternativeequipment. airlines tointernallyapproveandthenproveairworthinessauthoritiesthatthetoolis equipment. Byupdatingtheprocedureintechnicaldata,itreducesburdenon methods thatcanbefasterormoreefficient,whileprovidingagreaterchoiceof or SRM(StructureRepairManual)task.Thisalsobenefitsairlinesbyintroducingnew approved procedure,suchasinaformatofanAMM(AircraftMaintenanceManual) data. Thebenefitstotoolsuppliersarethattheequipmentcanbesoldwithan the toolisapprovedandprocedurepublishedwithanupdateintechnical tool andprocedureareanalysed,includingcompletionofatestonaircraft.Ifsuccessful, Consequently, Airbusnowoffersaservicetoapprovealternativetoolingforwhichthe a barriertothisnewequipmentbeingused. included inthemanuals,andnothavinganapprovedmaintenanceprocedurecanbe the marketordifferentsolutionsmightexistlocallytocustomerswhicharenot technical data.Sometimesyearslater,analternativesolutioncanbecomeavailableon tasks. Itmaybeequipmentfromasupplierthatisapprovedandincludedinthe During theinitialaircraftdevelopment,Airbusprovidestoolsolutionsformaintenance Alternative andstandardtoolvalidation Torque multipliertool

• AeroControlex: • • • • • alternative toolvalidations Some examplesofother with ozone potable watersystem,disinfection equipment vacuum wastelinesystemcleaning Portable DataLoaders(PDL) re-boring tool A320 retractionactuator maintenance jacks magazine) following articleinthisFAST engines onlargeaircraft(see inflatable maintenanceshelterfor Cee-Bee, CelesteandTest-Fuchs: Teledyne andTechSAT: Air NewZealand: Langa andDédienneAérospace: J. B.Roche(Manufacturing)Ltd:

Airbus GSE&tools

21 FAST#55 22 FAST#55 the GSEatrighttime,throughoutaircraft’slife-cycle. of helpingairlinestooptimisetheirtoolinvestmentplanningbypurchasing or theentry-into-serviceofnewaircraft.Thisalsohasaddedadvantage right time,andtohelpcustomersprepareforspecificmaintenanceevents This hasthebenefitofensuringthatcustomershaverighttoolat what toolingisneededandwhentheywillrequireit. ’s maintenanceconceptandpurchaseorleasepolicy,toadvise Airbus canthenfilter,basedontheairline’sfleet,aircraftutilisation, the Tool &EquipmentManual(TEM)toidentifyallthetooling.Fromthislist, Maintenance Manual(AMM),PlanningDocument(MPD)and technical documentation,linkinginformationtogetherfromtheAircraft The recommendationisalistofrequiredtoolingcomplyingwithAirbus’ required basedonaparticularairline’sfleetand/orspecificneeds. Through thetoolrecommendations,Airbusadviseswhatequipmentis Tool recommendations dedicated toGSE,ontheAirbusWorldportalinnearfuture. and theintentionistomakethisavailable,togetherwithacockpit technology demonstratoriscurrentlyinitsfinaldevelopmentstage and understandingthemaintenancetasks.Theaugmentedreality This willhavethebenefitofsignificantlyreducingtimeforinterpreting and verifytheequipmentisinstalledappropriately. enable themaintenanceteamstoseewheretheyareinprocedure, without markers,andoverlayananimationofthetoolinginstallationto The applicationisabletorecognisetherealworkingenvironment, 3D animations,theaircraftmaintenanceinstructionsandGSEguides. for tabletsthatintegrateshighquality3Ddataoftheaircraftandtooling, Airbus hasdevelopedanaugmentedrealitytechnologydemonstrator New technology-augmentedreality Augmented realitydemonstrator Airbus GSE&tools

Maintenance Hours/year Aircraft Manual (AMM) Flight Tool recommendations Maintenance Document Planning (MPD) Fleet MSN & Equipment Manual (TEM) Tool systems (seearticleinFAST#52). only threeengineersasopposedtoeightneededfortraditionalbootstrap The kitallowsenginestobepositionedwithextremeprecisionandneeds The electricalhoistkitwasdevelopedbyAirbustoeaseenginechanging. CONCLUSION • For furtherinformationonGSE&toolsshowninthisarticle: For [email protected] approved procedureintheAirbustechnicaldocumentation. can beintroducedandsoldasvalidatedonAirbusaircraftwith an With theservicesnowofferedtoGSEmanufactures,newequipment documentation foritsuseonaircraft. solution, testedonaircraftandprovidedwithapprovedtechnical By offeringtailoredtoolservices,Airbuscanofferacompletetooling their maintenanceandreducedirectcosts. Airbus GSEandToolsserviceshaveproventohelpairlinesoptimise • • • Jean-Marc HERAL [email protected] José-Miguel VIZARRO-TORIBIO [email protected] Daniel [email protected] Eric [email protected] torque multipliertoolandelectricalhoistkit A380 bodylandinggeardoorsafetycollar, Tool recommendations Augmented reality Vortex killer

