TECHNOLOGY SUPPORT AIRWORTHINESS FLIGHT JULY 2008 F AST 42 AIRBUS TECHNICAL MAGAZINE FAST 42 CUSTOMER SUPPORT AROUND THE CLOCK... AROUND THE WORLD

Dear Airbus friends,

What makes a technical magazine a ‘good’ technical magazine? No doubt one of the most important ingredients is the relevancy and quality of its contents, but so is the quality of its layout. A good technical article is one that conveys accurate, sometimes complex, and useful data in a meaningful and easy way to understand. This is where the quality of the layout, design and illustrations play an important role. These three attributes serve the article to make it easy to read and help the writers pass on their complex technical messages to the reader. The layout must render complex subjects WORLDWIDE more accessible and the photos and illustrations must contribute Bruce Jones to a better understanding of the article. Senior Vice President Services & Customer Support Tel: +33 (0)5 61 93 35 04 You may wonder why I am writing an editorial about this today? Fax: +33 (0)5 61 93 41 01 Indeed, we very seldom include an editorial in regular issues USA/CANADA of FAST magazine and only do it for very special occasions. François Mourareau Well, this is the case today… at least in FAST magazine history! Senior Vice President Customer Services Tel: +1 (703) 834 3506 I would like to pay tribute to a person without whom Fax: +1 (703) 834 3463 this magazine would not be what it is today. CHINA Customer support centres This is Mrs Agnès Massol-Lacombe - the art director of FAST. Pierre Steffen Training centres Spares centres / Regional warehouses Agnès has worked on our technical magazine since issue Number 1, Vice President Customer Services Tel: +86 10 804 86161 Ext 5040 Resident Customer Support Managers (RCSM) back in 1983, and she is now retiring. Almost the end of an era Fax: +86 10 804 86162 / 63 RCSM location Country RCSM location Country some would say. Through all these years Agnès provided Abu Dhabi United Arab Emirates London United Kingdom RESIDENT CUSTOMER SUPPORT ADMINISTRATION Algiers Algeria Louisville United States of America the artistic organization, which makes FAST the attractive magazine Jean-Bernard Galy Al-Manamah Bahrain Luton United Kingdom it is, as confirmed by readership surveys. Director Almaty Kazakhstan Luxembourg Luxembourg Resident Customer Support Administration Amman Jordan Macau S.A.R. China Over these past 25 years, printing and graphic design techniques Amsterdam Netherlands Madrid Spain have evolved very… ‘FAST’. Agnès successfully adapted herself Tel: +33 (0)5 67 19 04 13 Athens Greece Manchester United Kingdom Fax: +33 (0)5 61 93 46 10 Auckland New Zealand Manilla Philippines to this ‘FAST’evolving world and above all never fell into the trap Baku Azerbaijan Marrakech Morocco of graphic design technology for the sake of technology. TECHNICAL, SPARES AND TRAINING Bangalore India Mauritius Mauritius Airbus has its main spares centre in Hamburg, Bangkok Thailand Memphis United States of America She and I share the same views on the role of graphic design and regional warehouses in Frankfurt, Barcelona Spain Mexico City Mexico and its impact on the quality of a publication. Washington D.C., Beijing, Dubai and Singapore. Beijing China Miami United States of America Beirut Lebanon Milan Italy Airbus operates 24 hours a day every day. Berlin Germany Minneapolis United States of America For sure, thanks to her professionalism and passion for her work, Bogota Colombia Montreal Canada Airbus Technical AOG Centre (AIRTAC) Brussels Belgium Moscow Russia Agnès contributed a lot to the quality of FAST magazine. Bucharest Romania Mumbai India Tel: +33 (0)5 61 93 34 00 Budapest Hungary Nanchang China Fax: +33 (0)5 61 93 35 00 Buenos Aires Argentina Nanjing China On behalf of the FAST readers community I would like to say: [email protected] Cairo Egypt New York United States of America Changchun China Newcastle Australia ‘Thank you Agnès, and enjoy a well deserved retirement!’ Spares AOGs in North America should be Charlotte United States of America Ningbo China addressed to: Chengdu China Noumea New Caledonia Tel: +1 (703) 729 9000 Cologne Germany Palma de Mallorca Spain Bruno PIQUET Colombo Sri Lanka Paris France FAST magazine publisher Fax: +1 (703) 729 4373 Copenhagen Denmark Paro Bhutan Damascus Syria Phoenix United States of America Spares AOGs outside North America Dar Es Salaam Tanzania Pittsburgh United States of America should be addressed to: Delhi India Prague Czech Republic Tel: +49 (40) 50 76 4001 Denver United States of America Riyadh Saudi Arabia Fax: +49 (40) 50 76 4011 Detroit United States of America Roma Italy [email protected] Dhaka Bangladesh San Francisco United States of America Doha Qatar San Salvador El Salvador Spares related HMV issues outside Dubai United Arab Emirates Sana’a Yemen Dublin Ireland Santiago Chile North America should be addressed to: Dusseldorf Germany Sao Paulo Brazil Tel: +49 (40) 50 76 4003 Ekaterinburg Russia Seoul South Korea Fax: +49 (40) 50 76 4013 Fort Lauderdale United States of America Shanghai China [email protected] Frankfurt Germany Sharjah United Arab Emirates Guangzhou China Shenyang China Airbus Training Centre Toulouse, France Haikou China Shenzhen China Tel: +33 (0)5 61 93 33 33 Hamburg Germany Singapore Singapore Hangzhou China Sofia Bulgaria Fax: +33 (0)5 61 93 20 94 Hanoi Vietnam Sydney Australia Helsinki Finland Taipei Taiwan Airbus Maintenance Training Centre Hamburg, Ho Chi Minh City Vietnam Tashkent Uzbekistan Germany Hong Kong S.A.R. 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Beijing, China Lanzhou China Wuhan China A F Tel: +86 10 80 48 63 40 Larnaca Cyprus Xi'an China Lisbon Portugal Zurich Switzerland Fax:+86 10 80 48 65 76 37 JULY 2008 4042JULY 2007

FLIGHT

AIRWORTHINESS

SUPPORT

TECHNOLOGY

Flight Management Systems on commercial aircraft 2 Past, present and future Marino MODENA

New flight operations documentation

AIRBUS TECHNICAL AIRBUS TECHNICAL MAGAZINE for the A380 9 Publisher: Bruno PIQUET Electronic documentation brings major Editor: Kenneth JOHNSON improvements in usability and efficiency Francis PAYEUR Cover: The Airbus ACJ parked at the Wilkins runway in the Antarctic. Blue-ice runway operations are described in the article on page 26 Authorization for reprint of FAST Magazine articles should be requested Fuel system water management from the editor at the FAST Magazine e-mail address given below 21 Customer Services Communications A330/A340 enhancements Tel: +33 (0)5 61 93 43 88 Laurent ARIS Fax: +33 (0)5 61 93 47 73 e-mail: [email protected] Printer: Escourbiac

FAST Magazine may be read on Internet Blue-ice runway operations http://www.content.airbusworld.com/SITES/Customer_services/index.html Airbus ACJ to Antarctica 26 under ‘Quick references’ ISSN 1293-5476 David VELUPILLAI

© AIRBUS S.A.S. 2008. AN EADS COMPANY All rights reserved. Proprietary document Fuel system water management 35 By taking delivery of this Magazine (hereafter “Magazine”), you accept on behalf of Part II your company to comply with the following. No other property rights are granted 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 nor Customer Services reproduced without prior written consent of Airbus S.A.S. This Magazine and the Events materials it contains shall not, in whole or in part, be sold, rented, or licensed to any 36 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 representation. Airbus assumes no obligation to update any information contained in Customer Services this document or with respect to the information described herein. The statements Around the clock... Around the world made herein do not constitute an offer or form part of any contract. They are based on 37 Airbus information and are expressed in good faith but no warranty or representation is given as to their accuracy. When additional information is required, Airbus S.A.S can be contacted to provide further details. Airbus S.A.S shall assume no liability for any damage in connection with the use of this Magazine and the materials it contains, even if Airbus S.A.S has been advised of the likelihood of such damages. This licence is governed by French law and exclusive jurisdiction is given to the courts and tribunals of Toulouse (France) without prejudice to the right of Airbus to bring proceedings for infringement of copyright or any other intellectual property right in any other court of competent jurisdiction.

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

Airbus Photographic Library, e xm company, Airbus France Every little helps! 42 FAST 1 FLIGHT MANAGEMENT SYSTEMS ON COMMERCIAL AIRCRAFTPAST, - PRESENT AND FUTURE FLIGHT MANAGEMENT SYSTEMS ON COMMERCIAL AIRCRAFTPAST, - PRESENT AND FUTURE

Typical FMGC architecture Since the beginning of commercial flight, it was clear to the people FCU involved (pilots, engineers and air traffic specialists) that one of the major challenges was to enable aircraft flight in all weather con- ditions while maintaining a mini- mum level of safety. ADR/IR Primary Secondary When commercial flights started ILS (MLS) FMGC flight controls flight controls to increase significantly in the early 1960s, one of the most im-portant ADF ECAM items was to avoid flight cancellation, while taking into RA Maintenance account time and fuel savings. At that time every flight was a ‘special VOR mission’ where the entire cockpit EFIS crew (three or more), had dedica- ted tasks to accomplish. DME CPC

With the continuous increase in Clock ATSU (option) number of aircraft and routes (con- v

sidered as roads in the sky), it be- FCMC a ACARS (option) came evident that aircraft had to follow strict rules during all phases Database ckup n a

of flight, especially for the most loader B Flight significant ones (i.e. take-off and landing). For these reasons the flight had (and still has) to be LGCIU ‘planned’ before take-off in all Management Systems details and for all flight phases for SFCC the crew to be prepared for and FADECs Thrust levers ‘manage’ any deviation that could on commercial aircraft occur. position based on direct distance to This planning task, while not at all various ground stations. The FMS easy, was not only time consuming uses this aircraft position to assist Past, present and future the flight crew in flight plan prepa- for the crew but could also divert
Glossary: pilot attention when their efforts ration, allowing them to build-up ACARS: Aircraft Communication Addressing should be concentrated on other the lateral and vertical trajectory important duties during particular that the aircraft should follow & Reporting System navigate the aircraft. It calculates performance The Flight Management System (FMS) can be flight conditions. It was clear that during the various phases of the ADF: Automatic Direction Finding data and the most fuel-efficient route to be flown thought of as the ‘brain’ of the aircraft navigation under these conditions an aid for flight: take-off, climb, cruise, des- ADR/IR: Air Data Reference/Inertial Reference based on typical aircraft parameters such as system, which assists pilots in navigation and pilots was necessary to maintain cent, approach and landing. ATSU: Air Traffic Service Unit flight preparation to compute the most efficient weight, cruise altitude and actual aircraft position, and exceed the required level of CPC: Cabin Pressure Controller flight in fuel and time savings and automatically regardless of weather conditions. safety: this ‘assistant’ is now known DME: Distance Measuring Equipment under the name of the Flight Mana- ECAM: Electronic Centralized Aircraft Monitor gement System. EFIS: Electronic Flight Instrument System FMS only became standard equip- Present Flight FADEC: Full Authority Digital Engine Control ment on commercial aircraft at the Management FCMC: Fuel Control & Management Computer beginning of the 1970s, with the FCU: Flight Control Unit first automatic FMS using external Systems FMGC: Flight Management & Guidance Computer position sensors for fuel manage- ILS (MLS): Instrument Landing System ment and pilot awareness. These With today's FMS the crew (Microwave Landing System) sensors (e.g. the Inertial Reference workload is significantly reduced and they can easily optimize air- LGCIU: Landing Gear Control Interface Unit Marino MODENA System) were (and are) used by the Maintenance Marketing FMS to calculate a precise aircraft craft performance to fly the most RA: Radio Altimeter Airbus Customer Affairs fuel economic route or choose the SFCC: Slat Flap Control Computer fastest route to a destination. VOR: VHF Omni-directional Range. FAST 42 FAST FAST 42 FAST

2 3 FLIGHT MANAGEMENT SYSTEMS ON COMMERCIAL AIRCRAFTPAST, - PRESENT AND FUTURE FLIGHT MANAGEMENT SYSTEMS ON COMMERCIAL AIRCRAFTPAST, - PRESENT AND FUTURE

Typical FMGC architecture Since the beginning of commercial flight, it was clear to the people FCU involved (pilots, engineers and air traffic specialists) that one of the major challenges was to enable aircraft flight in all weather con- ditions while maintaining a mini- mum level of safety. ADR/IR Primary Secondary When commercial flights started ILS (MLS) FMGC flight controls flight controls to increase significantly in the early 1960s, one of the most im-portant ADF ECAM items was to avoid flight cancellation, while taking into RA Maintenance account time and fuel savings. At that time every flight was a ‘special VOR mission’ where the entire cockpit EFIS crew (three or more), had dedica- ted tasks to accomplish. DME CPC

With the continuous increase in Clock ATSU (option) number of aircraft and routes (con- v

sidered as roads in the sky), it be- FCMC a ACARS (option) came evident that aircraft had to follow strict rules during all phases Database ckup n a

of flight, especially for the most loader B Flight significant ones (i.e. take-off and landing). For these reasons the flight had (and still has) to be LGCIU ‘planned’ before take-off in all Management Systems details and for all flight phases for SFCC the crew to be prepared for and FADECs Thrust levers ‘manage’ any deviation that could on commercial aircraft occur. position based on direct distance to This planning task, while not at all various ground stations. The FMS easy, was not only time consuming uses this aircraft position to assist Past, present and future the flight crew in flight plan prepa- for the crew but could also divert
Glossary: pilot attention when their efforts ration, allowing them to build-up ACARS: Aircraft Communication Addressing should be concentrated on other the lateral and vertical trajectory important duties during particular that the aircraft should follow & Reporting System navigate the aircraft. It calculates performance The Flight Management System (FMS) can be flight conditions. It was clear that during the various phases of the ADF: Automatic Direction Finding data and the most fuel-efficient route to be flown thought of as the ‘brain’ of the aircraft navigation under these conditions an aid for flight: take-off, climb, cruise, des- ADR/IR: Air Data Reference/Inertial Reference based on typical aircraft parameters such as system, which assists pilots in navigation and pilots was necessary to maintain cent, approach and landing. ATSU: Air Traffic Service Unit flight preparation to compute the most efficient weight, cruise altitude and actual aircraft position, and exceed the required level of CPC: Cabin Pressure Controller flight in fuel and time savings and automatically regardless of weather conditions. safety: this ‘assistant’ is now known DME: Distance Measuring Equipment under the name of the Flight Mana- ECAM: Electronic Centralized Aircraft Monitor gement System. EFIS: Electronic Flight Instrument System FMS only became standard equip- Present Flight FADEC: Full Authority Digital Engine Control ment on commercial aircraft at the Management FCMC: Fuel Control & Management Computer beginning of the 1970s, with the FCU: Flight Control Unit first automatic FMS using external Systems FMGC: Flight Management & Guidance Computer position sensors for fuel manage- ILS (MLS): Instrument Landing System ment and pilot awareness. These With today's FMS the crew (Microwave Landing System) sensors (e.g. the Inertial Reference workload is significantly reduced and they can easily optimize air- LGCIU: Landing Gear Control Interface Unit Marino MODENA System) were (and are) used by the Maintenance Marketing FMS to calculate a precise aircraft craft performance to fly the most RA: Radio Altimeter Airbus Customer Affairs fuel economic route or choose the SFCC: Slat Flap Control Computer fastest route to a destination. VOR: VHF Omni-directional Range. FAST 42 FAST FAST 42 FAST