Airbus GSE&tools

23 FAST#55 24 FAST#55 [email protected] AIRBUS GSE Designer Eric RIVIERE Article by Equipment (GSE) Ground Support Example ofAirbus Article title

for engine Inflatable tents maintenance for theircustomers. and toolmanufacturerknow-howtovalidateoffera“ready-made” solution Following anintensethreemonthsofcollaborativework,Airbus hasuseditsaircraft the aircraftisblockedoutside. solution toperformfleetmaintenancetaskswhenahangaris notavailableand/or Airbus GSEandToolsdepartmentwasaskedtofindaquick, effectiveandlowcost hangar spaceisavailable. customers thatarelocatedinregionswithextremeweatheroften havetowaituntil conditions, andwhiletheycansometimesbeperformedoutside ontheapron, Ideally enginemaintenancetasksneedtobeperformedindry,temperate,comfortable unscheduled enginemaintenanceduetothelackofavailabilityhangarspace. Airbus CustomerServiceshasrecentlynoticedanincreaseindelaysconcerning Bringing apronmaintenanceindoors

“A comfortable “A comfortable conditions”. weather with extreme even inregions environment, and safeworking

for thatpurpose. place byplacingballast,suchaswatercontainersorsandbags,ontheskirtsprovided conditioning) systemthatcanbeusedonallAirbusaircraftengines.Thetentiskeptin The kitcomprisesaninflatabledometentandHVAC(heating,ventilating,air optimal environmentalconditionsanywhereintheworld. The solutionconsistsofaninflatabletentenabling“indoor”enginemaintenancewith The solution comfort fortheirmaintenance. installed aroundlandinggear,mainfuselageanddoorstoofferasimilarlevelof Airbus GSE&Toolsdepartmentisinvestigatingothershelteringsystemsthatcanbe long-range Airbusaircraft(A330,A340,A350andA380). The tents,whichwereinitiallyvalidatedforwide-bodyaircraft,arenowavailableall • Asafeandcomfortableworkingenvironment • Oil,acidandhydraulicfluidresistantmaterial • Provisionforanchorage,eithermechanicallyorusingballast • Quickassembly,installationandremoval • Weatherproof • Lightweightandmanoeuvrable(itcouldevenbestowedontheaircraft) The mainfeaturesare: activities whatevertheenvironmentalconditionsreducingcostandsavingtime. Inflatable tentsallowcustomersorAirbusworkparties,toperformingheavymaintenance Features hangar fees. available hangarspace-reducingAircraftOnGroundtimebutcanalsoavoidcostly The addedvalueforthecustomeristhatnotonlydotheynolongerhavetowait hangar totheaircraft,ratherthanaircrafthangar. The systemeffectivelyallowsmaintenanceteamstoworkanywhere,bringingthe Inflatable tentsforenginemaintenance

25 FAST#55 26 FAST#55 Inflatable tentsforenginemaintenance and installanentireengine. developed byAirbustoremove the electricalhoistkit(seeFAST52) but alsoallowthepossibilityofusing the engineandabovepylon, not onlyallowittobepulledaround inflatable enginemaintenancetent The openingenddoorsofthe compatible Electrical hoistkit

For moreinformationcontactthe AirbusGSE&Toolsfrontdesk:[email protected] comfortable workingenvironment. Itseaseandavailablityallowaircrafttonotbegrounded anylongerthannecessary. This quick-to-installshelterisespecially appreciatedinregionsofsevereweatherconditions whereitprovidesasafeand department hasdeveloped,incollaborationwithJ.B.Roche(Manufacturing) Ltd,aninflatablemaintenancetent. To provideaquick,lowcostsolutiontolackofhangarspace forunscheduledenginemaintenance,AirbusGSE&Tools • • • • • • • • Main characteristics Inflatable tentsforenginemaintenance CONCLUSION Maximum windspeed:30knots(ballasted) Blower dimensions:50x4060cm Shelter dimensions(packed):150x100cm Blower weight:22kg Shelter weight:140kg Removal andstowingtime:10minutes(4crew) Installation time:5minutes(4crew) Operating temperature:-40°Cto+60°C Inflatable tentsforenginemaintenance

27 FAST#55 28 FAST#55 [email protected] AIRBUS Head ofMaintenanceProgrammesEngineering Christian DELMAS Article by Maintenance programmesandplanning requirements maintenance Scheduled Review Board Review Board GLOSSARY Airworthiness Airworthiness Maintenance Maintenance MANUFACTURER Limitation Limitation Section Section Report Report MRBR MRBR ALS ALS MRBR MRBR MRBR MRBR MRBR ALS ALS ALS ALS ALS A glossaryofaccronyms andtermscanbefound onpage37torefreshyour memory. and familiaritywith basicmaintenancetermsis expected. The definitionsshownhereuse abbreviationsandaccronymsforsmootherreading, setting themandbywhichfactorstheyareinfluenced. programmes andplanningare,whoisresponsiblefor The purposeofthisarticleistoclarifywhatmaintenance maintenance resources. maximising fleetavailabilityandoptimizingairlines’ at ensuringcontinuedairworthinesswhileallthetime Maintenance programmesandplanningactivitiesaim Maintenance Maintenance Document Document Planning Planning MPD MPD MPD MPD MPD MPD MPD OMP Maintenance OMP OMP OMP OMP Operator Program OMP Maintenance Programme Operator OPERATOR OMP Maintenance Planning Maintenance Planning