2 3 4 FAST 42 1 FLIGHT MANAGEMENT SYSTEMS ON COMMERCIAL AIRCRAFT - AT C push button A330 cockpit 30ccpt M A320 cockpit, 1 2 C Navigation Display DUs 2 aircraft. That position is then used produce the actual position of systems, synthesizing them to received from all of the sensor of the aircraft position information the FMS regularly monitors the the aircraft position. In effect, the flight time taking into account winds and re-estimates regularly consumption, considers the updated ses, the FMS tracks fuel Moreover, as the flight progres- the winds average. temperature and fuel), the external of cost flying time to the cost of aircraft, the Cost Index (CI = ratio level, weight the gross of the flight calculation are the cruise that are considered for this mum fuel burn. The parameters leveloptimum cruise for a mini- fuel required for a flight and the account and estimates the time To do this, the FMS takes into 4 3 3 Display Unit - D Data C ommunication 4 3 PAST, PRESENT AND FUTURE PRESENT AND PAST, C DU 2 A330/A340 Family’s aircraft. in the three MCDUs are fitted CDUs on A300/A310 Family) and cockpit of the A320 Family (two MCDUs are today fitted in the and programme the FMS. Two that enables pilots to enter data book with manyor virtual chapters Family). of notepad This is a sort Unit (CDU) on A300/A310 Unit (MCDU), or Control Display the Multifunction Control Display is called, in aircraft, Airbus between pilots and the FMS that the pilots by the main interface are made visible performance to The results of this aircraft centre of gravity. and actual aircraft weight and predicted temperature, wind, speed atmospheric models together with some aerodynamic, engine and byaircraft performance using by the FMS system to predict 4 M C DU 1 reduce crew workload. wayan efficient to drastically worldwide database. The NDB is other data extracted from a already recorded in the NDB) and frequently used route is usually waypoints, company routes (most control frequencies, runways, (navaids), air traffic airports, about navigationinformation aids of the FMS. It provides pilots with loaded every 28 days, is a key part updateable software that has to be (NDB). The NDB, which contains stored in the Navigation Data Base uses pilot input and information To build-up a flight plan the FMS original flight plan. deviation that may occur from the to anybeing alerted possible evolution as flight progresses, easily follow the aircraft position Looking at the NDs, crew can esti-mated by the flight plan. aircraft in relation to the position showing the actual position of two screens in the cockpit the Navigation Displays (NDs), between pilots and the FMS are interface Another important flight plan). that crewentry have to add in the when (for example an necessary action or to request a data entry displayed as a result of pilot screen). These messages can be messages (in the lower of the part also has the capability to display For crew awareness the MCDU systems and equipment. maintenance staff to test aircraft tool for the as an interface Moreover, the MCDU is also used station. to/from a ground messages and flight parameters pilots to send and/or receive Unit (ATSU)Service which allows today included in the Air Traffic System (ACARS),Reporting and Communication Addressing tems, for example the Aircraft with other sys- and interface flight level,speeds, cruise etc. data such as aircraft weight,insert enter and modify a flight-plan, Through the MCDU pilots can FLIGHT MANAGEMENT SYSTEMS ON COMMERCIAL AIRCRAFT - family aircraft) has been introduced unit (there are two in other Airbus A380 a third flight management pilot workload. Moreover, in the friendliness of the FMS to reduce and improvesinterface the user system provides a better crew and fitted in the A380. This new the latest FMS now in service step has been made with A further to pilots and more is still come. growth in functionality and support havereports experienced a big gement. These types of FMS optimizing spares and costs mana- possible replacement, thus parts and anticipating anyreports trend monitoring and maintenance ving data management like engine efficient flight movement, impro- centre. This produces more rations’ aircraft and their airline ope- communications between the management system for data link with the ground the interface options requested by operators is One of today’sthe FMS part. major Computer (FMGC), which contains Flight Management & Guidance on-board without removing the options that can be loaded directly bling operators to customize many as FMS second generation), ena- made on FMS design (known In recent years progress has been push of a button. solution at the of the best alternate the crew with a detailed analysis conditions), the FMS can provide necessity (e.g. bad weather in case of route or airport alternate an to find charts and airport check through detailed navigation example, instead of having to concentrated in case of need. For that they are more operational and lets the crew manage other tasks so By reducing pilot workload, the FMS highest efficiency and cost savings. otherwise have to do achieve the lations that the crew would all the complex navigation calcu- all flight phases), by performing off runway to landing (through manage the entire flight from take- As a result, the FMS is able to PAST, PRESENT AND FUTURE PRESENT AND PAST, & Flight Management of a lateral flight plan Example G uidance C omputer (FM GC ) 5 FAST 42 4 FAST 42 1 FLIGHT MANAGEMENT SYSTEMS ON COMMERCIAL AIRCRAFT - AT C push button A330 cockpit 30ccpt M A320 cockpit, 1 2 C Navigation Display DUs 2 aircraft. That position is then used produce the actual position of systems, synthesizing them to received from all of the sensor of the aircraft position information the FMS regularly monitors the the aircraft position. In effect, the flight time taking into account winds and re-estimates regularly consumption, considers the updated ses, the FMS tracks fuel Moreover, as the flight progres- the winds average. temperature and fuel), the external of cost flying time to the cost of aircraft, the Cost Index (CI = ratio level, weight the gross of the flight calculation are the cruise that are considered for this mum fuel burn. The parameters leveloptimum cruise for a mini- fuel required for a flight and the account and estimates the time To do this, the FMS takes into 4 3 3 Display Unit - D Data C ommunication 4 3 PAST, PRESENT AND FUTURE PRESENT AND PAST, C DU 2 A330/A340 Family’s aircraft. in the three MCDUs are fitted CDUs on A300/A310 Family) and cockpit of the A320 Family (two MCDUs are today fitted in the and programme the FMS. Two that enables pilots to enter data book with manyor virtual chapters Family). of notepad This is a sort Unit (CDU) on A300/A310 Unit (MCDU), or Control Display the Multifunction Control Display is called, in aircraft, Airbus between pilots and the FMS that the pilots by the main interface are made visible performance to The results of this aircraft centre of gravity. and actual aircraft weight and predicted temperature, wind, speed atmospheric models together with some aerodynamic, engine and byaircraft performance using by the FMS system to predict 4 M C DU 1 reduce crew workload. wayan efficient to drastically worldwide database. The NDB is other data extracted from a already recorded in the NDB) and frequently used route is usually waypoints, company routes (most control frequencies, runways, (navaids), air traffic airports, about navigationinformation aids of the FMS. It provides pilots with loaded every 28 days, is a key part updateable software that has to be (NDB). The NDB, which contains stored in the Navigation Data Base uses pilot input and information To build-up a flight plan the FMS original flight plan. deviation that may occur from the to anybeing alerted possible evolution as flight progresses, easily follow the aircraft position Looking at the NDs, crew can esti-mated by the flight plan. aircraft in relation to the position showing the actual position of two screens in the cockpit the Navigation Displays (NDs), between pilots and the FMS are interface Another important flight plan). that crewentry have to add in the when (for example an necessary action or to request a data entry displayed as a result of pilot screen). These messages can be messages (in the lower of the part also has the capability to display For crew awareness the MCDU systems and equipment. maintenance staff to test aircraft tool for the as an interface Moreover, the MCDU is also used station. to/from a ground messages and flight parameters pilots to send and/or receive Unit (ATSU)Service which allows today included in the Air Traffic System (ACARS),Reporting and Communication Addressing tems, for example the Aircraft with other sys- and interface flight level,speeds, cruise etc. data such as aircraft weight,insert enter and modify a flight-plan, Through the MCDU pilots can FLIGHT MANAGEMENT SYSTEMS ON COMMERCIAL AIRCRAFT - family aircraft) has been introduced unit (there are two in other Airbus A380 a third flight management pilot workload. Moreover, in the friendliness of the FMS to reduce and improvesinterface the user system provides a better crew and fitted in the A380. This new the latest FMS now in service step has been made with A further to pilots and more is still come. growth in functionality and support havereports experienced a big gement. These types of FMS optimizing spares and costs mana- possible replacement, thus parts and anticipating anyreports trend monitoring and maintenance ving data management like engine efficient flight movement, impro- centre. This produces more rations’ aircraft and their airline ope- communications between the management system for data link with the ground the interface options requested by operators is One of today’sthe FMS part. major Computer (FMGC), which contains Flight Management & Guidance on-board without removing the options that can be loaded directly bling operators to customize many as FMS second generation), ena- made on FMS design (known In recent years progress has been push of a button. solution at the of the best alternate the crew with a detailed analysis conditions), the FMS can provide necessity (e.g. bad weather in case of route or airport alternate an to find charts and airport check through detailed navigation example, instead of having to concentrated in case of need. For that they are more operational and lets the crew manage other tasks so By reducing pilot workload, the FMS highest efficiency and cost savings. otherwise have to do achieve the lations that the crew would all the complex navigation calcu- all flight phases), by performing off runway to landing (through manage the entire flight from take- As a result, the FMS is able to PAST, PRESENT AND FUTURE PRESENT AND PAST, & Flight Management of a lateral flight plan Example G uidance C omputer (FM GC ) 5 FAST 42 FLIGHT MANAGEMENT SYSTEMS ON COMMERCIAL AIRCRAFTPAST, - PRESENT AND FUTURE FLIGHT MANAGEMENT SYSTEMS ON COMMERCIAL AIRCRAFTPAST, - PRESENT AND FUTURE

achieve these objectives, in con- junction with increased routing to improve availability of all FMS flexibility. functions during all flight 1 1 conditions. Another advantage Based on today’s forecast, some offered by the A380 FMS is the areas seem more appropriate for a vertical situation profile of the new type of operation such as the flight plan on the Navigation so-called Area Navigation or RNAV, Display (ND), in addition to the the Required Navigation Performance normal lateral flight plan. (RNP) concept, the Future Air Navi- 2 2 gation System (FANS A and B) enhancement concept and new Future Flight approach and landing capabilities based on FMS (so-called FMS 3 3 Management landing system) or FLS (Flight Ma- Systems nagement Landing System). RNAV involves the development of The A380 FMS has taken new FMS navigation procedures based on A380 cockpit concepts a step further, but FMS instrument flight (particularly functions or concepts after this important in adverse weather condi- must take into account continuous tions), enabling aircraft to fly 1 2 3 traffic growth and operator demand point-to-point without conventional Navigation Display Multi Function Display Keyboard Cursor Control Unit for faster system reactivity. ground-based radio navigation aids. It can be used en-route in association A recent FMS forum with ope- with the RNP concept, but also for rators emphasised the necessity to terminal area navigation (approach For these reasons FANS can be keep operator’s informed of new phase) and for instrument approach seen as a chain linking a pilot and FMS evolution strategy, not neces- procedures. a traffic controller. sarily linked to mandated new pro- cesses or procedures, but also new RNP is a navigation element that is The main crew interface used for concepts and capabilities that are expected to affect current and the FANS application is based on ‘most desirable’ to operators. This future existing airspace structures. the two Data Communication will assist future development and It concerns navigation performance Display Units (DCDUs) located in This will allow conducting NPA in keep the Airbus operator’s com- accuracy that is essential to fly the cockpit just above each MCDU the same way as a precision munity aware of new strategies and the aircraft in RNP airspace. which displays data link written approach (based on instrument options that could be effectively Aircraft must meet or exceed these messages sent/received by the crew flight) with similar display, applied in future FMS development. performance and precision require- to/from the ATC in real-time (a sort guidance and warnings. ments to fly in that airspace. of operational ‘chat’ line). Due to heavier traffic in specific For these new concepts, the FMS dense areas, airspace is becoming RNAV and RNP are two key The FMS will play a key role human computer interface needs increasingly saturated.This neces- elements of a more global concept in the navigation, surveillance and improvement to make best use of sitates a reduction in aircraft that is FANS. This new enhanced communication of FANS, providing the increasing number of features separation while maintaining the concept involves not only aircraft actual and planned position to ease pilot interaction with the equivalent level of safety. It is clear navigation (with RNAV and RNP), and coordinating, processing and system. Such improvement of that increasing airspace capacity, but also surveillance and com- exchanging data with the ATC the FMS and its high level of auto- enhancing operational efficiency munication areas through an air and the airline operations’ centre mation will further change the and fuel savings, while ensuring the traffic management link. Surveil- through the ATSU system. pilot’s role considerably. best safety level of air traffic cannot lance will allow the Air Traffic be reached without a combined use Control (ATC) to receive the As far as new landing capabilities These anticipated future concepts of air and ground elements. aircraft position and its planned based on FMS are concerned, the consider capabilities and functions route in order to reduce aircraft FMS Landing System (FLS) is a that will be required to manage the New implementations being studied separation and communication new concept that applies to the increasing traffic growth, reduced now require aircraft to maintain a will assist in the automatic sharing existing Non Precision Approaches fuel consumption and continuous specified level of accuracy and of real-time information and (NPA) procedures. FLS is a new safety improvement demands, precision in the position update in digital communication between way to fly these existing NPA ap- while not ignoring preparation all flight phases and in particular pilots and ATC. proaches based on an ILS ‘look for future requirements and will during aircraft landing. Recent alike’ concept for which the virtual significantly drive the development navigation systems offer the approach path is built by the FMS of new flight management systems. required navigation performance to based on NDB stored data. FAST 42 FAST

6 7 FLIGHT MANAGEMENT SYSTEMS ON COMMERCIAL AIRCRAFTPAST, - PRESENT AND FUTURE FLIGHT MANAGEMENT SYSTEMS ON COMMERCIAL AIRCRAFTPAST, - PRESENT AND FUTURE

achieve these objectives, in con- junction with increased routing to improve availability of all FMS flexibility. functions during all flight 1 1 conditions. Another advantage Based on today’s forecast, some offered by the A380 FMS is the areas seem more appropriate for a vertical situation profile of the new type of operation such as the flight plan on the Navigation so-called Area Navigation or RNAV, Display (ND), in addition to the the Required Navigation Performance normal lateral flight plan. (RNP) concept, the Future Air Navi- 2 2 gation System (FANS A and B) enhancement concept and new Future Flight approach and landing capabilities based on FMS (so-called FMS 3 3 Management landing system) or FLS (Flight Ma- Systems nagement Landing System). RNAV involves the development of The A380 FMS has taken new FMS navigation procedures based on A380 cockpit concepts a step further, but FMS instrument flight (particularly functions or concepts after this important in adverse weather condi- must take into account continuous tions), enabling aircraft to fly 1 2 3 traffic growth and operator demand point-to-point without conventional Navigation Display Multi Function Display Keyboard Cursor Control Unit for faster system reactivity. ground-based radio navigation aids. It can be used en-route in association A recent FMS forum with ope- with the RNP concept, but also for rators emphasised the necessity to terminal area navigation (approach For these reasons FANS can be keep operator’s informed of new phase) and for instrument approach seen as a chain linking a pilot and FMS evolution strategy, not neces- procedures. a traffic controller. sarily linked to mandated new pro- cesses or procedures, but also new RNP is a navigation element that is The main crew interface used for concepts and capabilities that are expected to affect current and the FANS application is based on ‘most desirable’ to operators. This future existing airspace structures. the two Data Communication will assist future development and It concerns navigation performance Display Units (DCDUs) located in This will allow conducting NPA in keep the Airbus operator’s com- accuracy that is essential to fly the cockpit just above each MCDU the same way as a precision munity aware of new strategies and the aircraft in RNP airspace. which displays data link written approach (based on instrument options that could be effectively Aircraft must meet or exceed these messages sent/received by the crew flight) with similar display, applied in future FMS development. performance and precision require- to/from the ATC in real-time (a sort guidance and warnings. ments to fly in that airspace. of operational ‘chat’ line). Due to heavier traffic in specific For these new concepts, the FMS dense areas, airspace is becoming RNAV and RNP are two key The FMS will play a key role human computer interface needs increasingly saturated.This neces- elements of a more global concept in the navigation, surveillance and improvement to make best use of sitates a reduction in aircraft that is FANS. This new enhanced communication of FANS, providing the increasing number of features separation while maintaining the concept involves not only aircraft actual and planned position to ease pilot interaction with the equivalent level of safety. It is clear navigation (with RNAV and RNP), and coordinating, processing and system. Such improvement of that increasing airspace capacity, but also surveillance and com- exchanging data with the ATC the FMS and its high level of auto- enhancing operational efficiency munication areas through an air and the airline operations’ centre mation will further change the and fuel savings, while ensuring the traffic management link. Surveil- through the ATSU system. pilot’s role considerably. best safety level of air traffic cannot lance will allow the Air Traffic be reached without a combined use Control (ATC) to receive the As far as new landing capabilities These anticipated future concepts of air and ground elements. aircraft position and its planned based on FMS are concerned, the consider capabilities and functions route in order to reduce aircraft FMS Landing System (FLS) is a that will be required to manage the New implementations being studied separation and communication new concept that applies to the increasing traffic growth, reduced now require aircraft to maintain a will assist in the automatic sharing existing Non Precision Approaches fuel consumption and continuous specified level of accuracy and of real-time information and (NPA) procedures. FLS is a new safety improvement demands, precision in the position update in digital communication between way to fly these existing NPA ap- while not ignoring preparation all flight phases and in particular pilots and ATC. proaches based on an ILS ‘look for future requirements and will during aircraft landing. Recent alike’ concept for which the virtual significantly drive the development navigation systems offer the approach path is built by the FMS of new flight management systems. required navigation performance to based on NDB stored data. FAST 42 FAST