Review Board Review Board Airworthiness Airworthiness Maintenance Maintenance MANUFACTURER Limitation Limitation Section Section Report Report MRBR MRBR ALS ALS *Maintenance SteeringGroup Limitation Section(ALS)andtheMaintenanceReviewBoardReport(MRBR). A350 andA380)severaldocumentsaredeveloped,theprimaryonesbeingAirworthiness In practice,foragivenaircraftprogramme(e.g.A300/A310Family,A320A330,A340, compliance withregulatoryrequirementsassociated“InstructionsforContinuedAirworthiness”. Scheduled maintenancerequirementsaredevelopedbyaircraftmanufacturerstodemonstrate Manufacturer maintenancerequirements MRBR MRBR MRBR MRBR MRBR ALS ALS Part1 Airworthiness ALS ALS ALS ALS Maintenance Maintenance Limitation Document Document Planning Planning Safe life Items MPD MPD EASA/FAR regulations25-571 STRUCTURE Fatigue analysis MPD MPD and providedbythe First thingsfirst,let’sstartbyreviewingwhatisdeveloped MPD MPD MPD OMP Maintenance OMP OMP OMP Fail safe-damage tolerance analysis OMP Operator Program Damage tolerant Limitation Items ALS Part2 OMP Airwortiness Maintenance Programme Operator (ALI) OPERATOR OMP Maintenance Airworthiness Directives. in theTypeCertificate DataSheetandsubsequent revisionsareusuallymandated by are nottobeexceeded,unless otherwisespecified.Thesedocumentsarereferenced for theworldwidefleetagiven aircraftprogramme.Quotedthresholdsandintervals These documentsarenotcustomized toagivenfleetbutprovideenveloperequirements assessment, etc.)developedin theframeofTypeCertification(TC)activities. from quantitativeanalyses(e.g. fatigueanddamagetoleranceanalysis,systemsafety Cycles (FC)orcalendartimes(days,monthsyears)).Thetasks andintervalscome and/or intervalsexpressedintherelevantusageparameter(Flight Hours(FH),Flight The documentslist,perATAchapter,maintenancetasksand associatedthreshold ALS Part5 ALS Part4 ALS Part3 ALS Part2 ALS Part1 The AirworthinessLimitationSectioncomprisesstandalonedocumentssuchas: Airworthiness LimitationSection Planning Maintenance MANUFACTURER Planning safety assessment MSG*-3 analysis

Requirements ALS Part3 Maintenance Certifcation Certification MaintenanceRequirements Fatigue &damagetolerantAirworthinessLimitationItems Safe lifeAirworthinessLimitationItems Fuel AirworthinessLimitations(FAL) System EquipmentMaintenanceRequirements(SEMR) (commonly referredtoasCMR) (commonly referredtoasALI) (commonly referredtoasLifeLimitedParts(LLP)) System (CMR) EASA/FAR regulations25-1309 + SYSTEMS System lifelimits MSG*-3 analysis . System safety ALS Part4 Requirements Maintenance component evaluation Equipment System (SEMR) + + Scheduled maintenancerequirements

ALS Part5 regulations 981 safety analysis Airworthiness Limitations EASA/FAR FUEL Fuel tank (FAL) Fuel

29 FAST#55 Review Board Review Board Airworthiness Airworthiness Maintenance Maintenance MANUFACTURER Limitation Limitation Section Section Report Report MRBR MRBR ALS ALS

30 FAST#55 Maintenance ReviewBoardReport system/structure. planning. Theusageparameterdependsonthedegradationmodeofanalysed time, FlightHours(FH)orCycles(FC))thusallowinggreaterflexibilityintheir assessment andareexpressedwiththemostappropriateusageparameter(calendar For severalyearsnow,intervalshavebeendevelopedaccordingtoanengineering harmonized in“letterintervals”suchaschecksA,C,etc. block maintenanceconceptswhichexplainsthereasonwhysomeintervalswere by planningconsiderations(andnotonlytechnicalones).Operatorstypicallyused In thepast,aselectionofmaintenanceprogrammeintervalswashighlyinfluenced with associatedintervals. The MRBRisalistofmaintenancerequirements(tasks) by theauthorities. The ISC’sobjectiveistodevelopandmaintainanefficientMRBRgetitapproved owners/operators, authoritiesandmajorvendorsformtheISC. of theaircraftmanufacturer(knownasTypeCertificateHolderorMRBapplicant), operator representative,developsandkeepstheMRBRup-to-date.Representatives For agivenproject(e.g.A350),theIndustrySteeringCommittee(ISC),chairedbyan back, etc. new technologies,lessonslearntfromimplementation,in-serviceexperiencefeed basis toadapttheprocessandmethodanevolvingcontext:newregulations, Aircraft manufacturers,airworthinessauthoritiesandoperatorsmeet on aregular This processreliesonamethoddevelopedandmaintainedbytheindustry:MSG-3. The MRBprocessisrecognizedandsupportedbythemajorairworthinessauthorities. availability andmaintenancecosts. qualitative assessmentfocusingnotonlyonaircraftsafetybutalso The MRBRiscomplementarytotheALSbecause,unlikeALS,itfollowsa suppliers orvendors;referredtoastheMRBprocess. owners/operators, airworthinessauthorities,theaircraftmanufacturer andmajor Unlike theALS,MRBRisdevelopedaccordingtoaprocesswhichinvolves Scheduled maintenancerequirements MRBR MRBR MRBR MRBR MRBR ALS ALS ALS ALS ALS Maintenance Maintenance Document Document Planning Planning MPD MPD MPD MPD MPD MPD MPD OMP Maintenance OMP OMP OMP OMP Operator Program OMP Maintenance Programme Operator OPERATOR OMP Maintenance Planning Maintenance Planning

-

Review Board Review Board Airworthiness Airworthiness Maintenance Maintenance MANUFACTURER Limitation Limitation Section Section Report Report MRBR MRBR ALS ALS means tooptimizemaintenancetasks. Without operators’data,manufacturersdonothavethe known intheindustryasIP44. on thevolumeandqualityofcollecteddata.Theruleis rule formaintenancetaskoptimization,whichmainlyrelies Since 2007,authoritieshaveimposedonmanufacturersa utilisation, aircraftconfiguration,age,etc. manufacturer fromdifferentoperatorenvironments,aircraft relies onscheduledandunscheduleddatacollectedbythe Optimization ofmaintenanceprogrammeintervalsessentially programmes moreefficient. at severalopportunities,renderingoperatormaintenance manufacturers havemanagedtooptimizetaskintervals in awaythatisbeneficialtotheoperator.Most feedback, thereisgoodpotentialtooptimizeintervals conservative. Consequently,fromanalysingin-service Regarding theMRBR,initialintervalsareoftenquite • • Configurationchanges(aircraftmodifications) • major triggersforamaintenanceprogrammerevision: date allalongtheprogrammelife.Thereareactuallythree Certification (TC).ALSandMRBRhavetobekeptup-to- ALS andMRBRaredevelopedintheframeofinitialType for revision/evolution Manufacturer maintenancerequirements Special attentionshouldthusbepaidwhencomparingMPDsbetweenaircraftfromdifferentmanufacturers. documentation whereasotheraircraftmanufacturersmayconsidertheMRBRonly,orandALS. manufacturers. InthecurrentAirbusMPD,allrepetitivescheduled maintenance requirementsareconsolidatedwiththesource As thecontentofMPDisnotdefinedbyanindustrystandard,there aredifferentMPDconceptsdependingontheaircraft man-hours, elapsedtime,requiredskills,etc.). The MPDalsocontainsadditionalinformationtohelpoperatorsintheorganizationofmaintenance(e.g.accessinformation, the AircraftMaintenanceManual(AMM). maintenance programmeandplanning.Itestablishesthelinkbetweenrequirementsprocedureslistedin The MPD,whichispartofthemanufacturer’stechnicaldocumentation,aimsathelpingoperatorsinpreparationtheir consolidation ofmaintenancerequirementscomingfromotherdocuments(socalled“sources”)suchastheALSorMRBR. Unlike theALSorMRBR,MPDisnotimposedbyregulations.Theanon-approveddocumentandrepository/ Maintenance PlanningDocument MRBR In-service experiencefeedback Regulation changes MRBR MRBR MRBR MRBR ALS ALS ALS ALS ALS Maintenance Maintenance Document Document Planning Planning MPD MPD MPD MPD MPD MPD MPD OMP Maintenance OMP OMP OMP OMP Operator Program OMP Maintenance Programme Operator OPERATOR OMP Maintenance Planning

Maintenance

Planning

summary Manufacturer maintenancerequirement • • • • The documents: developed accordingtoquantitativeandqualitativeanalyses. in multipledocuments(e.g.ALSparts,MRBR,etc.)and The manufacturermaintenancerequirementsarepublished by ATAchapter or operator’sfleet customized toagivenManufacturerSerialNumber(MSN) and coverallpossibleconfigurations.Theyarenot and accordingtoindustrystandards(e.g.MSG-3) instructions forcontinuedairworthinessregulations Provide alistofmaintenancerequirementssorted Envelope theentirefleetforagivenprogramme Are approvedbythecertificationauthorities Are developedtodemonstratecompliancewith Scheduled maintenancerequirements

31 FAST#55 Review Board Review Board Airworthiness Airworthiness Maintenance Maintenance MANUFACTURER Limitation Limitation Section Section Report Report MRBR MRBR ALS ALS