6 7 8 FAST 42 Conclusion FLIGHT MANAGEMENT SYSTEMS ON COMMERCIAL AIRCRAFT - taking into account economical, anticipate new concepts and capabilities system, needs to follow and, above all, It is worth noting that FMS, being a ‘live’ with new concepts become available. fleet standardization when a new standard leaving to operators the choice of their of the different Airbus aircraft families, different FMSs in the same way regardless goal is to assure that pilots interact with In the frame of this FMS evolution, Airbus efficiency and cost savings. in the past to achieve highest that the crew had normally performed all the complex navigation calculations from take-off to landing by performing workload by managing the entire flight 2 Today, the new developed FMS (FMS fuel-economic route to be flown. and for airlines to obtain the most pilots in their flight preparation of the FMS became a necessity to assist increasing pilots workload. Introduction prepared in advance and all details - traffic growth an efficient flight had to be and successful flight with continuous that strict rules were fundamental for safe flight it was clear to the pilot community Since the very beginning of commercial nd A380 cockpit generation) reduces the pilot’s link exchange messages) are now FMS functions (including data- than the MCDU display. All an interactive display much larger Multi Function Displays (MFDs), with two new display units called some steps towards these concepts The A380 cockpit layout has made of the aircraft type in use. FMS crew interaction regardless to operators while maintaining a similar and providing different option choices considering faster system reactivity to continuously improve pilot’s awareness development it will be fundamental With the future concepts now under a new way to fly NPA approaches. will also play a basic role with FLS, and data exchange. Moreover, FMS and on digital communication for position based on new satellite technology capacity enhancing operational flexibility concept is to increase the air space the required level of safety. The global separation minima while maintaining air traffic, by reduction in aircraft with estimated evolution of the worldwide RNAV and RNP are essential to cope These new concepts known as FANS, operation centre. air traffic control and the airline ground with real-time information shared with surveillance and communication linked position during the flight, but in providing aircraft present and planned a key role not only for navigation under development, the FMS plays aspects. In the new FANS concept today fuel-efficient, safety and airworthiness PAST, PRESENT AND FUTURE PRESENT AND PAST, [email protected] Fax: +33 (0)5 61 93 31 01 Tel: +33 (0)5 62 11 85 03 Airbus Customer Affairs Maintenance Marketing Marino MODENA C ONTA cursor in a normal home computer). cursor in a normal change menu pages (just like a data or on the MFDs to insert which enable movement of a cursor of a keypad and a trackball system, Units (KCCUs). two Keyboard Cursor Control accessible through the MFDs via C T DETAILS KCCUs consist improvements in usability and efficiency Electronic documentation brings major documentation for the A380 New flight operations are subject to regular updates to stay with current crew at the right time and with the right information dynamic documents that have to provide the flight for flight operations manuals which are very documents have some disadvantages, particularly of this documentation. However,part paper aircraft flight operations manuals are an important for reference in aircraft daily operations. The aviation a multitude of paper documents were used from this and the beginning of commercial knowledge or reference. Aviation did not deviate material for storing and retrieving for information printing, books have been the common support from the Middle Starting Ages with the invention of NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380 Director standards A380/A350/A400M Operational A380 OIS. to the advantages in the of eDoc and its integration (OIS). explains the path from EFB This article (eDoc) in the System A380 Onboard Information even electronic documentation more integrated manuals in an Electronic Flight Bag (EFB) and introduce new concepts for the flight operations management offered capabilities to modern New electronic technology in information high cost in revision management or customization. within several books) and offers low flexibility and to retrieve or to navigate the needed information has low operational capabilities (e.g. no easy way the deployed fleet. Amongst its disadvantages paper Flight Operations and Line Flight Operations Assistances Airbus Customer Services Francis PAYEUR 9 FAST 42 8 FAST 42 Conclusion FLIGHT MANAGEMENT SYSTEMS ON COMMERCIAL AIRCRAFT - taking into account economical, anticipate new concepts and capabilities system, needs to follow and, above all, It is worth noting that FMS, being a ‘live’ with new concepts become available. fleet standardization when a new standard leaving to operators the choice of their of the different Airbus aircraft families, different FMSs in the same way regardless goal is to assure that pilots interact with In the frame of this FMS evolution, Airbus efficiency and cost savings. in the past to achieve highest that the crew had normally performed all the complex navigation calculations from take-off to landing by performing workload by managing the entire flight 2 Today, the new developed FMS (FMS fuel-economic route to be flown. and for airlines to obtain the most pilots in their flight preparation of the FMS became a necessity to assist increasing pilots workload. Introduction prepared in advance and all details - traffic growth an efficient flight had to be and successful flight with continuous that strict rules were fundamental for safe flight it was clear to the pilot community Since the very beginning of commercial nd A380 cockpit generation) reduces the pilot’s link exchange messages) are now FMS functions (including data- than the MCDU display. All an interactive display much larger Multi Function Displays (MFDs), with two new display units called some steps towards these concepts The A380 cockpit layout has made of the aircraft type in use. FMS crew interaction regardless to operators while maintaining a similar and providing different option choices considering faster system reactivity to continuously improve pilot’s awareness development it will be fundamental With the future concepts now under a new way to fly NPA approaches. will also play a basic role with FLS, and data exchange. Moreover, FMS and on digital communication for position based on new satellite technology capacity enhancing operational flexibility concept is to increase the air space the required level of safety. The global separation minima while maintaining air traffic, by reduction in aircraft with estimated evolution of the worldwide RNAV and RNP are essential to cope These new concepts known as FANS, operation centre. air traffic control and the airline ground with real-time information shared with surveillance and communication linked position during the flight, but in providing aircraft present and planned a key role not only for navigation under development, the FMS plays aspects. In the new FANS concept today fuel-efficient, safety and airworthiness PAST, PRESENT AND FUTURE PRESENT AND PAST, [email protected] Fax: +33 (0)5 61 93 31 01 Tel: +33 (0)5 62 11 85 03 Airbus Customer Affairs Maintenance Marketing Marino MODENA C ONTA cursor in a normal home computer). cursor in a normal change menu pages (just like a data or on the MFDs to insert which enable movement of a cursor of a keypad and a trackball system, Units (KCCUs). two Keyboard Cursor Control accessible through the MFDs via C T DETAILS KCCUs consist improvements in usability and efficiency Electronic documentation brings major documentation for the A380 New flight operations are subject to regular updates to stay with current crew at the right time and with the right information dynamic documents that have to provide the flight for flight operations manuals which are very documents have some disadvantages, particularly of this documentation. However,part paper aircraft flight operations manuals are an important for reference in aircraft daily operations. The aviation a multitude of paper documents were used from this and the beginning of commercial knowledge or reference. Aviation did not deviate material for storing and retrieving for information printing, books have been the common support from the Middle Starting Ages with the invention of NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380 Director standards A380/A350/A400M Operational A380 OIS. to the advantages in the of eDoc and its integration (OIS). explains the path from EFB This article (eDoc) in the System A380 Onboard Information even electronic documentation more integrated manuals in an Electronic Flight Bag (EFB) and introduce new concepts for the flight operations management offered capabilities to modern New electronic technology in information high cost in revision management or customization. within several books) and offers low flexibility and to retrieve or to navigate the needed information has low operational capabilities (e.g. no easy way the deployed fleet. Amongst its disadvantages paper Flight Operations and Line Flight Operations Assistances Airbus Customer Services Francis PAYEUR 9 FAST 42 10 FAST 42 NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380 simplifying the tedious and costly gement advantages to airlines by presented numerous cost and mana- their working environment. It also operational tasks in the cockpit - to perform optimized information with readily accessible, updated, and This solution provided flight crews (MMEL). Master Minimum Equipment List wasformat then adopted for the Markup Language) data. This on SGML (Standard Generalized Operating Manual (FCOM) based electronic manual: the Flight Crew the introduction of first balance computations) and then takeoff, landing, weight and calculations (e.g. performance this significant transition involved paper elimination. The first step in first the reduction of paper, then documentation in the cockpit, with way towards the era of electronic in line operations 1997. It led the 1990’s, and was implemented first The LPC project began in the mid project. Less PaperAirbus Cockpit (LPC) development of the EFB via wasAirbus a pioneer in the with the EFB Beginning operations manuals. mization capabilities for the flight cepts, and revolutionizes custo- of the OIS sets up eDoc con- cations within the OIS. The birth package of comprehensive appli- the cockpit and replaces it by a minates the need for paper in gement information. The OIS eli- computation and mission operating manuals, performance includes technical information, need in their daily operations. This mission oriented material that they crew with all the operational and package and provides the flight The OIS can host the entire EFB other aircraft systems. cockpit and its connection with of the OIS within integration fully and by digital format the new offered opportunities by a the LPC, but also from all of tained during the development of from the experience ob- nefits tronic documentation not only be- This new A380 concept of elec- in the cockpit. integrated terminals cumentation displayed on the OIS and fully digital operational do- inventive concept of enhanced new emerged for an opportunities With the advent of the A380, born. from this the eDoc concept was documentation and the EFB experience in the domains of digital vice, Airbus gained a wealth of pioneering introduction into ser- innovative LPC project, and its cific operational needs. With this mized data to comply with spe- process, and by providing opti- paper preparation and distribution the cockpit. on the two in dedicated terminals can select the side to be displayed Operations) side. The flight crew nics) side and the FLT OPS (Flight two sides: the NSS AVNCS (avio- Network System (NSS), has Server to as The OIS, also referred overview OIS general mana- • applications: laptops host all the flight ops connected to the network. The powered by the aircraft, but is not laptop is available that is electrically avionics. An additional backup communication from/to the aircraft a diode designed to secure avionics via the NSS AVNCS and receive from the aircraft information network. The flight ops side can aircraft and connected to the OIS laptops that are attached to the used by flight crews and has two The FLT OPS side is the main FLT OPS SIDE available for maintenance purposes. the Minimum Equipment List that is Flight Attendant Panel (FAP) and (CCOM) that is displayed on The Cabin Crew Operating Manual The NSS AVNCS also hosts the • • flight crew: also hosts applications for the secure interface. The NSS AVNCS avionics systems is possible via a the NSS AVNCS and the aircraft Two-way communication between purposes. and manuals used for maintenance that mainly host the applications The NSS AVNCS has two servers SIDE NSS AVNCS The electronic logbook. airlines flight ops department, to communicate with their (AOC) that the flight crew uses The Airlines Operations Control that can be used by flight crews: all the electronic manuals that contains The ops library - Weight and Balance Manual - Aircraft Flight Manual - Minimum Equipment List - Cabin Crew Operating Manual - Flight Crew Training Manual - Flight Crew Operating Manual (WBM), (AFM/CDL), /Configuration Deviation List (MEL), (CCOM), (FCTM), (FCOM), • • requirements. needs or comply with any local of the Airbus manuals to fit their They can also customize the content put their own manuals in the OIS. the produced manuals and Airbus Airlines can keep or remove any of installation. it is classified as a Class 3 EFB aircraft displays and interface, attached to the aircraft and using A380 OIS installation being fixed, In accordance with regulations, the additional keys near the terminals. fitted in the folding table, and/or table, a pointing device that is keyboard attached to the folding byterminal using a dedicated The flight crew operates each operate the flight ops applications. Terminals (OIT), to display and to as Onboard Information referred crew uses two dedicated terminals, On board the aircraft flight in the cockpit OIS installation (EFF)/Flight Follow Up (FFU). Electronic Flight Foldercharts, The mission applications: Nav loadsheet, Takeoff, landing, in-flight, applications: The performance NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380 FAP Secured two way communication Aircraft avionics Communic Maint. manual M S VC FLT OPS NSS AVNCS eLogbook a MEL/CDL inten CCOM C AO M

C S a a nce tion • • • • • • s eLogbook AO eDoc Performance C EFF harts C

schematic architecture OIS simplified flight ops applications of OIS Overview supply only). connected for electrical laptops in the aircraft (stand alone to fix the laptop for use. to fix the laptop in the aircraft with an installation A A C C lass 2 EFB lass 1 EFB AO C Flt Ops M EFF/FFU/ Perform F AFM / Load C Landing Mission In-flight OM/F Takeoff CC has no installation MEL is a Class 1 EFB OM s C heet C a a C hart DL nu nce TM a s ls

11 FAST 42 10 FAST 42 NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380 simplifying the tedious and costly gement advantages to airlines by presented numerous cost and mana- their working environment. It also operational tasks in the cockpit - to perform optimized information with readily accessible, updated, and This solution provided flight crews (MMEL). Master Minimum Equipment List wasformat then adopted for the Markup Language) data. This on SGML (Standard Generalized Operating Manual (FCOM) based electronic manual: the Flight Crew the introduction of first balance computations) and then takeoff, landing, weight and calculations (e.g. performance this significant transition involved paper elimination. The first step in first the reduction of paper, then documentation in the cockpit, with way towards the era of electronic in line operations 1997. It led the 1990’s, and was implemented first The LPC project began in the mid project. Less PaperAirbus Cockpit (LPC) development of the EFB via wasAirbus a pioneer in the with the EFB Beginning operations manuals. mization capabilities for the flight cepts, and revolutionizes custo- of the OIS sets up eDoc con- cations within the OIS. The birth package of comprehensive appli- the cockpit and replaces it by a minates the need for paper in gement information. The OIS eli- computation and mission operating manuals, performance includes technical information, need in their daily operations. This mission oriented material that they crew with all the operational and package and provides the flight The OIS can host the entire EFB other aircraft systems. cockpit and its connection with of the OIS within integration fully and by digital format the new offered opportunities by a the LPC, but also from all of tained during the development of from the experience ob- nefits tronic documentation not only be- This new A380 concept of elec- in the cockpit. integrated terminals cumentation displayed on the OIS and fully digital operational do- inventive concept of enhanced new emerged for an opportunities With the advent of the A380, born. from this the eDoc concept was documentation and the EFB experience in the domains of digital vice, Airbus gained a wealth of pioneering introduction into ser- innovative LPC project, and its cific operational needs. With this mized data to comply with spe- process, and by providing opti- paper preparation and distribution the cockpit. on the two in dedicated terminals can select the side to be displayed Operations) side. The flight crew nics) side and the FLT OPS (Flight two sides: the NSS AVNCS (avio- Network System (NSS), has Server to as The OIS, also referred overview OIS general mana- • applications: laptops host all the flight ops connected to the network. The powered by the aircraft, but is not laptop is available that is electrically avionics. An additional backup communication from/to the aircraft a diode designed to secure avionics via the NSS AVNCS and receive from the aircraft information network. The flight ops side can aircraft and connected to the OIS laptops that are attached to the used by flight crews and has two The FLT OPS side is the main FLT OPS SIDE available for maintenance purposes. the Minimum Equipment List that is Flight Attendant Panel (FAP) and (CCOM) that is displayed on The Cabin Crew Operating Manual The NSS AVNCS also hosts the • • flight crew: also hosts applications for the secure interface. The NSS AVNCS avionics systems is possible via a the NSS AVNCS and the aircraft Two-way communication between purposes. and manuals used for maintenance that mainly host the applications The NSS AVNCS has two servers SIDE NSS AVNCS The electronic logbook. airlines flight ops department, to communicate with their (AOC) that the flight crew uses The Airlines Operations Control that can be used by flight crews: all the electronic manuals that contains The ops library - Weight and Balance Manual - Aircraft Flight Manual - Minimum Equipment List - Cabin Crew Operating Manual - Flight Crew Training Manual - Flight Crew Operating Manual (WBM), (AFM/CDL), /Configuration Deviation List (MEL), (CCOM), (FCTM), (FCOM), • • requirements. needs or comply with any local of the Airbus manuals to fit their They can also customize the content put their own manuals in the OIS. the produced manuals and Airbus Airlines can keep or remove any of installation. it is classified as a Class 3 EFB aircraft displays and interface, attached to the aircraft and using A380 OIS installation being fixed, In accordance with regulations, the additional keys near the terminals. fitted in the folding table, and/or table, a pointing device that is keyboard attached to the folding byterminal using a dedicated The flight crew operates each operate the flight ops applications. Terminals (OIT), to display and to as Onboard Information referred crew uses two dedicated terminals, On board the aircraft flight in the cockpit OIS installation (EFF)/Flight Follow Up (FFU). Electronic Flight Foldercharts, The mission applications: Nav loadsheet, Takeoff, landing, in-flight, applications: The performance NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380 FAP Secured two way communication Aircraft avionics Communic Maint. manual M S VC FLT OPS NSS AVNCS eLogbook a MEL/CDL inten CCOM C AO M

C S a a nce tion • • • • • • s eLogbook AO eDoc Performance C EFF harts C

schematic architecture OIS simplified flight ops applications of OIS Overview supply only). connected for electrical laptops in the aircraft (stand alone to fix the laptop for use. to fix the laptop in the aircraft with an installation A A C C lass 2 EFB lass 1 EFB AO C Flt Ops M EFF/FFU/ Perform F AFM / Load C Landing Mission In-flight OM/F Takeoff CC has no installation MEL is a Class 1 EFB OM s C heet C a a C hart DL nu nce TM a s ls

11 FAST 42 12 FAST 42

1 3 2 1 NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380 OIT and additional keys Keyboard Folded keyboard OIS in the cockpit 2 Only the functions that require that may be used to display them. same way, regardless of the support presented and used exactly in the they will alwayspurposes, be and for operational efficiency example. However, for training or on a standalone computer for outside the aircraft, in an office Operational manuals are also used • • • • • • • tation. In particular, these include: the A380 operational documen- number of new functions within introduction of a considerable This new enables format the on the OIS. electronic format eDoc is designed to fit this new eDoc on OIS Customization capabilities. New revision processes and, development, Line and training-oriented layers,Information Enhanced consultation modes, (HMI), Interface A new Human Machine documentation, New, structured, electronic the aircraft. cumentation is consulted outside craft are not available when the do- from the air- direct information red in Documentary Units (DUs). red in Documentary The electronic manuals are structu- mization of data by airlines. electronic consultation and custo- and is used as the basis for is also a set of files in XML format, OPS DATA databank. The output Markup Language) stored in the documentation is XML (Extensible developed for A380 operational electronic format The primary production of the A380 eDoc. the writing, management and tools, namely OPS DATA, enable A380 ops documentation. These all the main new features of the the new and tools to support format specification and development of in 2001 with the This started ment of specific tools at Airbus. mentation for A380 was develop- The first step of the eDoc imple- eDoc structure

3 1 an SB retrofi nition, but also, in anticipation of aircraft defi- not only the current operational manuals can contain modification. In this way, data for the SB and decided to incorporate soon as airlines have accepted the even before they are applied, as count in the operational manuals, enables SBs to be taken into ac- (SBs). A new management process Bulletins modifications or Service by technical criteria such as enable configuration management DUs are also basic elements that described later). (both layers’ or ‘information A380 eDoc as ‘contextual access’ new functions introduced by the applications). DUs enable such manuals or or links to external links, zones and links (e.g. internal (sound, video), colour, interactive multimedia data CGM - format), (in Computer Generated Metafile - text, and/or can have illustrations DU). The DU can be structured associated with the (information and metadata its content, structure Definition (DTD), which defines Each DU has a Document Type • • For example: manuals. can be found within the different to the different types of data that organized objects and corresponds made up of a succession well- understandable on its own. It is self-sufficient, and independently that is usually self-explanatory, A DU is a small piece of information manuals (e.g. AFM, MMEL). does not apply to the approved This Pre/Post SB Management incorporation. SB (Pre/Post SB Management) after procedures. dispatch items, operational malfunction assessment, For the MMEL: Descriptions, mance, procedures, limitations, perfor- For the FCOM: Descriptions, t, the definition of an contextual approach of the FCOM. the task-oriented and simplifies gation within the manual and navigation navi- tree facilitates reflected in the OIS structure, be found in it. currently This that can tations and performance) (descriptions, procedures, limi- different types of information organized according to the four of the FCOM is structure Forof information. instance, the according to the type tree structure volumes, but are organized in a All DUs are no longer classified in NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380 OPS data tool 13 FAST 42 12 FAST 42