32 FAST#55 It is The OperatorMaintenanceProgramme isapprovedbytheoperator’sNAA. to proceduresagreedwiththeir NAA. have thepossibilitytodeviatefrompublishedrequirements according requirements applicabletotheirfleet.However,regardingthe MRBR,operators Unless otherwisespecified,operatorscannotdeviatefromthe ALSandAD • • • maintenance programme,thisnumberisreducedtoapproximately 1,000tasks: A321 models,versions,configurations.Customizedataircraft levelinanoperator’s Family MPDlistsabout3,000maintenancerequirementsforallA318/A319/A320/ The OMPgenerallycontainsfarfewertasksthantheMPD.Forexample,A320 that apply. tasks applicabletotheirfleetand,moreimportantly,notmissanyrequirements that operatorsimplementathoroughaircraftconfigurationmanagementtoonlyselect requirements issuedsinceitspublicationarenotoverlooked.Itisessentialtoensure The MPDcanbeusedasasourceforallthreegroupsbutitmustensuredthat • • • The OMPshalllistallrequirements: Certificate (AOC)fromitsNAA. requirements. OMPisaprerequisiteforanoperatortoobtainAirOperator according toNationalAirworthinessAuthorities(NAA)continuingairworthiness OMP developmentisundertheresponsibilityofoperatoranddeveloped “maintenance programme”mayalsobeunderstoodasschedule”. Airworthiness MaintenanceProgramme(CAMP).Withinthisdocument,theterm OMP mayalsobereferredtoasAircraftMaintenanceProgramme(AMP)orContinuous Programme Operator Maintenance MRBR Scheduled maintenancerequirements MRBR MRBR MRBR MRBR in thelocaloperationalenvironment. provided theoperator’sengineeringofficeconsidersthemtobeeffective (e.g. MRBR,ALSorspecificproceduresapplicabletotheoperator’sfleet). Coming fromanyaircraftSupplementalTypeCertificate(STC) Coming fromtheoperator’sin-serviceexperience Imposed bytheoperator’sNAAandnationallaws Coming fromAirworthinessDirectives(AD) Coming fromthemanufacturer’srecommendations(e.g.SB,SILandOIT) Coming fromthemanufacturer’sregulationcompliancedocumentation ALS ALS ALS ALS ALS Maintenance Maintenance ‘the’ Document Document Planning Planning MPD MPD referenceforthemaintenance oftheaircraft. MPD MPD MPD MPD MPD Now, let’sseewhathappensonthesideofOPERATOR OMP Maintenance OMP OMP OMP OMP Operator Program OMP Maintenance Programme Operator OPERATOR OMP Maintenance Planning Maintenance Planning

Review Board Review Board Airworthiness Airworthiness Maintenance Maintenance MANUFACTURER Limitation Limitation Section Section Report Report MRBR MRBR ALS ALS • • • This would: exactly atitsquotedinterval. nance programmetask(fromtheOMP) for anoperatortoperformeachmainte This isthereasonwhyitnotrelevant sub-contracted. availability foroperations.Inaddition,operatorsalsohavetoensureoptimizedutilizationofavailableresources,whetherinternalor Considering thatanaircraftgeneratesvaluewhileflyingandcostsontheground,itisessentialtoensureamaximumircraft Planning theaccomplishmentoftasks MRBR remote stations) at differentlocations(mainbaseand for eachtaskaccomplishment interruptions Require availabilityofmeans/resources Require asurplusofmeans/resources Generate toomanyoperational MRBR MRBR MRBR MRBR ALS ALS ALS ALS ALS Maintenance Maintenance Document Document Planning Planning MPD MPD MPD MPD MPD MPD MPD OMP Maintenance OMP OMP OMP OMP Operator Program OMP Maintenance Programme Operator OPERATOR OMP - Maintenance Planning check intervalsatmanufacturermaintenancerequirementslevel. exercise performedatoperatorlevel.Itisevenlessrelevanttotalkaboutmaintenance intervals atmaintenanceprogrammelevel:ch options mayexist.Thisalsomeansitisnotrelevanttotalkaboutmaintenancecheck Consequently fromthesamemaintenanceprogramme,severalplanning • • • • • • • consideration: Task packagingisatypicalplanningexercisewhichtakesmanydifferentparametersinto tasks intomaintenanceevents,alsoreferredtoaschecks. maintenance. Todoso,theyhavetopackagetheaccomplishmentofmaintenance This isalsothereasonwhyoperatorshavetoorganize/scheduletheiraircraft/fleet Airline policy in terms of system or structure modifications (SB embodiment which may Airline policyintermsofsystemorstructuremodifications(SBembodimentwhichmay Airline policyintermsofcabinrefurbishing(whichgeneratesaircraftgroundtimeduring Aircraft age-themoreaircraftagestasksthereare,associatedwith Means associatedtothemaintenancetaskaccomplishment-sometasks(mainly Manpower andhangaravailability-sometaskscanbeperformed“ontheline” Aircraft operationalavailability-someoperatorsoperatetheiraircraftinasimilarway Aircraft utilizationsuchasFHandFCperyear also imposeaircraftgroundtimeopportunitiesformaintenance) which maintenancetaskscanbeperformed) potential fatigueorcorrosiondegradationrequiringheavieraccess structure inspections)mayrequireheavyaccess access,taskduration,etc.)havetobeperformedinahangar -, 22 page whereas some others(e.g.duetotheneedforgroundsupportequipment-seearticle utilization isreducedthusofferingmoreopportunitiesformaintenance Conversely, othersexperiencepeakandlowseasons.Duringtheseasons,aircraft throughout theyearduringwhichverylimitedopportunityformaintenanceexists. Maintenance Planning Scheduled maintenancerequirements eck isapureplanning