1 3 2 1 NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380 OIT and additional keys Keyboard Folded keyboard OIS in the cockpit 2 Only the functions that require that may be used to display them. same way, regardless of the support presented and used exactly in the they will alwayspurposes, be and for operational efficiency example. However, for training or on a standalone computer for outside the aircraft, in an office Operational manuals are also used • • • • • • • tation. In particular, these include: the A380 operational documen- number of new functions within introduction of a considerable This new enables format the on the OIS. electronic format eDoc is designed to fit this new eDoc on OIS Customization capabilities. New revision processes and, development, Line and training-oriented layers,Information Enhanced consultation modes, (HMI), Interface A new Human Machine documentation, New, structured, electronic the aircraft. cumentation is consulted outside craft are not available when the do- from the air- direct information red in Documentary Units (DUs). red in Documentary The electronic manuals are structu- mization of data by airlines. electronic consultation and custo- and is used as the basis for is also a set of files in XML format, OPS DATA databank. The output Markup Language) stored in the documentation is XML (Extensible developed for A380 operational electronic format The primary production of the A380 eDoc. the writing, management and tools, namely OPS DATA, enable A380 ops documentation. These all the main new features of the the new and tools to support format specification and development of in 2001 with the This started ment of specific tools at Airbus. mentation for A380 was develop- The first step of the eDoc imple- eDoc structure

3 1 an SB retrofi nition, but also, in anticipation of aircraft defi- not only the current operational manuals can contain modification. In this way, data for the SB and decided to incorporate soon as airlines have accepted the even before they are applied, as count in the operational manuals, enables SBs to be taken into ac- (SBs). A new management process Bulletins modifications or Service by technical criteria such as enable configuration management DUs are also basic elements that described later). (both layers’ or ‘information A380 eDoc as ‘contextual access’ new functions introduced by the applications). DUs enable such manuals or or links to external links, zones and links (e.g. internal (sound, video), colour, interactive multimedia data CGM - format), (in Computer Generated Metafile - text, and/or can have illustrations DU). The DU can be structured associated with the (information and metadata its content, structure Definition (DTD), which defines Each DU has a Document Type • • For example: manuals. can be found within the different to the different types of data that organized objects and corresponds made up of a succession well- understandable on its own. It is self-sufficient, and independently that is usually self-explanatory, A DU is a small piece of information manuals (e.g. AFM, MMEL). does not apply to the approved This Pre/Post SB Management incorporation. SB (Pre/Post SB Management) after procedures. dispatch items, operational malfunction assessment, For the MMEL: Descriptions, mance, procedures, limitations, perfor- For the FCOM: Descriptions, t, the definition of an contextual approach of the FCOM. the task-oriented and simplifies gation within the manual and navigation navi- tree facilitates reflected in the OIS structure, be found in it. currently This that can tations and performance) (descriptions, procedures, limi- different types of information organized according to the four of the FCOM is structure Forof information. instance, the according to the type tree structure volumes, but are organized in a All DUs are no longer classified in NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380 OPS data tool 13 FAST 42 14 FAST 42 NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380 capability. the A380 eDoc is its customization advantagesOne of the greatest of • • raw data are either: (AirbusWorld).portal The XML available on the customer Airbus packages that are produced benefit of custo-mers, XML data up-dates). For the (e.g. ‘real time’ dispatch of urgent information also initiate revisions for the frequency is selected, can Airbus regard-less of which revision customization process. Furthermore, the flexibility of the data onboard the aircraft and increases for updating documentation regularly obtaining eDoc revisions lines with the possibility of revision frequencies provide air- is monthly. These customized frequency shortest Airbus. The need to receive revisions from how often they airline defining is contractual with each Airbus revised data between airlines and the frequency of the exchange of To cope with all possible needs, as needed. incorporated multimedia objects are also in CGM; with the graphics All DUs are produced in XML board the aircraft to the display on From XML data by their local authorities. as needed, or as required to customize the data Airbus or their own XML tools Operations Standard Package) system or FOSP – Flight (ADOC – Document Airbus and management tools developed editing airlines can use Airbus operating manual. In this case, and in-house developed airline for establishing a customized Used as source data by OPS PUBLISHER, Airbus: a publisher tool developed using (HTML) format Hyper Text Markup Language is simply converted into In this case, the XML data Used as is for OIS consultation. a fully way integrated within development has been made in Consultation Tool(FOCT). This the data on OIS: The Flight Ops and developed by to displayAirbus application that has been defined aircraft. The OIS has a specific loading into the OIS onboard end result of this is data ready for consultable of HTML. format The publish the XML raw data in the publishing tool has a function to The editing, management and to local requirements. which is then modified according Minimum Equipment List (MEL), MMEL to the airline’sAirbus example, to transition from the even required by regulations, for and customization is necessary content. For some manuals this change, but also the technical of the manuals maystructure it is possible that not only the With these different variables, • • different ways, such as: their operational manuals in Airbus All airlines manage and update eDoc functions. Airbus airlines benefit from all of the new of data. In addition, it helps Airbus their workload and the reworking increased flexibility and facilitates operational needs, offers them This helps airlines cope with their Some of the reasons include: or airworthiness requirements. operational needs, airline policy, manuals, or modified to suit operations other information, Complemented by some or, Used, as is, for line operations, - To comply with an applicable - To specify the applicable - To ensure fleet commonality, of these regulations. for a local adaptation 121) and/or the need part Federal AviationRequirements Requirements -JAR OPS-, (e.g. Joint Airworthiness operational regulation by the airline, standards enforced AIRBUS A380’s eDoc HMI. development and definition of the extensive reference for the VNTSC-FAA-006-22) provides an (ref DOT- Electronic Flight Bags’ the Design and Evaluation of ‘Human Factors Considerations in Agency/Volpe Center document: ments, the Federal Aviation Among all the published docu- documentation. developing and using electronic Factors (HF) considerations in have been issued to provide Human stu-dies, directives and regulations tasks in the cockpit, various flight crew their in performing for direct use byinformation the With growth the fast of electronic Interface (HMI) Human Machine applied for its development. Factor considerations have been within the A380 cockpit, Human Therefore, due to its integration development. programme the A380 to the aircraft From Airbus XML format R a w d a t a Customiz Editing/management were taken into consideration in ronment. From this, HF aspects eDoc in an operational envi-the Canada evaluated the use of Agency (EASA) and Transport (FAA), European Aviation Safety from the Federal Aviation Agency (JOEB) made of representatives Operational Evaluation Board In this way, Joint an integrated required for each individual airline. electronic documentation that is operational approval to use the This generic approval eases the applications conducted by Airbus. operational approval of the OIS was also evaluated in the generic The eDoc and its operational use authorities and Airbus. variety of pilots from airlines, eDoc have with a large been run for OIS applications, including process, special HF demonstrations the cockpit HF certification or,certification more extensively, in In addition, in the OIS platform cockpit HMI rules. and in compliance with rules, accordance with general OIS HMI The eDoc HMI is also defined in and publishing tools a tion NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380 a nd publishing Airline d XML format Airline a t a eDoc on OIS XML d purposes) Pdf (e.g. for content v a nd on ground a t a a lid a tion 15 FAST 42 14 FAST 42 NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380 capability. the A380 eDoc is its customization advantagesOne of the greatest of • • raw data are either: (AirbusWorld).portal The XML available on the customer Airbus packages that are produced benefit of custo-mers, XML data up-dates). For the (e.g. ‘real time’ dispatch of urgent information also initiate revisions for the frequency is selected, can Airbus regard-less of which revision customization process. Furthermore, the flexibility of the data onboard the aircraft and increases for updating documentation regularly obtaining eDoc revisions lines with the possibility of revision frequencies provide air- is monthly. These customized frequency shortest Airbus. The need to receive revisions from how often they airline defining is contractual with each Airbus revised data between airlines and the frequency of the exchange of To cope with all possible needs, as needed. incorporated multimedia objects are also in CGM; with the graphics All DUs are produced in XML board the aircraft to the display on From XML data by their local authorities. as needed, or as required to customize the data Airbus or their own XML tools Operations Standard Package) system or FOSP – Flight (ADOC – Document Airbus and management tools developed editing airlines can use Airbus operating manual. In this case, and in-house developed airline for establishing a customized Used as source data by OPS PUBLISHER, Airbus: a publisher tool developed using (HTML) format Hyper Text Markup Language is simply converted into In this case, the XML data Used as is for OIS consultation. a fully way integrated within development has been made in Consultation Tool(FOCT). This the data on OIS: The Flight Ops and developed by to displayAirbus application that has been defined aircraft. The OIS has a specific loading into the OIS onboard end result of this is data ready for consultable of HTML. format The publish the XML raw data in the publishing tool has a function to The editing, management and to local requirements. which is then modified according Minimum Equipment List (MEL), MMEL to the airline’sAirbus example, to transition from the even required by regulations, for and customization is necessary content. For some manuals this change, but also the technical of the manuals maystructure it is possible that not only the With these different variables, • • different ways, such as: their operational manuals in Airbus All airlines manage and update eDoc functions. Airbus airlines benefit from all of the new of data. In addition, it helps Airbus their workload and the reworking increased flexibility and facilitates operational needs, offers them This helps airlines cope with their Some of the reasons include: or airworthiness requirements. operational needs, airline policy, manuals, or modified to suit operations other information, Complemented by some or, Used, as is, for line operations, - To comply with an applicable - To specify the applicable - To ensure fleet commonality, of these regulations. for a local adaptation 121) and/or the need part Federal AviationRequirements Requirements -JAR OPS-, (e.g. Joint Airworthiness operational regulation by the airline, standards enforced AIRBUS A380’s eDoc HMI. development and definition of the extensive reference for the VNTSC-FAA-006-22) provides an (ref DOT- Electronic Flight Bags’ the Design and Evaluation of ‘Human Factors Considerations in Agency/Volpe Center document: ments, the Federal Aviation Among all the published docu- documentation. developing and using electronic Factors (HF) considerations in have been issued to provide Human stu-dies, directives and regulations tasks in the cockpit, various flight crew their in performing for direct use byinformation the With growth the fast of electronic Interface (HMI) Human Machine applied for its development. Factor considerations have been within the A380 cockpit, Human Therefore, due to its integration development. programme the A380 to the aircraft From Airbus XML format R a w d a t a Customiz Editing/management were taken into consideration in ronment. From this, HF aspects eDoc in an operational envi-the Canada evaluated the use of Agency (EASA) and Transport (FAA), European Aviation Safety from the Federal Aviation Agency (JOEB) made of representatives Operational Evaluation Board In this way, Joint an integrated required for each individual airline. electronic documentation that is operational approval to use the This generic approval eases the applications conducted by Airbus. operational approval of the OIS was also evaluated in the generic The eDoc and its operational use authorities and Airbus. variety of pilots from airlines, eDoc have with a large been run for OIS applications, including process, special HF demonstrations the cockpit HF certification or,certification more extensively, in In addition, in the OIS platform cockpit HMI rules. and in compliance with rules, accordance with general OIS HMI The eDoc HMI is also defined in and publishing tools a tion NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380 a nd publishing Airline d XML format Airline a t a eDoc on OIS XML d purposes) Pdf (e.g. for content v a nd on ground a t a a lid a tion 15 FAST 42 16 FAST 42 C ontextual access NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380 pilot’s interfaces. sentations of aircraft displays and way in colour with realistic repre- in an attractivethe information consultation and displaysfacilitate ful and easy to use functions the introduction of attractive, use- the flight ops manuals. It enables consultation and navigation within many possibilities for enhanced offersThe eDoc electronic format features eDoc main new rity, consistency, safety… capacity,Learning efficiency, cla- the eDoc HMI were: to define Among the main HF criteria used through the information. to easilyright interface navigate level of detail, and to provide the at the right time, with correct information, to access the correct help the end-users –flight crews– its HMI, which was designed to of eDoc and defining the final role contextual access and permits contextual access and permits avionics systems. This is known as receive data from the aircraft environment, is the possibility to in the cockpit integration due to its the electronic format, advantagesOne of the greatest of CONTEXTUAL ACCESS containing the selected word(s). any information search to find offersThe electronic format word WORDSEARCH capabilities include: they need. Some of the other navigation tree the information flight ops manuals and select in the recognize of the typical structure linear mode. With this, users can through the navigation tree in a conventional way by steering The eDoc can be consulted in a search capabilities are available. Various consultation modes and ENHANCED CONSULTATION MODES particularly the FCOM, has many Operational documentation, and INFORMATION LAYERS FUNCTIONS ENHANCED CONSULTATION sion available by April 2009. will be available with the OIS ver- lates to the panel. This function that re- user can access information the panel on a cockpit diagram, search. By selecting a interface Another access mode is the INTERFACE SEARCH quickly to operational situations. and respond more access information the flight crew to easily and readily mation. Consequently, this enables red to virtually eliminates the time requi- significantly reduces and even The contextual access function 2009. OIS version available by April available on board aircraft with the This automatic function will be compute any impact. performance that the flight crew can easily also receives so this information the OIS LDG PERF application an impact on landing performance, has In addition, if an ECAM alert when information desired. They can access this pre-selected are not distracted. concentrate on their basic tasks and the flight crew can continue to tically display so the information reasons, the OIS does not automa- the eDoc. For HF and certification select relevant from information by the OIS to automatically pre- Monitor). is used An ECAM alert (Electronic Centralized Aircraft that come from the ECAM alerts This is automatically achieved via it for them. as the eDoc finds to look for relevant information and/or where the manuals structure MMEL) without needing to know eDoc (particularly the FCOM and from the accessing information crew an easy and rapid way of Contextual access offers the flight a task-oriented access to information. search for and retrieve infor- both text and graphics. the OIS and function applies to is made via dedicated controls on of the layer desired for consultation conside-ring these layers. Selection A380 FCOM is directly written the level of detail required. The accordance with their needs and in this information can filter are availableinformation and users FCOM: up to three layers of now implemented in the A380 layersthese needs, information are the FCOM to provide. To support that they wouldinformation like varying needs for the level of Airlines have therefore expressed national requirements). airline policy, training philosophy, airline material (e.g. specific reworked and customized with is, or complemented, or even (AOM). As such, it can be used as of an Airlines Operations Manual reference document for the creation The FCOM can also be used as a sonnel. operations and scheduling per- and by their for training purposes also commonly used by airlines daily tasks. However, the FCOM is their use the FCOM to perform varied uses. Basically, flight crews Interface search Libr a NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380 yWord se ry INTERFACE SEARCH a rch Interf a ce se a rch Index se a c Bookm rch


a used at an airline’sused at discretion can be that material amplification with clarification explanation and and rationale more expertise, but provides to be used in flight, This is not likely information’: Layer 3 of the aircraft-pilot interface to fully understand the logic as reference for the flight crew This can be used information: Layer 2 information contains almost the same level of Computer Based Training (CBT) for their initial training. to know they need sponds to information and basically corre- operations for the flight crew in necessary minimum amount of information this is the Typically, information: Layer 1 rks Three layers of information provides ‘detailed provides ‘nice to know’ provides ‘need to know’ 17 FAST 42 16 FAST 42 C ontextual access NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380 pilot’s interfaces. sentations of aircraft displays and way in colour with realistic repre- in an attractivethe information consultation and displaysfacilitate ful and easy to use functions the introduction of attractive, use- the flight ops manuals. It enables consultation and navigation within many possibilities for enhanced offersThe eDoc electronic format features eDoc main new rity, consistency, safety… capacity,Learning efficiency, cla- the eDoc HMI were: to define Among the main HF criteria used through the information. to easilyright interface navigate level of detail, and to provide the at the right time, with correct information, to access the correct help the end-users –flight crews– its HMI, which was designed to of eDoc and defining the final role contextual access and permits contextual access and permits avionics systems. This is known as receive data from the aircraft environment, is the possibility to in the cockpit integration due to its the electronic format, advantagesOne of the greatest of CONTEXTUAL ACCESS containing the selected word(s). any information search to find offersThe electronic format word WORDSEARCH capabilities include: they need. Some of the other navigation tree the information flight ops manuals and select in the recognize of the typical structure linear mode. With this, users can through the navigation tree in a conventional way by steering The eDoc can be consulted in a search capabilities are available. Various consultation modes and ENHANCED CONSULTATION MODES particularly the FCOM, has many Operational documentation, and INFORMATION LAYERS FUNCTIONS ENHANCED CONSULTATION sion available by April 2009. will be available with the OIS ver- lates to the panel. This function that re- user can access information the panel on a cockpit diagram, search. By selecting a interface Another access mode is the INTERFACE SEARCH quickly to operational situations. and respond more access information the flight crew to easily and readily mation. Consequently, this enables red to virtually eliminates the time requi- significantly reduces and even The contextual access function 2009. OIS version available by April available on board aircraft with the This automatic function will be compute any impact. performance that the flight crew can easily also receives so this information the OIS LDG PERF application an impact on landing performance, has In addition, if an ECAM alert when information desired. They can access this pre-selected are not distracted. concentrate on their basic tasks and the flight crew can continue to tically display so the information reasons, the OIS does not automa- the eDoc. For HF and certification select relevant from information by the OIS to automatically pre- Monitor). is used An ECAM alert (Electronic Centralized Aircraft that come from the ECAM alerts This is automatically achieved via it for them. as the eDoc finds to look for relevant information and/or where the manuals structure MMEL) without needing to know eDoc (particularly the FCOM and from the accessing information crew an easy and rapid way of Contextual access offers the flight a task-oriented access to information. search for and retrieve infor- both text and graphics. the OIS and function applies to is made via dedicated controls on of the layer desired for consultation conside-ring these layers. Selection A380 FCOM is directly written the level of detail required. The accordance with their needs and in this information can filter are availableinformation and users FCOM: up to three layers of now implemented in the A380 layersthese needs, information are the FCOM to provide. To support that they wouldinformation like varying needs for the level of Airlines have therefore expressed national requirements). airline policy, training philosophy, airline material (e.g. specific reworked and customized with is, or complemented, or even (AOM). As such, it can be used as of an Airlines Operations Manual reference document for the creation The FCOM can also be used as a sonnel. operations and scheduling per- and by their for training purposes also commonly used by airlines daily tasks. However, the FCOM is their use the FCOM to perform varied uses. Basically, flight crews Interface search Libr a NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380 yWord se ry INTERFACE SEARCH a rch Interf a ce se a rch Index se a c Bookm rch


a used at an airline’sused at discretion can be that material amplification with clarification explanation and and rationale more expertise, but provides to be used in flight, This is not likely information’: Layer 3 of the aircraft-pilot interface to fully understand the logic as reference for the flight crew This can be used information: Layer 2 information contains almost the same level of Computer Based Training (CBT) for their initial training. to know they need sponds to information and basically corre- operations for the flight crew in necessary minimum amount of information this is the Typically, information: Layer 1 rks Three layers of information provides ‘detailed provides ‘nice to know’ provides ‘need to know’ 17 FAST 42 18 FAST 42 NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380 1 Layer 1 information in the F Information layers performance data From paper to electronic C OM 2 Layer 2 information takeoff and landing modules. with the LPC in electronic format wasperformance already available implemented it, takeoff and landing In the LPC, and for airlines having performance. takeoff, landing and in-flight and tables charts for performance togetherinformation with a suite of basic operational performance sections are made of formance In the paper FCOM per- of the FCOM. are also part Performance and data information PERFORMANCE INFORMATION 3 Layer 3 information been created. has Per-formance Application’ mance application, the ‘In-Flight a newelectronic format, perfor- coverage data in of performance applications. To ensure full are replaced by performance previously available in the FCOM data. performance All the charts beyond this with no need for paper The A380 FCOM and OIS go performance. e.g. for in-flight information, use of some paper performance However, this did not preclude the show sequences of actions). System) and some videos (e.g., to Warning System or Surveillance by the aircraft systems (e.g. Flight sounds that can be generated The FCOM also includes all SOUNDS of the graphic. access any for this part information clicking on these zones users can with interactivegraphics zones. By is mainly around part constructed cularly the FCOM description The flight ops manuals and parti- MULTIMEDIA/INTERACTIVE ZONES such multiple data entries. preventing from sources of errors crease accuracy and safety by also in- ltiple data entries, but crew’s workload by preventing mu- they not only reduce the flight addition, and most importantly, easily navigate between them. In enable flight crews to quickly and the ops manuals or applications configuration. These links between mance computation in a degraded to the MMEL item ease perfor- application is linked performance impact, the relevanta performance Forfailures. MMEL items with dispatch conditions for associated the MMEL enable easy assess of procedures and FCOM abnormal For instance, links between the manual or operational application. one manual to any other linked Users can directly navigate from consulted as a standalone manual. Each eDoc manual is no longer LINKS mentation and include: within the whole flight ops docu- consultation and ease navigation in the A380 eDoc to enhance tation functions are implemented variousformat, advanced consul- Taking advantage of the electronic FUNCTIONS OTHER ADVANCEDCONSULTATION oxygen Aircraft systems Example: Audio and video in the F NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380 C OM Interactive zones 19 FAST 42 18 FAST 42 NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380 1 Layer 1 information in the F Information layers performance data From paper to electronic C OM 2 Layer 2 information takeoff and landing modules. with the LPC in electronic format wasperformance already available implemented it, takeoff and landing In the LPC, and for airlines having performance. takeoff, landing and in-flight and tables charts for performance togetherinformation with a suite of basic operational performance sections are made of formance In the paper FCOM per- of the FCOM. are also part Performance and data information PERFORMANCE INFORMATION 3 Layer 3 information been created. has Per-formance Application’ mance application, the ‘In-Flight a newelectronic format, perfor- coverage data in of performance applications. To ensure full are replaced by performance previously available in the FCOM data. performance All the charts beyond this with no need for paper The A380 FCOM and OIS go performance. e.g. for in-flight information, use of some paper performance However, this did not preclude the show sequences of actions). System) and some videos (e.g., to Warning System or Surveillance by the aircraft systems (e.g. Flight sounds that can be generated The FCOM also includes all SOUNDS of the graphic. access any for this part information clicking on these zones users can with interactivegraphics zones. By is mainly around part constructed cularly the FCOM description The flight ops manuals and parti- MULTIMEDIA/INTERACTIVE ZONES such multiple data entries. preventing from sources of errors crease accuracy and safety by also in- ltiple data entries, but crew’s workload by preventing mu- they not only reduce the flight addition, and most importantly, easily navigate between them. In enable flight crews to quickly and the ops manuals or applications configuration. These links between mance computation in a degraded to the MMEL item ease perfor- application is linked performance impact, the relevanta performance Forfailures. MMEL items with dispatch conditions for associated the MMEL enable easy assess of procedures and FCOM abnormal For instance, links between the manual or operational application. one manual to any other linked Users can directly navigate from consulted as a standalone manual. Each eDoc manual is no longer LINKS mentation and include: within the whole flight ops docu- consultation and ease navigation in the A380 eDoc to enhance tation functions are implemented variousformat, advanced consul- Taking advantage of the electronic FUNCTIONS OTHER ADVANCEDCONSULTATION oxygen Aircraft systems Example: Audio and video in the F NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380 C OM Interactive zones 19 FAST 42 20 FAST 42 Conclusion NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380 and Airbus with the LPC is enriched experience gained by the airlines This new concept benefits from the displayed on the OIS of aircraft. operational documentation that can be with an enhanced concept of electronic A380 enables a further step to be made Now, the advanced technology of of flight operations documentation. a first step towards a new concept reduce these disadvantages. These were Airbus LPC, they offered opportunities to available, with the introduction of the When electronic documents became and Airbus content various others. the difficulty of integrating airline and frequency of updating with revisions, and also in the time, process in an operational or training environment suffered from disadvantages in consulting Previous paper operational documents function. The notes are attached to the manuals provide an annotating manuals for their own records, so need to add personal notes on the In some cases flight crews may PERSONAL NOTES manuals Notes in the flight ops to new heights of usability. help operational documentation to cruise the A320, A330/A340 families and will evolving Airbus ‘Going Digital’ project for A350 XWB. In addition, it will benefit the future projects such as the A400M and This will be beneficial for existing and integration and numerous others. functionality, airline and Airbus data is setting new standards for ease of use, The A380 operational documentation FCTM and MMEL. the beginning, particularly in FCOM, airlines were deeply involved from flight operational documentation so was a prime objective for the new A380 in the cockpit. Customer satisfaction oriented operational documentation to enable a much better integration of task systems and electronic documents by the new opportunities offered by A380 [email protected] 33 (0)5 61 93 29 68 Fax: 33 (0)5 61 93 30 29 Tel: and Services Support Flight Operations standards Operational Director A380/A350/A400M Francis PAYEUR C ONTA other users. for sharing with can be exported available. Additionally, the notes chapter with all notes specific tree, which automatically creates a easily retrieved via the navigation Unit and can be each Documentary C T DETAILS A330/A340 enhancements water management Fuel system enabler for aircraft dispatch is the availability of reducing maintenance costs for airlines. A key focused on optimizing aircraft availability and continuous improvement programme, Airbus is problems and aircraft delays. In the frame of accumulation of water in the tanks causing the reduced maintenance time and can lead to settled water, which can be difficult to achieve in for draining the A330/A340 aircraft fuel tanks of for the aircraft has a minimum interval of weekly next page). The Maintenance Planning Document activities on (refer to aircraft utilization rate chart reducing the time available for maintenance utilization rate has increased by over 10%, A340 aircraft in the early 90’s the aircraft of the into service Since the entry A330 and FUEL SYSTEM WATER MANAGEMENT - enhancement. solutions for fuel system water management aircraft. explains the issues and This article the water drain task interval on A330/A340 Family has developed solutions, which will help to extend utilization and regular maintenance actions Airbus Responding to airline needs for increased aircraft is essential for smooth aircraft operations. draining. Therefore, a regular water drain task out of limits and leading to aircraft delays for tank indications, typically driving FQIS probe readings Settled water in the fuel tanks may affect FQIS the fuel (see FAST 38) and water in the fuel tanks. availability is microbiological contamination of the major threat to FQIS (FQIS). Industry-wide, the aircraft Fuel Quantity Indication System Customer Services Engineering Customer Services Group Manager - Fuel Systems Group Manager Airbus Customer Services Laurent ARIS A330/A340 ENHANCEMENTS 21 FAST 42 20 FAST 42 Conclusion NEW FLIGHT OPERATIONS DOCUMENTATION FOR THE A380 and Airbus with the LPC is enriched experience gained by the airlines This new concept benefits from the displayed on the OIS of aircraft. operational documentation that can be with an enhanced concept of electronic A380 enables a further step to be made Now, the advanced technology of of flight operations documentation. a first step towards a new concept reduce these disadvantages. These were Airbus LPC, they offered opportunities to available, with the introduction of the When electronic documents became and Airbus content various others. the difficulty of integrating airline and frequency of updating with revisions, and also in the time, process in an operational or training environment suffered from disadvantages in consulting Previous paper operational documents function. The notes are attached to the manuals provide an annotating manuals for their own records, so need to add personal notes on the In some cases flight crews may PERSONAL NOTES manuals Notes in the flight ops to new heights of usability. help operational documentation to cruise the A320, A330/A340 families and will evolving Airbus ‘Going Digital’ project for A350 XWB. In addition, it will benefit the future projects such as the A400M and This will be beneficial for existing and integration and numerous others. functionality, airline and Airbus data is setting new standards for ease of use, The A380 operational documentation FCTM and MMEL. the beginning, particularly in FCOM, airlines were deeply involved from flight operational documentation so was a prime objective for the new A380 in the cockpit. Customer satisfaction oriented operational documentation to enable a much better integration of task systems and electronic documents by the new opportunities offered by A380 [email protected] 33 (0)5 61 93 29 68 Fax: 33 (0)5 61 93 30 29 Tel: and Services Support Flight Operations standards Operational Director A380/A350/A400M Francis PAYEUR C ONTA other users. for sharing with can be exported available. Additionally, the notes chapter with all notes specific tree, which automatically creates a easily retrieved via the navigation Unit and can be each Documentary C T DETAILS A330/A340 enhancements water management Fuel system enabler for aircraft dispatch is the availability of reducing maintenance costs for airlines. A key focused on optimizing aircraft availability and continuous improvement programme, Airbus is problems and aircraft delays. In the frame of accumulation of water in the tanks causing the reduced maintenance time and can lead to settled water, which can be difficult to achieve in for draining the A330/A340 aircraft fuel tanks of for the aircraft has a minimum interval of weekly next page). The Maintenance Planning Document activities on (refer to aircraft utilization rate chart reducing the time available for maintenance utilization rate has increased by over 10%, A340 aircraft in the early 90’s the aircraft of the into service Since the entry A330 and FUEL SYSTEM WATER MANAGEMENT - enhancement. solutions for fuel system water management aircraft. explains the issues and This article the water drain task interval on A330/A340 Family has developed solutions, which will help to extend utilization and regular maintenance actions Airbus Responding to airline needs for increased aircraft is essential for smooth aircraft operations. draining. Therefore, a regular water drain task out of limits and leading to aircraft delays for tank indications, typically driving FQIS probe readings Settled water in the fuel tanks may affect FQIS the fuel (see FAST 38) and water in the fuel tanks. availability is microbiological contamination of the major threat to FQIS (FQIS). Industry-wide, the aircraft Fuel Quantity Indication System Customer Services Engineering Customer Services Group Manager - Fuel Systems Group Manager Airbus Customer Services Laurent ARIS A330/A340 ENHANCEMENTS 21 FAST 42 FUEL SYSTEM WATER MANAGEMENT A330/A340- ENHANCEMENTS FUEL SYSTEM WATER MANAGEMENT A330/A340- ENHANCEMENTS

1 Aircraft utilization rate 4 5 Rib 1 modification Moreover, in cold weather ope- of this area. The water scavenged by this new pipe is re-circulated Daily utilisation (FH total) rations (below 0°C), as the water FH drain valves are located in the within the collector cells through Rib 1 Linear (Daily utilisation FH total) lower part of the fuel tanks where the existing fuel transfer system. 14 water accumulates, there is a risk Once there, the water is blended of frozen water around the drain with jet fuel and this, with the New water 13 valves, which would prevent the water in suspension, is then consu- water from being drained. med by the engines via the fuel scavenge pipe Microbiological contamination may feed system, thus eliminating the 12 also develop at the fuel/water water from the tank. interface (see FAST 38) and if water is left un-drained in the fuel 11 A330/A340 COLLECTOR tanks it may contribute to an 4 increased risk of microbiological CELL ENHANCEMENT 10 contamination. Considering these factors in the continuous impro- The A330 and A340 collector cell vement programme, Airbus has is a local fuel reservoir inside the 09 developed solutions to enhance the wing tank that ensures the fuel Rib 1 New water pumps are always immersed in fuel 8 8 efficiency of the fuel tank water scavenge pipe 1993 1994 1995 1996 1997 199 1999 2000 2001 2002 2003 2004 2005 2006 2007 00 drain and scavenge system. in any flight conditions. The modi- 03. 03. 03. 03. 03. 03. 03. 03. 03. 03. 03. 03. 03. 03. 03. 03.2 fication for this extends the current Month/Year water scavenge pipe and adds a increases. Fuel density is mea- new remote pick-up pipe for the sured using the fuel dielectric Water drain water drain valve. Similar to the Fuel Quantity value or variations with the speed and scavenge Rib 1 modification, the collector 2 Wing plan view of sound. The FQIS uses the cell water scavenge pipe will draw Indication System volume and density values to enhancements water from the collector cell low- calculate the mass (kg or lb). point. The water scavenged by this 5 new pipe is re-circulated within the The Fuel Quantity Indication A330/A340 RIB 1 ENHANCEMENT collector cells where the water is System (FQIS) measures the blended with jet fuel and then New water quantity of fuel in each of the The modification for this consists consumed by the engines via the scavenge pipe aircraft fuel tanks. It displays this Effect of water of a new water scavenge pipe that fuel feed system. information on the flight deck, draws water from the low point providing indication of the Fuel in the fuel tanks on Board (FOB) and, via the Electronic Centralized Aircraft The FQIS system is calibrated for 3 A340 rib 1 and collector Rib 2 Area of change Monitoring (ECAM) Systems use with jet fuel and the probes cell modification locations or Rib 3 display, the individual tank quan- 4 5 measure from 'unusable' to full Inside tities. On the A330/A340 fleet the tank capacity. However, the RIB 1 collector cell Collector cell data is also used for the auto- dielectric of water is approxi- clack valve transfer functions e.g. CG (Centre mately eight times higher than the 6 of Gravity) control. jet fuel dielectric. Therefore, when Airbus aircraft use a capacitance there is water in the proximity of Fuel Quantity Indication (FQI) the probes, the fuel measured capa- 6 Collector cell modification system to measure the fuel level citance changes. Typically, the scavenge pipe (volume) within the aircraft fuel 6 7 probes will read a higher capa- The new water scavenge pipe tanks. citance level than the actual fuel Vertical probes located throughout will allow clearance level. In some cases the measured Collector cell of water from under the tanks measure the fuel level in 2(3) See figure 3 capacitance of the probe will over- Center sp the two existing FQI for A340 details the tanks. Each probe has two read or 'disagree' with a neigh- probes of the and figure 8 for A330 details concentric aluminium tubes. The bouring reading. At anaircraft level To N° 2(3) collector cells. open ends of the tubes allow the a engine in the cockpit, a key symptom of r 6 7 fuel to move freely between the presence of water in fuel is Collector cell tubes. The fuel/air ratio within the degraded or failed (XXX) fuel 1(4) probe is the capacitor dielectric; as quantity indication. the fuel level changes, so does In some cases aircraft dispatch the probe capacitance. When the may be limited by the status of the probe is dry, the capacitance value FQI display (see the Airbus Master is low, but as fuel moves up Minimum Equipment List or the probe the capacitance value airline Minimum Equipment List). RIB 4 FAST 42 FAST To N° 1(4) engine 42 FAST 22 23 FUEL SYSTEM WATER MANAGEMENT A330/A340- ENHANCEMENTS FUEL SYSTEM WATER MANAGEMENT A330/A340- ENHANCEMENTS