33 FAST#55 34 FAST#55 nance checks(typicallywithasixyearinterval). performed overnight)inbetweenintermediatemainte tasks areperformedduring“light”events(thatcanbe organized theirmaintenanceinsuchawaythatthe utilization ofresources,someoperatorshavealso and lookingformaximumaircraftavailability Extending theconceptofsemi-equalized Typical fullyequalizedcheckconcept repetitive AchecksorCchecks. manpower needsandaircraftgroundtimebetween availability, someoperatorshavemanagedtobalance In ordertobettermanagemanpowerandaircraft Typical semi-equalizedcheckconcept etc., checksaredifferent,aswellC1,C2,etc.checks). different workloadoraircraftgroundtime(typicallyA1,A2,A3, content ofeacheventmayvarysignificantly,thusgenerating checks). Checksaredistributedwiththesameintervalbut checks) andheavymaintenancechecks(typically12-year (typically Ccheck),intermediatechecks6-year Tasks aredistributedinsocalledlinechecks,basechecks Typical blockcheckconcept may developdifferentmaintenanceplanningscenarios: From thesamemaintenanceprogramme,differentoperators Scheduled maintenancerequirements such amaintenanceplanningconcept. are examplesofconditionsto be fulfilledtoimplementandgetmaximumbenefitfrom deferred items,ayoungfleetor intensive/regularaircraftoperationthroughouttheyear, A stablefleetconfiguration,athorough managementofMinimumEquipmentList(MEL) performed overnightwhenaircraft isavailable. without interruptioninbetweensixyearintervalchecks.Maintenance checksare availability andsubsequentlypotentialrevenues:aircraftcan be operatedonadailybasis (spare partsandmeansavailableatlinestations)butalsogenerates moreaircraft generate additionalmaintenancecosts(sameaccessopened moreoften),logistics Such aconceptcertainlygeneratesmoreintensemaintenance planningexercise,may

WORKLOAD WORKLOAD WORKLOAD WORKLOAD 1 1 1 1 2 2 2 2 A checkequalized+C 3 3 3 3 4 4 4 4 5 5 5 5 A andCcheckfullyequalized 6 6 6 6 7 7 7 7 8 8 8 8 9 9 9 9 A checkequalized 10 10 10 10 11 11 11 11 12 12 12 12 13 13 13 13 14 Block 14 14 14 EVENTS EVENTS EVENTS EVENTS 15 15 15 15 16 16 16 16 17 17 17 17 18 18 18 18 19 19 19 19 - 20 20 20 20 21 21 21 21 22 22 22 22 23 23 23 23 24 24 24 24 25 25 25 25 WORKLOAD WORKLOAD WORKLOAD WORKLOAD 26 26 26 26 A1 27 27 27 27 1 1 1 1 1 1 1 1 A2 2 2 2 2 28 28 28 28 2 2 2 2 A checkequalized+C A checkequalized+C 3 3 3 3 3 3 3 3 29 29 29 29 A3 4 4 4 4 4 4 4 4 30 30 30 30 5 5 5 5 5 5 5 5 31 31 31 31 C1 A andCcheckfullyequalized A andCcheckfullyequalized 6 6 6 6 6 6 6 6 32 32 32 32 C2 7 7 7 7 7 7 7 7 8 8 8 8 8 8 8 8 6-year check 9 9 9 9 9 9 9 9 A checkequalized A checkequalized 10 10 10 10 10 10 10 10 11 11 11 11 11 11 11 11 12 12 12 12 12 12 12 12 13 13 13 13 13 13 13 13 14 Block 14 14 14 14 14 14 14 Block EVENTS EVENTS EVENTS EVENTS EVENTS EVENTS EVENTS EVENTS 15 15 15 15 15 15 15 15 16 16 16 16 16 16 16 16 17 17 17 17 17 17 17 17 18 18 18 18 18 18 18 18 19 19 19 19 19 19 19 19 20 20 20 20 20 20 20 20 21 21 21 21 21 21 21 21 22 22 22 22 22 22 22 22 23 23 23 23 23 23 23 23 24 24 24 24 24 24 24 24 25 25 25 25 25 25 25 25 26 26 26 26 26 26 26 26 A1 A1 27 27 27 27 27 27 27 27 A2 A2 28 28 28 28 28 28 28 28

29 29 29 29 29 29 29 29 A3 A3 30 30 30 30 30 30 30 30 31 31 31 31 31 31 31 31 C1 C1 32 32 32 32 32 32 32 32 C2 C2 6-year check 6-year check Scheduled maintenance requirements

Some A320 Family operators have implemented such maintenance planning concepts, as the A320 maintenance programme has demonstrated a high level of flexibility to adapt to any maintenance planning concept. In particular, for a fleet of young aircraft, with in-between six year checks there are no single tasks that impose aircraft ground time longer than an overnight stop. It is certain that if any single maintenance programme task imposes significant aircraft ground time or requires high manpower/important means (typically a structure inspection with heavy access), such a concept is not achievable. From this experience, it could correctly be said that there is no “C” check on the A320! This would however apply only to those operators that have gone to a fully equalized concept. The fact that such a concept is achievable is due to the flexibility of the maintenance programme. This implies that any other semi equalized or block check solution is also achievable if this is desired by the operator.