1 Aircraft utilization rate 4 5 Rib 1 modification Moreover, in cold weather ope- of this area. The water scavenged by this new pipe is re-circulated Daily utilisation (FH total) rations (below 0°C), as the water FH drain valves are located in the within the collector cells through Rib 1 Linear (Daily utilisation FH total) lower part of the fuel tanks where the existing fuel transfer system. 14 water accumulates, there is a risk Once there, the water is blended of frozen water around the drain with jet fuel and this, with the New water 13 valves, which would prevent the water in suspension, is then consu- water from being drained. med by the engines via the fuel scavenge pipe Microbiological contamination may feed system, thus eliminating the 12 also develop at the fuel/water water from the tank. interface (see FAST 38) and if water is left un-drained in the fuel 11 A330/A340 COLLECTOR tanks it may contribute to an 4 increased risk of microbiological CELL ENHANCEMENT 10 contamination. Considering these factors in the continuous impro- The A330 and A340 collector cell vement programme, Airbus has is a local fuel reservoir inside the 09 developed solutions to enhance the wing tank that ensures the fuel Rib 1 New water pumps are always immersed in fuel 8 8 efficiency of the fuel tank water scavenge pipe 1993 1994 1995 1996 1997 199 1999 2000 2001 2002 2003 2004 2005 2006 2007 00 drain and scavenge system. in any flight conditions. The modi- 03. 03. 03. 03. 03. 03. 03. 03. 03. 03. 03. 03. 03. 03. 03. 03.2 fication for this extends the current Month/Year water scavenge pipe and adds a increases. Fuel density is mea- new remote pick-up pipe for the sured using the fuel dielectric Water drain water drain valve. Similar to the Fuel Quantity value or variations with the speed and scavenge Rib 1 modification, the collector 2 Wing plan view of sound. The FQIS uses the cell water scavenge pipe will draw Indication System volume and density values to enhancements water from the collector cell low- calculate the mass (kg or lb). point. The water scavenged by this 5 new pipe is re-circulated within the The Fuel Quantity Indication A330/A340 RIB 1 ENHANCEMENT collector cells where the water is System (FQIS) measures the blended with jet fuel and then New water quantity of fuel in each of the The modification for this consists consumed by the engines via the scavenge pipe aircraft fuel tanks. It displays this Effect of water of a new water scavenge pipe that fuel feed system. information on the flight deck, draws water from the low point providing indication of the Fuel in the fuel tanks on Board (FOB) and, via the Electronic Centralized Aircraft The FQIS system is calibrated for 3 A340 rib 1 and collector Rib 2 Area of change Monitoring (ECAM) Systems use with jet fuel and the probes cell modification locations or Rib 3 display, the individual tank quan- 4 5 measure from 'unusable' to full Inside tities. On the A330/A340 fleet the tank capacity. However, the RIB 1 collector cell Collector cell data is also used for the auto- dielectric of water is approxi- clack valve transfer functions e.g. CG (Centre mately eight times higher than the 6 of Gravity) control. jet fuel dielectric. Therefore, when Airbus aircraft use a capacitance there is water in the proximity of Fuel Quantity Indication (FQI) the probes, the fuel measured capa- 6 Collector cell modification system to measure the fuel level citance changes. Typically, the scavenge pipe (volume) within the aircraft fuel 6 7 probes will read a higher capa- The new water scavenge pipe tanks. citance level than the actual fuel Vertical probes located throughout will allow clearance level. In some cases the measured Collector cell of water from under the tanks measure the fuel level in 2(3) See figure 3 capacitance of the probe will over- Center sp the two existing FQI for A340 details the tanks. Each probe has two read or 'disagree' with a neigh- probes of the and figure 8 for A330 details concentric aluminium tubes. The bouring reading. At anaircraft level To N° 2(3) collector cells. open ends of the tubes allow the a engine in the cockpit, a key symptom of r 6 7 fuel to move freely between the presence of water in fuel is Collector cell tubes. The fuel/air ratio within the degraded or failed (XXX) fuel 1(4) probe is the capacitor dielectric; as quantity indication. the fuel level changes, so does In some cases aircraft dispatch the probe capacitance. When the may be limited by the status of the probe is dry, the capacitance value FQI display (see the Airbus Master is low, but as fuel moves up Minimum Equipment List or the probe the capacitance value airline Minimum Equipment List). RIB 4 FAST 42 FAST To N° 1(4) engine 42 FAST 22 23 FUEL SYSTEM WATER MANAGEMENT A330/A340- ENHANCEMENTS FUEL SYSTEM WATER MANAGEMENT A330/A340- ENHANCEMENTS

A330 RIB 3 ENHANCEMENT This modification improves water in-service aircraft during summer 7 Collector cell modification 2007, evaluated in normal airline Water drain remote pickup pipe scavenge in the rib 3 area and Additional modifications have been reduces the quantity of settling operations for six months and the developed for the A330 Rib 3 area. water. results are now available to airlines. These introduce a water scavenge jet pump, with an induced flow In-service The evaluation showed a reduction Rib 2 line to the rib bay 3-4 tank sump. of up to 80% of the quantity of The water scavenge jet pump or Rib 3 New water drain evaluation water drained, as shown in the Inside receives motive flow from the remote pickup pipe chart below. Therefore, this modi- collector cell standby feed pump. and results fication has proven effective and enables escalation of the water This modification does not The A340 water scavenge modi- drain task interval. interfere with the existing standby fications were installed on two feed pump operation and does not require modification to the existing 10 7 circuitry. The additional electrical In-service evaluation results components allow the stand by feed pump to be automatically operated. The stand by pump Weekly drained Pre MOD 9 A330 Rib 3 operates when the aircraft is on the water (litres) Post MOD Water scavenge jet pump ground, both main pumps have been selected and engines are 1.4 Rib 3 above idle. The electrical modi- fication allows normal stand by 1.2 feed pump operation (when main pumps fail) or on normal pump 1.0 A330 selection and any failure, of Stand-by pump 0.8 -80% Water scavenge components introduced the jet pump scavenge cycle without interference 0.6 of the normal pump control system. 0.4

0.2

9 0.0 CONTACT DETAILS Outboard Collector Cell Inboard Collector Cell Inner FWD Laurent ARIS 8 A330 rib 1, collector cell Group Manager - Fuel Systems 4 5 and rib 3 modification Customer Services Engineering RIB 1 Airbus Customer Services Phone: +33 (0)5 67 19 10 98 Fax: +33 (0)5 61 93 36 14 Collector [email protected] cell

Flap valves Conclusion 6 7 (ref only) Water drainage has a significant impact significantly reduces the risk on the maintenance burden and grounding of microbiological contamination time for airlines. Therefore, Airbus developing within the tanks developed specific modifications and the costly maintenance and for locations where the highest quantity grounding activities associated To N° 1(2) of water has been accumulating. with its removal (see FAST 38). engine 9 Tests and an in-service evaluation The evaluation indicated that the cost Center sp RIB 3 have been performed and results support of these modifications would be recovered water drain task escalation from in approximately 18 months for weekly to A-Check for aircraft A330 aircraft and less for A340 aircraft, a r with the modifications incorporated. providing a clear benefit for airlines Flap valves An additional benefit is that minimizing in reduced maintenance activities (ref only) water content in the aircraft fuel tanks and improved operations of their aircraft. RIB 4 FAST 42 FAST FAST 42 FAST

24 25 FUEL SYSTEM WATER MANAGEMENT A330/A340- ENHANCEMENTS FUEL SYSTEM WATER MANAGEMENT A330/A340- ENHANCEMENTS

A330 RIB 3 ENHANCEMENT This modification improves water in-service aircraft during summer 7 Collector cell modification 2007, evaluated in normal airline Water drain remote pickup pipe scavenge in the rib 3 area and Additional modifications have been reduces the quantity of settling operations for six months and the developed for the A330 Rib 3 area. water. results are now available to airlines. These introduce a water scavenge jet pump, with an induced flow In-service The evaluation showed a reduction Rib 2 line to the rib bay 3-4 tank sump. of up to 80% of the quantity of The water scavenge jet pump or Rib 3 New water drain evaluation water drained, as shown in the Inside receives motive flow from the remote pickup pipe chart below. Therefore, this modi- collector cell standby feed pump. and results fication has proven effective and enables escalation of the water This modification does not The A340 water scavenge modi- drain task interval. interfere with the existing standby fications were installed on two feed pump operation and does not require modification to the existing 10 7 circuitry. The additional electrical In-service evaluation results components allow the stand by feed pump to be automatically operated. The stand by pump Weekly drained Pre MOD 9 A330 Rib 3 operates when the aircraft is on the water (litres) Post MOD Water scavenge jet pump ground, both main pumps have been selected and engines are 1.4 Rib 3 above idle. The electrical modi- fication allows normal stand by 1.2 feed pump operation (when main pumps fail) or on normal pump 1.0 A330 selection and any failure, of Stand-by pump 0.8 -80% Water scavenge components introduced the jet pump scavenge cycle without interference 0.6 of the normal pump control system. 0.4

0.2

9 0.0 CONTACT DETAILS Outboard Collector Cell Inboard Collector Cell Inner FWD Laurent ARIS 8 A330 rib 1, collector cell Group Manager - Fuel Systems 4 5 and rib 3 modification Customer Services Engineering RIB 1 Airbus Customer Services Phone: +33 (0)5 67 19 10 98 Fax: +33 (0)5 61 93 36 14 Collector [email protected] cell

Flap valves Conclusion 6 7 (ref only) Water drainage has a significant impact significantly reduces the risk on the maintenance burden and grounding of microbiological contamination time for airlines. Therefore, Airbus developing within the tanks developed specific modifications and the costly maintenance and for locations where the highest quantity grounding activities associated To N° 1(2) of water has been accumulating. with its removal (see FAST 38). engine 9 Tests and an in-service evaluation The evaluation indicated that the cost Center sp RIB 3 have been performed and results support of these modifications would be recovered water drain task escalation from in approximately 18 months for weekly to A-Check for aircraft A330 aircraft and less for A340 aircraft, a r with the modifications incorporated. providing a clear benefit for airlines Flap valves An additional benefit is that minimizing in reduced maintenance activities (ref only) water content in the aircraft fuel tanks and improved operations of their aircraft. RIB 4 FAST 42 FAST FAST 42 FAST