Out of phase tasks When developing the maintenance plan from the maintenance programme, operators are exposed to maintenance tasks whose intervals do not fit with the maintenance checks. They are referred to as “out of phase” or “drop-out” tasks and can be performed either in an earlier check package or managed individually as long as access, required means, etc., allow it. As such, when comparing maintenance check intervals it is also important to understand the ratio of associated out of phase tasks.

Examples of out of phase tasks

120

100 Reference programme 80 As an example, the chart to the right represents the number of maintenance programme tasks (typical C 60 check candidates) as a function of the associated FH interval (fictitious programme). 40 Number of tasks

20

0

0 2,000 4,000 6,000 8,000 10,000 Packaging of FH tasks Flight Hours interval From the same programme, different operators can package FH tasks differently:

6,000 Flight Hours compared to 7,500 Flight Hours maintenance check maintenance check

120 120

100 100

80 80 45% 60 60 22% drop outs 40 drop outs 40 Number of tasks

20 20

0 0

0 2,000 4,000 6,000 8,000 10,000 0 2,000 4,000 6,000 8,000 10,000 Flight Hours interval Flight Hours interval

This demonstrates that from the same maintenance programme, the definition of the maintenance check interval can be communicated as “6,000 FH C check” or “7,500 FH C check”. 35 FAST#55

120

100

80

60

40 Number of tasks

20

0

0 5 10 15 20 25 30 35 40 Calendar interval - months

24 months 30 months compared to maintenance check maintenance check

120 120 54% drop outs

100 100

80 80

60 60

40 40 Number of tasks 2% drop outs 20 20

0 0

0 5 10 15 20 25 30 35 40 0 5 10 15 20 25 30 35 40 Calendar interval - months Calendar interval - months 120

100

80

60

40 Number of tasks

20

0

0 2,000 4,000 6,000 8,000 10,000 Flight Hours interval

6,000 Flight Hours compared to 7,500 Flight Hours maintenance check maintenance check

120 120

100 100

80 80 45% 60 60 22% drop outs 40 drop outs 40 Number of tasks

20 20

0 0

0 2,000 4,000 6,000 8,000 10,000 0 2,000 4,000 6,000 8,000 10,000 Flight Hours interval Flight Hours interval

Scheduled maintenance requirements

120

100 Packaging of calendar tasks 80 Similarly, from the same initial maintenance

programme, we can identify tasks whose 60 interval is calendar: 40 Number of tasks

20

0

0 5 10 15 20 25 30 35 40 Calendar interval - months From the same maintenance programme, different operators can package calendar tasks differently: 24 months 30 months compared to maintenance check maintenance check

120 120 54% drop outs

100 100

80 80

60 60

40 40 Number of tasks 2% drop outs 20 20

0 0

0 5 10 15 20 25 30 35 40 0 5 10 15 20 25 30 35 40 Calendar interval - months Calendar interval - months

This also demonstrates that from the same maintenance programme, the definition of the maintenance check interval can be communicated as: 24 months C check or 30 months C check. In his example, it is obvious to say that a 24-month C check is a more pragmatic proposition. The same principle applies to the FC tasks.

Global packaging Additionally, in terms of planning it is essential to consider FH, FC Special attention should be paid when comparing and calendar related maintenance programme tasks. From the aircraft scheduled maintenance information same programme (as per the two examples mentioned above) (task intervals, maintenance checks, etc.). the planning exercise has to conciliate the FH, FC and calendar The flexibility offered by the manufacturer intervals. This means that for task packaging, the annual aircraft maintenance requirements is a more appropriate utilisation is a key parameter: a 6,000 FH task will be packaged comparison as it indicates which kind of planning with a 24 months task if the aircraft operates 3,000 FH/year. solutions an operator could select to better adapt Higher aircraft utilisation will make that the 6,000 FH tasks to their operations. become due before 24 months. For example, the A320 Family maintenance Consequently, from the above mentioned example, a “30 months requirements have demonstrated a high level C check” is only achievable if the aircraft flies no more than 3,000 of flexibility, allowing operators to develop FH/year (to permit packaging of the 7,500 FH tasks at 30 months) a maintenance planning that best fits their and information regarding the accomplishment requirements of the operations. out of phase tasks (drop out) is understood, and also if there are no tasks at 6,000 FH or 24 months that impose a significant aircraft ground time. 36 FAST#55 CAMP AOC AMP ALS ALI AD Glossary ofmaintenancevocabularyabbreviations FH FC FAL ETOPS DSG CMR CMP Continuous AirworthinessMaintenanceProgramme Air OperatorCertificate Aircraft MaintenanceProgramme Airworthiness LimitationSection Airworthiness LimitationItems Airworthiness Directive Flight Hour Flight Cycle Fuel AirworthinessLimitations Extended-range Twin-engineOperationPerformance Design ServiceGoal Certification MaintenanceRequirements Configuration MaintenanceProcedures Diversion Operation(ETDO) Standards - For furtherinformation onAirPl@nservicescontact [email protected] • • • • • • (refer toAirbusCustomerServices’e-Catalogue): Airbus alsooffersthefollowingscheduledmaintenanceservices as partofitsAirpl@nsuite (refer toAirbusCustomerServices’e-Catalogue).Forfurther [email protected] Airbus alsoproposesScheduledMaintenanceProgramme (SMP)seminars For furtherinformationaboutAirbusscheduledmaintenancecontactsched.maint@airbus.com Airbus support&assistance FAST 38(July2006):TheA380maintenanceprogrammeisborn FAST 31(December2002):Lessmaintenance,lesscost FAST 10(July1990)Maintenanceprogrammedevelopment www.airbus.com/support/publications/ Previous FASTarticlesonmaintenanceprogrammes and optimizationplanning Clock resettingservicemaintenance programmecustomization, maintenanceprogramme Assessment tobridgetheaircraft maintenanceprogrammeand planning Provisioning listofmaterialresources forthemaintenanceprogramme Maintenance packagespreparationthroughprovisionoftask and jobcards Initialization andoptimizationofcorrespondingmaintenance planning Development, amendmentandoptimizationofcustomized maintenanceprogramme now referredtoasExtendedTime