24 25 26 FAST 42 BLUE-ICE RUNWAY OPERATIONS - by any landings on ice by airliner, the first than by ship. The flights are the first to Antarctica scientists more quickly comfort and in greater regularly to and from Antarctica, transporting An Jetliner (ACJ) Corporate Airbus is now flying Airbus ACJ to Antarctica AIRBUS ACJ TO ANTARCTICA Blue-ice runway in Antarctica. Studd explains operation of the aircraft Garry highlighting the versatility of the family. Captain ACJ Family is now flying on every continent, any aircraft, and mean that the Airbus Airbus operations Executive & Private Executive & Private Aviation Product Marketing Director Airbus Customer Affairs David VELUPILLAI 0 Celsius. – 20° the daytime, it rarely drops below Celsius. But it is summer and, in belowtemperatures falling – 60° and indeed it is, with winter one of the coldest places on Earth, We think of the Antarctic as being and paradoxes of the Antarctic. land, and it highlights the contrasts blue-ice runway where they will colder temperature on the Wilkins hours? The reason is to have a Why not during more civilised be-cause of the midnight sun. the night - albeit in daylight, means a landing in the middle of over four and a half hours, so it to Antarctica. The flight takes just Jetliner (ACJ)Airbus Corporate research scientists in Skytraders’ Studd is preparing to fly of a group Australia, and Captain Garry It is approaching midnight in Operations 6 °7°80° 70° 0° C a sey Wilkins on an ice-runway? aircraft to Antarctica and landing So what’s it like taking an Airbus pilots. world’s most experienced Antarctic years, and is probably one of the the Antarctic for more than 31 about seven, has been involved in polar explorer since the age of Studd has wanted to be a Garry places. beautiful and most unspoiled world’s coldest, loneliest, most in its ice, and it is one of the the world’s fresh water is locked up is impressive. Some 80 per cent of matters. Much about the Antarctic that course, the ice on surface where there is only ice – but it is, of that – unlike the underneath Arctic, the runway, and solid ground about 2,500 feet of ice underneath coefficient of friction. There are runway will have a better surface atures are lower means that the ice Landing at night when the temper- Perth McMurdo BLUE-ICE RUNWAY OPERATIONS - Hob Christchurch a Sydney rt
AIRBUS ACJ TO ANTARCTICA in the southern polar region. a day of sunlight in summer the Earth’s tilt means 24 hours Midnight sun: 27 FAST 42 26 FAST 42 BLUE-ICE RUNWAY OPERATIONS - by any landings on ice by airliner, the first than by ship. The flights are the first to Antarctica scientists more quickly comfort and in greater regularly to and from Antarctica, transporting An Jetliner (ACJ) Corporate Airbus is now flying Airbus ACJ to Antarctica AIRBUS ACJ TO ANTARCTICA Blue-ice runway in Antarctica. Studd explains operation of the aircraft Garry highlighting the versatility of the family. Captain ACJ Family is now flying on every continent, any aircraft, and mean that the Airbus Airbus operations Executive & Private Executive & Private Aviation Product Marketing Director Airbus Customer Affairs David VELUPILLAI 0 Celsius. – 20° the daytime, it rarely drops below Celsius. But it is summer and, in belowtemperatures falling – 60° and indeed it is, with winter one of the coldest places on Earth, We think of the Antarctic as being and paradoxes of the Antarctic. land, and it highlights the contrasts blue-ice runway where they will colder temperature on the Wilkins hours? The reason is to have a Why not during more civilised be-cause of the midnight sun. the night - albeit in daylight, means a landing in the middle of over four and a half hours, so it to Antarctica. The flight takes just Jetliner (ACJ)Airbus Corporate research scientists in Skytraders’ Studd is preparing to fly of a group Australia, and Captain Garry It is approaching midnight in Operations 6 °7°80° 70° 0° C a sey Wilkins on an ice-runway? aircraft to Antarctica and landing So what’s it like taking an Airbus pilots. world’s most experienced Antarctic years, and is probably one of the the Antarctic for more than 31 about seven, has been involved in polar explorer since the age of Studd has wanted to be a Garry places. beautiful and most unspoiled world’s coldest, loneliest, most in its ice, and it is one of the the world’s fresh water is locked up is impressive. Some 80 per cent of matters. Much about the Antarctic that course, the ice on surface where there is only ice – but it is, of that – unlike the underneath Arctic, the runway, and solid ground about 2,500 feet of ice underneath coefficient of friction. There are runway will have a better surface atures are lower means that the ice Landing at night when the temper- Perth McMurdo BLUE-ICE RUNWAY OPERATIONS - Hob Christchurch a Sydney rt
AIRBUS ACJ TO ANTARCTICA in the southern polar region. a day of sunlight in summer the Earth’s tilt means 24 hours Midnight sun: 27 FAST 42 28 FAST 42 BLUE-ICE RUNWAY OPERATIONS - note PAPI lights on the left of runway Approach to the Wilkins runway, gravity when landing on ice to ACJ’sthe Airbus restrict centre-of- tinues Studd, ‘so we deliberately con- at the end of landing roll,’ the aircraft around to turn try ‘The challenge comes when you with this wind. allowed its centreline to be aligned made before the runway was built, get. Meteorological measurements, knots wind is typically what you by the wind and, at Wilkins, a 30 that is kept surface clear of snow simply means a runway ‘Blue-ice’ ing. before they will commit to a land- ficient of around 0.20 or better, looking for a runway friction coef- practice, the Airbus ACJ pilots are In land, and if not we around.’ turn to us by radio – if it is okay we runway before we land and reports ficient every 500 metres along the measures the friction coef- ground He continues – ‘The team on the (point its nose into wind)’. ercock’ the wholeto ‘weath- aircraft trying strong winds, when there is risk of craft on the ground, especially in eral control and handling the air- way - our biggest challenge is lat- worse than landing on a wet run- braking action is only slightly and stopping are not a problem – Studd says: ‘The landing Garry AIRBUS ACJ TO ANTARCTICA Landing on the Wilkins runway $25 a gallon.’ costlyit very – perhaps as much to the Wilkins runway would make spill. And thirdly, fuel transporting risk of contamination from a fuel refuelling means that there is no valuable to scientists – so avoiding place – one of the reasons it is so much a pristine, unspoiled very Studd. ‘Secondly, the Antarctic is comments is no nearby alternate,’ tant when you recognize that there Australia, which is pretty impor- always around and fly turn back to good enough for a landing, we can means that if the weather is not several benefits. ‘First, important it without refuelling, which brings back and to Antarctica ACJAirbus tanks allows Skytraders to fly its in these The extra fuel carried mizes the remaining cargo space. opening cargo doors, which maxi- appreciates the aircraft’s outward- room for a maximum of six – and (ACTs) in its cargo-hold – there is with four additional centre tanks Skytraders operates its Airbus ACJ 50 knots.’ runway in winds of up to about on the blue-ice turn a 180 degree the ice and also assist us to make optimize the bearing strength of weight on all three landing gear to keep a better distribution of ble to get them back the labora- the flights began, it was not possi- down in about 24 hours so, until out of the ice. The isotope breaks metre long ice cores that are drilled ments of an isotope buried in 1,000 researcher that makes measure- entists. He cites the example of one also of direct benefit to some sci- The rapid flight time is research.’ freeing one up is helpful for marine than a ship, saysrun Studd, ‘and Airbus ACJ also costs less a day to points out Studd. ‘The the ice,’ or four weeks if you get stuck in base at Casey, but it can take three to go by to the ship from Hobart conditions, it takes about ten days from the region. ‘Under the best entists and their equipment to tion in the time it takes to get sci- the big benefit it brings is a reduc- and Division, Australian Antarctic the Antarctic on behalf of the It operates the flights to and from weight for the job.’ make it great long range and modest size Studd, and the Airbus ACJ’s very for the mission,”no-return says ed an aircraft without a point-of- its Antarctic operations. ‘We want- before choosing the Airbus ACJ for craft ranging from small to large Skytraders looked at a range of air- plants and animals. glaciology and work involving pheric measurements, geology, many other fields – such as atmos- Other Antarctic research covers unique insight into the Earth’s past. special and ago, making it a very cores dates from a million years search. Some of the ice in these in time for meaningful re- tory uwyfloe On the way Runway flyover BLUE-ICE RUNWAY OPERATIONS - AIRBUS ACJ TO ANTARCTICA 29 FAST 42 28 FAST 42 BLUE-ICE RUNWAY OPERATIONS - note PAPI lights on the left of runway Approach to the Wilkins runway, gravity when landing on ice to ACJ’sthe Airbus restrict centre-of- tinues Studd, ‘so we deliberately con- at the end of landing roll,’ the aircraft around to turn try ‘The challenge comes when you with this wind. allowed its centreline to be aligned made before the runway was built, get. Meteorological measurements, knots wind is typically what you by the wind and, at Wilkins, a 30 that is kept surface clear of snow simply means a runway ‘Blue-ice’ ing. before they will commit to a land- ficient of around 0.20 or better, looking for a runway friction coef- practice, the Airbus ACJ pilots are In land, and if not we around.’ turn to us by radio – if it is okay we runway before we land and reports ficient every 500 metres along the measures the friction coef- ground He continues – ‘The team on the (point its nose into wind)’. ercock’ the wholeto ‘weath- aircraft trying strong winds, when there is risk of craft on the ground, especially in eral control and handling the air- way - our biggest challenge is lat- worse than landing on a wet run- braking action is only slightly and stopping are not a problem – Studd says: ‘The landing Garry AIRBUS ACJ TO ANTARCTICA Landing on the Wilkins runway $25 a gallon.’ costlyit very – perhaps as much to the Wilkins runway would make spill. And thirdly, fuel transporting risk of contamination from a fuel refuelling means that there is no valuable to scientists – so avoiding place – one of the reasons it is so much a pristine, unspoiled very Studd. ‘Secondly, the Antarctic is comments is no nearby alternate,’ tant when you recognize that there Australia, which is pretty impor- always around and fly turn back to good enough for a landing, we can means that if the weather is not several benefits. ‘First, important it without refuelling, which brings back and to Antarctica ACJAirbus tanks allows Skytraders to fly its in these The extra fuel carried mizes the remaining cargo space. opening cargo doors, which maxi- appreciates the aircraft’s outward- room for a maximum of six – and (ACTs) in its cargo-hold – there is with four additional centre tanks Skytraders operates its Airbus ACJ 50 knots.’ runway in winds of up to about on the blue-ice turn a 180 degree the ice and also assist us to make optimize the bearing strength of weight on all three landing gear to keep a better distribution of ble to get them back the labora- the flights began, it was not possi- down in about 24 hours so, until out of the ice. The isotope breaks metre long ice cores that are drilled ments of an isotope buried in 1,000 researcher that makes measure- entists. He cites the example of one also of direct benefit to some sci- The rapid flight time is research.’ freeing one up is helpful for marine than a ship, saysrun Studd, ‘and Airbus ACJ also costs less a day to points out Studd. ‘The the ice,’ or four weeks if you get stuck in base at Casey, but it can take three to go by to the ship from Hobart conditions, it takes about ten days from the region. ‘Under the best entists and their equipment to tion in the time it takes to get sci- the big benefit it brings is a reduc- and Division, Australian Antarctic the Antarctic on behalf of the It operates the flights to and from weight for the job.’ make it great long range and modest size Studd, and the Airbus ACJ’s very for the mission,”no-return says ed an aircraft without a point-of- its Antarctic operations. ‘We want- before choosing the Airbus ACJ for craft ranging from small to large Skytraders looked at a range of air- plants and animals. glaciology and work involving pheric measurements, geology, many other fields – such as atmos- Other Antarctic research covers unique insight into the Earth’s past. special and ago, making it a very cores dates from a million years search. Some of the ice in these in time for meaningful re- tory uwyfloe On the way Runway flyover BLUE-ICE RUNWAY OPERATIONS - AIRBUS ACJ TO ANTARCTICA 29 FAST 42 30 FAST 42 BLUE-ICE RUNWAY OPERATIONS - ACJ is that it fully certificated one of the benefits Airbus a full publicoperation – transport in Hobart Tasmania, as and are run The Antarctic flights leave from Casey, about 60 kilometres away). main Australian research base is at shelter at the Wilkins runway (the accommodated in the emergency 40 or so persons that can be however, which is well within the around 20-25 passengers, ly carry my. Flights to the Antarctic typical- in business class, and 54 econo- airline-style layout, with 28 seats Airbus ACJ features an Skytraders’ easily be flown quickly. out very thing needs replacing, then it can and, if equipment breaks or some- gency evacuation flights possible a week or two. It also makes emer- demand, but would be able to spare two that travel by ship would to afford to devote the month or scientists – who might not be able make research more accessible to also flights ACJ Airbus Skytraders’ AIRBUS ACJ TO ANTARCTICA years to build, and is the largest including Sydney. It took four dards as other Australian airports, to the same high stan- certificated The blue-ice runway at Wilkins is during the rest of it. an average of about one trip a week equipment to and from the site, most need for getting people and end of the season, when there is the three trips a week and at the start Airbus ACJ typically does two or experience to date, Skytraders’ additional requirements. Based on engine Operations), but with some are like ETOPS (Extended Twin- Time Diversion Operations, which are flown under 180 min Extended the flights from nearbyfar airports, the routing takes the Airbus ACJ October to early-March. Because which typically from end- runs during the Antarctic summer, (AOC).Certificate They are flown company’s own Air Operator for such operations – under the (the powerAPU and the ground on the ground for an engine start there are at least two sources of air descent, for example, to ensure that at top-of- Unit (APU) is started on board. The PowerAuxiliary world, it also flies with an engineer jet operators around the corporate in good working order. Like other ting to landings when everything is well maintained and only commit- the risk, by keeping the aircraft traders works actively to minimize Sky- serviceable on the ground. the risk of an aircraft becoming un- lar Antarctic flights is, of course, One of the big challenges regu- Runway,’ says Studd. first landing at our very Wilkins Baud,Pierre who was with us on Vice President Flight Division the Antarctic, and that of retired the life and soul of our operation in pilot John Quinnell, who has been flights, especially that of Airbus from for these pioneering Airbus much appreciated the support very 2008. ‘Werity (CASA) in January lia’s Civil Aviation Safety Autho- tions were by certificated Austra- on 9th December, and full opera- lowed by a first landing at Wilkins longer established. This was fol- are much largerthe facilities and base in McMurdo Sound, where 19th November 2007, at the US ACJ landing in the Antarctic on Skytraders made its first Airbus with some limitations. can still be used for landings, albeit the blue-ice runway underneath troyed by a blizzard. Fortuna-tely, can easilyand the surface be des- ing action, is a constant challenge, ed snow, which offers better brak- of compact- maintaining a surface other conditions. Crea-ting and bumps above height and a certain – including no tralian airports standards required of other Aus- has to meet the same stringent It comprises levelled blue-ice, and metres long and 100 wide. feet, the Wilkins runway is 4,000 tres inland, and at a height of 2,500 lian territory. Situated 70 kilome- aerodrome in certificated Austra- the landing’, adds Studd. typically use medium autobrake for fully managed ap-proach and will better’, explains Studd. ‘We fly a runway friction coefficient is 0.2 or GPS navigation and if the ‘primary’ than 5 knots of cross-wind, we have ‘We will only land if there is less final phases. provide the final guidance in Approach Path Indicators (PAPI) the push of a button’. Precision on ACJ – everything goes to ‘true’ easy in the transition is very Airbus south’, says Studd, ‘and making the navigation below a latitude of 60° or grid-based ‘We operate in ‘true’ magnetic. rather than the bearings are ‘true’ when flying into Wilkins, and all of System (GPS) approach is used An established Global Positioning ited visibility.’ cloud-base and, sometimes, unlim- occur even when there is a high known as whiteout, which can exacerbated by a phenomenon them’, points out Studd. ‘This is are, and how high you are above hard to judge how away far things tion in the landscape, making it defini- gers is the lack of surface one of the biggest dan- ther terms, mit to a landing’, he adds. ‘In wea- 10 kilometres, before we will com- more, and a visibility of at least for a cloud base of 2,000 feet or we‘In practical terms, are looking bad.’very ally either very, good, very or very, in the Antarctic the weather is usu- weather is good’, says Studd, ‘and adds. ‘We tend to go only when the he and people help each other,’ special place, Antarctic is a very says Studd. ‘The a way to fix it,’ might take time, but we would find ‘It unserviceable on the ground? pens, and the aircraft becomes But what happens if the worst hap- land’, says Studd. tion until we are sure that we can changes to the aircraft configura- unit). ‘We also tend to avoid BLUE-ICE RUNWAY OPERATIONS -
AIRBUS ACJ TO ANTARCTICA is used in the polar regions. on a true or grid reference based and navigation closeerratically to the poles, compasses behave Magnetic True VS magnetic: 31 FAST 42 30 FAST 42 BLUE-ICE RUNWAY OPERATIONS - ACJ is that it fully certificated one of the benefits Airbus a full publicoperation – transport in Hobart Tasmania, as and are run The Antarctic flights leave from Casey, about 60 kilometres away). main Australian research base is at shelter at the Wilkins runway (the accommodated in the emergency 40 or so persons that can be however, which is well within the around 20-25 passengers, ly carry my. Flights to the Antarctic typical- in business class, and 54 econo- airline-style layout, with 28 seats Airbus ACJ features an Skytraders’ easily be flown quickly. out very thing needs replacing, then it can and, if equipment breaks or some- gency evacuation flights possible a week or two. It also makes emer- demand, but would be able to spare two that travel by ship would to afford to devote the month or scientists – who might not be able make research more accessible to also flights ACJ Airbus Skytraders’ AIRBUS ACJ TO ANTARCTICA years to build, and is the largest including Sydney. It took four dards as other Australian airports, to the same high stan- certificated The blue-ice runway at Wilkins is during the rest of it. an average of about one trip a week equipment to and from the site, most need for getting people and end of the season, when there is the three trips a week and at the start Airbus ACJ typically does two or experience to date, Skytraders’ additional requirements. Based on engine Operations), but with some are like ETOPS (Extended Twin- Time Diversion Operations, which are flown under 180 min Extended the flights from nearbyfar airports, the routing takes the Airbus ACJ October to early-March. Because which typically from end- runs during the Antarctic summer, (AOC).Certificate They are flown company’s own Air Operator for such operations – under the (the powerAPU and the ground on the ground for an engine start there are at least two sources of air descent, for example, to ensure that at top-of- Unit (APU) is started on board. The PowerAuxiliary world, it also flies with an engineer jet operators around the corporate in good working order. Like other ting to landings when everything is well maintained and only commit- the risk, by keeping the aircraft traders works actively to minimize Sky- serviceable on the ground. the risk of an aircraft becoming un- lar Antarctic flights is, of course, One of the big challenges regu- Runway,’ says Studd. first landing at our very Wilkins Baud,Pierre who was with us on Vice President Flight Division the Antarctic, and that of retired the life and soul of our operation in pilot John Quinnell, who has been flights, especially that of Airbus from for these pioneering Airbus much appreciated the support very 2008. ‘Werity (CASA) in January lia’s Civil Aviation Safety Autho- tions were by certificated Austra- on 9th December, and full opera- lowed by a first landing at Wilkins longer established. This was fol- are much largerthe facilities and base in McMurdo Sound, where 19th November 2007, at the US ACJ landing in the Antarctic on Skytraders made its first Airbus with some limitations. can still be used for landings, albeit the blue-ice runway underneath troyed by a blizzard. Fortunately, can easilyand the surface be des- ing action, is a constant challenge, ed snow, which offers better brak- of compact- maintaining a surface other conditions. Creating and bumps above height and a certain – including no tralian airports standards required of other Aus- has to meet the same stringent It comprises levelled blue-ice, and metres long and 100 wide. feet, the Wilkins runway is 4,000 tres inland, and at a height of 2,500 lian territory. Situated 70 kilome- aerodrome in certificated Austra- the landing’, adds Studd. typically use medium autobrake for fully managed approach and will better’, explains Studd. ‘We fly a runway friction coefficient is 0.2 or GPS navigation and if the ‘primary’ than 5 knots of cross-wind, we have ‘We will only land if there is less final phases. provide the final guidance in Approach Path Indicators (PAPI) the push of a button’. Precision on ACJ – everything goes to ‘true’ easy in the transition is very Airbus south’, says Studd, ‘and making the navigation below a latitude of 60° or grid-based ‘We operate in ‘true’ magnetic. rather than the bearings are ‘true’ when flying into Wilkins, and all of System (GPS) approach is used An established Global Positioning ited visibility.’ cloud-base and, sometimes, unlim- occur even when there is a high known as whiteout, which can exacerbated by a phenomenon them’, points out Studd. ‘This is are, and how high you are above hard to judge how away far things tion in the landscape, making it defini- gers is the lack of surface one of the biggest dan- ther terms, mit to a landing’, he adds. ‘In wea- 10 kilometres, before we will com- more, and a visibility of at least for a cloud base of 2,000 feet or we‘In practical terms, are looking bad.’very ally either very, good, very or very, in the Antarctic the weather is usu- weather is good’, says Studd, ‘and adds. ‘We tend to go only when the he and people help each other,’ special place, Antarctic is a very says Studd. ‘The a way to fix it,’ might take time, but we would find ‘It unserviceable on the ground? pens, and the aircraft becomes But what happens if the worst hap- land’, says Studd. tion until we are sure that we can changes to the aircraft configura- unit). ‘We also tend to avoid BLUE-ICE RUNWAY OPERATIONS -
AIRBUS ACJ TO ANTARCTICA is used in the polar regions. on a true or grid reference based and navigation closeerratically to the poles, compasses behave Magnetic True VS magnetic: 31 FAST 42 32 FAST 42 BLUE-ICE RUNWAY OPERATIONS - takeoff. also the setting that we will use for of any trapped ice and snow and is tion, which allows easier detection configura- and flaps in the ‘1 + F’ After landing, we leave the slats day operations’, points out Studd. not enough to affectbut our day-to- 12-15 metres a year, significant, that its threshold moves at about culiarities of the Wilkins runway is ‘Ice is dynamic, and one of the pe- landing. and preparing the runway for each weather and for clearing reporting, full time staff are responsible for or they would blow away. Eight each aircraft arrival and departure, canes, which have to be put out for marked by canvas markers on The edges of the runway are avoid skidding’, he adds. use of the nosewheel steering to ‘Once on the ground, we minimize AIRBUS ACJ TO ANTARCTICA Skytraders Airbus ACJ - until the and it is back to Australia for the check, then we the engines start time to leave, we do a wing anti-ice plus’, he adds. ‘When it is a further ACJ’s are engines and the ground good clearance between the Airbus and,face in such conditions, the with snow blowing along the sur- he adds. ‘We are sometimes faced tendant that makes a crew of five’, With the engineer and a flight at- on the ice. slipping and falling as one of us being incapacitated by for the unexpected,reserve such says Studd, ‘which gives us some operate with three pilots on board’, a bit longer’, points out Studd. ‘We ing 50 knots, however, things take Celsius and blow- ‘When it is –20° but the APU is kept running. which the engines are shut down one and a half to two hours, during equipment. This usually takes about unload and reload passengers usually stays just long enough to Once the Airbus ACJ has landed, it fleet’, he concludes. and we are glad to have it in our the most hostile places on Earth, reliability in operations to one of demonstrated its versatility and ‘The Airbus ACJ has more than ACJ operations’, says Studd. already achieved with our Airbus pleased with whatvery we have 300-400 hours a season, and are ‘We’re expecting to fly about done many flights of this kind. for charter, and that it has already kind in Australia that it is available that the aircraft is first of its ACJ, however. Studd points out use of the Airbus of Skytraders’ part The Antarctic flights are only one reliability’, says Studd. sons, and achieved 100 per cent back twice for weatherturned rea- we flew a total of 12 flights, son next mission’. ‘During the past sea-