TCDS TC STC SIL SEMR SB OMP OIT NAA MSG MRBR MPD LLP ISC

Type CertificationDataSheet Type Certification Supplemental TypeCertificate Service InformationLetter System EquipmentMaintenanceRequirements Service Bulletin Operator MaintenanceProgramme Operator InformationTransmission National AirworthinessAuthority Maintenance SteeringGroup Maintenance ReviewBoardReport Maintenance PlanningDocument Life LimitedParts- Industry SteeringCommittee

Scheduled maintenancerequirements safe lifeALI

37 FAST#55 FAST from the PAST There wouldn’t be any future without the experience of the past.

“Now let’s see... this part goes here... it is assembled with that one, which is then attached to that one which goes underneath the upper part…”. These engineers assembling the U 12 Flamingo in Augsburg (Germany) 1928, would never in their wildest assembly line dreams, imagine that in less than a century, 3D-printing (see FAST article page 4) would allow complex components to be built in one single part. Photos courtesy of EADS Corporate Heritage 38 FAST#55 We’ve got it covered Around the clock, around the world, Airbus has more than 240 field representatives based in over 110 cities

WORLDWIDE TECHNICAL, MATERIAL & LOGISTICS TRAINING CENTRES Tel: +33 (0)5 6719 1980 Airbus Technical AOG Centre (AIRTAC) Airbus Training Centre Fax: +33 (0)5 6193 1818 Tel: +33 (0)5 6193 3400 Toulouse, France Fax:+33 (0)5 6193 3500 Tel: +33 (0)5 6193 3333 USA/CANADA [email protected] Fax: +33 (0)5 6193 2094 Tel: +1 703 834 3484 Fax: +1 703 834 3464 Spares AOG/Work Stoppage Airbus Maintenance • Outside the Americas: Training Centre CHINA Tel: +49 (0)40 5076 4001 Hamburg, Germany Tel: +86 10 8048 6161 Ext. 5020 Fax: +49 (0)40 5076 4011 Tel: +49 (0)40 7438 8288 Fax: +86 10 8048 6162 [email protected] Fax: +49 (0)40 7438 8588 • In the Americas: Airbus Training Centre Americas FIELD SERVICE SUPPORT Tel: +1 70 3729 9000 Miami, Florida - U.S.A. ADMINISTRATION Fax: +1 70 3729 4373 [email protected] Tel: +1 305 871 3655 Tel: +33 (0)5 6719 0413 Fax: +1 305 871 4649 Fax: +33 (0)5 6193 4964 Spares In-Flight orders outside the Americas: Tel: +49 (0)40 5076 4002 Fax: +49 (0)40 5076 4012 [email protected]

Spares related HMV issues outside the Americas: Tel: +49 (0)40 5076 4003 Fax: +49 (0)40 5076 4013 [email protected]

Spares RTN/USR orders in the Americas: Please contact your dedicated customer spares account representative [email protected] 39 FAST#55 Article title

Airbus Widebody Family Yo u r profitability

up 50% its logo and the product names are registered trademarks. Airbus, All rights reserved. 2014. AIRBUS, ©

With the A380, the sky is yours. Designed for 21st century growth, it offers 40% more capacity and the lowest seat mile costs in its class. The A380 cabin is the quietest and most spacious in the sky and with up to 19-inch wide seats in economy, it is no wonder passengers opt for the comfort of the A380 when given the choice. That means higher market share, higher load factors and higher revenues. All this allows airlines to increase their contribution to profi t by up to 50% per fl ight. Own the sky with the A380.

Airbus Widebody Family, our numbers will convince you.

airbus.com

11841_AIR_WdBdyFmly_50Percent_FastMag_297x210_1.0.indd 1 11/12/2014 10:48