top-of-the-line in corporate jets, top-of-the-line in corporate it has established itself as the new and a richer specification, built-in airstairs takeoff performance, high-thrust engines for good range, in the cargo-hold for intercontinental extra fuel-tanks by the customer, Featuring a VIP or other cabin chosen Jetliner (ACJ). called the derivative Airbus Corporate with the launch of an A319 way, the market in a more comprehensive it entered it was not until 1997 that but to time since its early days, jet versions of its aircraft from time corporate Airbus has created ‘Airbus A territorial claims. have Australia, including although several countries, 9,250 feet high. and even the South Pole is some are more than 14,000 feet high, Parts of the ice cap place. dry is a very Antarctica locked up in its ice cap, so much of the world’s freshwater has for a land that Paradoxically, twice the size of Australia. and about put together, States the whole of Canada and United square kilometres - more than Antarctica comprises some 13 million ‘Antarctica in brief’ C BLUE-ICE RUNWAY OPERATIONS - J Family’ Nobody owns Antarctica to fly ‘non-stop to the world’. as well the range and space, want even more comfort that for customers to the A380, the A350 and all the way up ranging from the A330/A340 through It is complemented by VIP widebodies and governments. companies clients, from private and continues to win new business $5.5 billion since its inception, worth more than than 100 sales, has won more and A320 Prestige, ACJ comprises the A318 Elite, now which Family, The Airbus ACJ than traditional business jets. delivering more comfort and space Antarctic Division. Antarctica on behalf of the Australian are also used for flights within by Skytraders with skis – and operated Turboprop CASA 212s - equipped and Davis. Mawson Casey, at bases, and runs three scientific research to Antarctica – just over 40 per cent Australia has the largest claim and peaceful purposes. non-commercial for scientific, ensures the future of Antarctica currently which the Antarctic Treaty, to Some 45 countries are signatories AIRBUS ACJ TO ANTARCTICA 33 FAST 42 32 FAST 42 BLUE-ICE RUNWAY OPERATIONS - takeoff. also the setting that we will use for of any trapped ice and snow and is tion, which allows easier detection configura- and flaps in the ‘1 + F’ After landing, we leave the slats day operations’, points out Studd. not enough to affectbut our day-to- 12-15 metres a year, significant, that its threshold moves at about culiarities of the Wilkins runway is ‘Ice is dynamic, and one of the pe- landing. and preparing the runway for each weather and for clearing reporting, full time staff are responsible for or they would blow away. Eight each aircraft arrival and departure, canes, which have to be put out for marked by canvas markers on The edges of the runway are avoid skidding’, he adds. use of the nosewheel steering to ‘Once on the ground, we minimize AIRBUS ACJ TO ANTARCTICA Skytraders Airbus ACJ - until the and it is back to Australia for the check, then we the engines start time to leave, we do a wing anti-ice plus’, he adds. ‘When it is a further ACJ’s are engines and the ground good clearance between the Airbus and,face in such conditions, the with snow blowing along the sur- he adds. ‘We are sometimes faced tendant that makes a crew of five’, With the engineer and a flight at- on the ice. slipping and falling as one of us being incapacitated by for the unexpected,reserve such says Studd, ‘which gives us some operate with three pilots on board’, a bit longer’, points out Studd. ‘We ing 50 knots, however, things take Celsius and blow- ‘When it is –20° but the APU is kept running. which the engines are shut down one and a half to two hours, during equipment. This usually takes about unload and reload passengers usually stays just long enough to Once the Airbus ACJ has landed, it fleet’, he concludes. and we are glad to have it in our the most hostile places on Earth, reliability in operations to one of demonstrated its versatility and ‘The Airbus ACJ has more than ACJ operations’, says Studd. already achieved with our Airbus pleased with whatvery we have 300-400 hours a season, and are ‘We’re expecting to fly about done many flights of this kind. for charter, and that it has already kind in Australia that it is available that the aircraft is first of its ACJ, however. Studd points out use of the Airbus of Skytraders’ part The Antarctic flights are only one reliability’, says Studd. sons, and achieved 100 per cent back twice for weatherturned rea- we flew a total of 12 flights, son next mission’. ‘During the past sea-

top-of-the-line in corporate jets, top-of-the-line in corporate it has established itself as the new and a richer specification, built-in airstairs takeoff performance, high-thrust engines for good range, in the cargo-hold for intercontinental extra fuel-tanks by the customer, Featuring a VIP or other cabin chosen Jetliner (ACJ). called the derivative Airbus Corporate with the launch of an A319 way, the market in a more comprehensive it entered it was not until 1997 that but to time since its early days, jet versions of its aircraft from time corporate Airbus has created ‘Airbus A territorial claims. have Australia, including although several countries, 9,250 feet high. and even the South Pole is some are more than 14,000 feet high, Parts of the ice cap place. dry is a very Antarctica locked up in its ice cap, so much of the world’s freshwater has for a land that Paradoxically, twice the size of Australia. and about put together, States the whole of Canada and United square kilometres - more than Antarctica comprises some 13 million ‘Antarctica in brief’ C BLUE-ICE RUNWAY OPERATIONS - J Family’ Nobody owns Antarctica to fly ‘non-stop to the world’. as well the range and space, want even more comfort that for customers to the A380, the A350 and all the way up ranging from the A330/A340 through It is complemented by VIP widebodies and governments. companies clients, from private and continues to win new business $5.5 billion since its inception, worth more than than 100 sales, has won more and A320 Prestige, ACJ comprises the A318 Elite, now which Family, The Airbus ACJ than traditional business jets. delivering more comfort and space Antarctic Division. Antarctica on behalf of the Australian are also used for flights within by Skytraders with skis – and operated Turboprop CASA 212s - equipped and Davis. Mawson Casey, at bases, and runs three scientific research to Antarctica – just over 40 per cent Australia has the largest claim and peaceful purposes. non-commercial for scientific, ensures the future of Antarctica currently which the Antarctic Treaty, to Some 45 countries are signatories AIRBUS ACJ TO ANTARCTICA 33 FAST 42 BLUE-ICE RUNWAY OPERATIONS - AIRBUS ACJ TO ANTARCTICA FUEL SYSTEM WATER MANAGEMENT - PART II

Garry Studd Fuel system has wanted to be a polar explorer since he was seven years old and, CAPTAIN GARRY STUDD ACCEPTS first landings on an ice-runway by when he was just 16, led an AIRBUS AWARD ON BEHALF water management any Airbus aircraft, and the first expedition to Spitzbergen, within OF SKYTRADERS - AIRBUS ACJ FORUM operations on the continent by an the arctic circle. He originally IN PARIS, 2ND APRIL 2008 Airbus Corporate Jetliner. attempted to qualify as a doctor, The award was presented by Charles Part II but became a pilot instead Captain Garry Studd, Skytraders’ Champion, Airbus EVP Customer when this did not work out. Deputy Chief Pilot (centre), accepts Services (left) with Antoine He began flying in Antarctica the Airbus award for Skytraders’ Vieillard (right), Airbus VP A320 pioneering of the first flights to In the good old days in 1977, where he was Chief Pilot Family and CJ/VIP Programme the Antarctic by any airliner, the within Customer Services. refuelling aircraft was for the British Antarctic Survey, not as organized and flying Twin Otters, until 1984. efficient as it is today, He has continued his involvement with the consequent with Antarctic flight operations higher probability of for various organizations to date. water or contamination His passion was development in fuel. flying and, from 1984-1988, he ran the flight test department However, aircraft in of Decca Navigator in the UK those days flew far (later Racal Avionics and THALES). less hours and distance From 1990 he was Chief Pilot and fuel tanks were of a major UK executive easier to drain and jet charter company and latterly clean. The advances in ran his own company specialising aircraft operations in training Falcon 900 business jet since these days have pilots and, for part of this time, brought new issues in he also flew Falcons for a private aircraft fuel and customer. solutions for them as In 2004, Garry went to Australia described in the article to become Deputy Chief Pilot for Skytraders. on page 21. He has flown some 17,000 hours, of which about 6,000 CONTACT DETAILS are in the Antarctic. David VELUPILLAI His interests include skiing Product Marketing Director and woodworking. Executive & Private Aviation Airbus Customer Affairs Tel: +33 (0)5 67 19 18 32 Fax: +33 (0)5 61 93 45 15 [email protected] Conclusion

Antarctica, once the preserve with careful preparation and operation of polar explorers, is now regularly helping to ensure safety in challenging accessible to scientists through regular surroundings. flights by the Airbus ACJ, helping us The Airbus ACJ’s ability to handle to understand more about our planet. a wide range of climatic conditions means Conscious of the need to preserve that it takes these demanding operations this pristine wilderness for generations in its stride, highlighting once again to come, the flights are made the versatility and operational flexibility in an environmentally responsible way, of the modern Airbus family. FAST 42 FAST FAST 42 FAST

34 35 BLUE-ICE RUNWAY OPERATIONS - AIRBUS ACJ TO ANTARCTICA FUEL SYSTEM WATER MANAGEMENT - PART II

Garry Studd Fuel system has wanted to be a polar explorer since he was seven years old and, CAPTAIN GARRY STUDD ACCEPTS first landings on an ice-runway by when he was just 16, led an AIRBUS AWARD ON BEHALF water management any Airbus aircraft, and the first expedition to Spitzbergen, within OF SKYTRADERS - AIRBUS ACJ FORUM operations on the continent by an the arctic circle. He originally IN PARIS, 2ND APRIL 2008 Airbus Corporate Jetliner. attempted to qualify as a doctor, The award was presented by Charles Part II but became a pilot instead Captain Garry Studd, Skytraders’ Champion, Airbus EVP Customer when this did not work out. Deputy Chief Pilot (centre), accepts Services (left) with Antoine He began flying in Antarctica the Airbus award for Skytraders’ Vieillard (right), Airbus VP A320 pioneering of the first flights to In the good old days in 1977, where he was Chief Pilot Family and CJ/VIP Programme the Antarctic by any airliner, the within Customer Services. refuelling aircraft was for the British Antarctic Survey, not as organized and flying Twin Otters, until 1984. efficient as it is today, He has continued his involvement with the consequent with Antarctic flight operations higher probability of for various organizations to date. water or contamination His passion was development in fuel. flying and, from 1984-1988, he ran the flight test department However, aircraft in of Decca Navigator in the UK those days flew far (later Racal Avionics and THALES). less hours and distance From 1990 he was Chief Pilot and fuel tanks were of a major UK executive easier to drain and jet charter company and latterly clean. The advances in ran his own company specialising aircraft operations in training Falcon 900 business jet since these days have pilots and, for part of this time, brought new issues in he also flew Falcons for a private aircraft fuel and customer. solutions for them as In 2004, Garry went to Australia described in the article to become Deputy Chief Pilot for Skytraders. on page 21. He has flown some 17,000 hours, of which about 6,000 CONTACT DETAILS are in the Antarctic. David VELUPILLAI His interests include skiing Product Marketing Director and woodworking. Executive & Private Aviation Airbus Customer Affairs Tel: +33 (0)5 67 19 18 32 Fax: +33 (0)5 61 93 45 15 [email protected] Conclusion

Antarctica, once the preserve with careful preparation and operation of polar explorers, is now regularly helping to ensure safety in challenging accessible to scientists through regular surroundings. flights by the Airbus ACJ, helping us The Airbus ACJ’s ability to handle to understand more about our planet. a wide range of climatic conditions means Conscious of the need to preserve that it takes these demanding operations this pristine wilderness for generations in its stride, highlighting once again to come, the flights are made the versatility and operational flexibility in an environmentally responsible way, of the modern Airbus family. FAST 42 FAST FAST 42 FAST

34 35 Customer Services events

Just happened

A330/A340 Technical Symposium, (SSC),• Airbus Material Management strategy, Dubai, 11-15 May • Supplier• The new improvement Supplier Support process, Conditions The symposium was attended by 57 airlines. • Airbus BFE and powerplant supplier During the airline caucus operators expressed policies and support, their satisfaction and requested Airbus to • Optimization of the supply chain, concentrate on the following issues in the • What’s new in warranty, coming months: • Warranty tool developments, • Landing gear overhaul requirements and life limitations To compliment the speeches, plenary sessions • Landing gear corrosion and findings and workshops were held to share greater detail at first overhaul on specific developments and to openly • Fuel tank contamination, water drainage exchange ideas together with customers modifications and validation and suppliers. The customer caucus highlighted of a new biocide that we delivered on our previous commit- • Engine bleed system reliability ments and our ongoing initiatives were highly • APU (Auxiliary Power Unit) generator burst. appreciated. Operators also strongly requested Airbus to develop fuel saving initiatives, e.g. weight reduction or performance improvement Coming soon packages. Airbus Training symposium, Operational excellence awards were presented: Paris, 1- 4 December 2008 • Emirates were awarded for operational After an outstanding event in San Francisco in excellence for the A340-500/600 fleet, October 2006, the ninth of these dynamic and • Korean Airlines were awarded for highly informative forums dedicated to the operational excellence for the A330 fleet Airbus international training scene will take of more than 10 aircraft, place at the Marriott Rive Gauche Hotel in • Asiana were awarded for operational Paris, France. This biennial event provides excellence for the A330 fleet of less airline training professionals with a unique than 10 aircraft, opportunity: whether the focus is on flying, • Cathay Pacific were awarded for operational cabin safety or aircraft maintenance, participants will get the latest status of all

excellence for the A340 fleet of more Airbus training programmes, technologies, than 10 aircraft, techniques and perspectives and can share their • Sri Lankan were awarded for operational Airbus training experience with the industry’s excellence for the A340 fleet of less most senior players. than 10 aircraft. Four separate but integrated conference streams covering pilot training, cabin crew Material, Suppliers and Warranty Symposium, training, maintenance training and training Cancun, Mexico 2-5 June 2008 simulation support, will complement an We concluded a successful symposium, which exhibition featuring the latest developments in brought together 150 people from customers simulation and training technology. and major suppliers organizations. The key The Airbus Training Symposium is the best theme of this event was to ‘Materialize forum for Airbus training information and our future together’ with keynote speeches industry networking and Airbus will be pleased dedicated to:

FAST 42 FAST to welcome its customers, aviation authorities • Reveal of the Supplier Support Rating awards, and the major training media vendors. 36 CUSTOMER SUPPORT AROUND THE CLOCK... AROUND THE WORLD

Dear Airbus friends,

What makes a technical magazine a ‘good’ technical magazine? No doubt one of the most important ingredients is the relevancy and quality of its contents, but so is the quality of its layout. A good technical article is one that conveys accurate, sometimes complex, and useful data in a meaningful and easy way to understand. This is where the quality of the layout, design and illustrations play an important role. These three attributes serve the article to make it easy to read and help the writers pass on their complex technical messages to the reader. The layout must render complex subjects WORLDWIDE more accessible and the photos and illustrations must contribute Bruce Jones to a better understanding of the article. Senior Vice President Services & Customer Support Tel: +33 (0)5 61 93 35 04 You may wonder why I am writing an editorial about this today? Fax: +33 (0)5 61 93 41 01 Indeed, we very seldom include an editorial in regular issues USA/CANADA of FAST magazine and only do it for very special occasions. François Mourareau Well, this is the case today… at least in FAST magazine history! Senior Vice President Customer Services Tel: +1 (703) 834 3506 I would like to pay tribute to a person without whom Fax: +1 (703) 834 3463 this magazine would not be what it is today. CHINA Customer support centres This is Mrs Agnès Massol-Lacombe - the art director of FAST. Pierre Steffen Training centres Spares centres / Regional warehouses Agnès has worked on our technical magazine since issue Number 1, Vice President Customer Services Tel: +86 10 804 86161 Ext 5040 Resident Customer Support Managers (RCSM) back in 1983, and she is now retiring. Almost the end of an era Fax: +86 10 804 86162 / 63 RCSM location Country RCSM location Country some would say. Through all these years Agnès provided Abu Dhabi United Arab Emirates London United Kingdom RESIDENT CUSTOMER SUPPORT ADMINISTRATION Algiers Algeria Louisville United States of America the artistic organization, which makes FAST the attractive magazine Jean-Bernard Galy Al-Manamah Bahrain Luton United Kingdom it is, as confirmed by readership surveys. Director Almaty Kazakhstan Luxembourg Luxembourg Resident Customer Support Administration Amman Jordan Macau S.A.R. China Over these past 25 years, printing and graphic design techniques Amsterdam Netherlands Madrid Spain have evolved very… ‘FAST’. Agnès successfully adapted herself Tel: +33 (0)5 67 19 04 13 Athens Greece Manchester United Kingdom Fax: +33 (0)5 61 93 46 10 Auckland New Zealand Manilla Philippines to this ‘FAST’evolving world and above all never fell into the trap Baku Azerbaijan Marrakech Morocco of graphic design technology for the sake of technology. TECHNICAL, SPARES AND TRAINING Bangalore India Mauritius Mauritius Airbus has its main spares centre in Hamburg, Bangkok Thailand Memphis United States of America She and I share the same views on the role of graphic design and regional warehouses in Frankfurt, Barcelona Spain Mexico City Mexico and its impact on the quality of a publication. Washington D.C., Beijing, Dubai and Singapore. Beijing China Miami United States of America Beirut Lebanon Milan Italy Airbus operates 24 hours a day every day. Berlin Germany Minneapolis United States of America For sure, thanks to her professionalism and passion for her work, Bogota Colombia Montreal Canada Airbus Technical AOG Centre (AIRTAC) Brussels Belgium Moscow Russia Agnès contributed a lot to the quality of FAST magazine. Bucharest Romania Mumbai India Tel: +33 (0)5 61 93 34 00 Budapest Hungary Nanchang China Fax: +33 (0)5 61 93 35 00 Buenos Aires Argentina Nanjing China On behalf of the FAST readers community I would like to say: [email protected] Cairo Egypt New York United States of America Changchun China Newcastle Australia ‘Thank you Agnès, and enjoy a well deserved retirement!’ Spares AOGs in North America should be Charlotte United States of America Ningbo China addressed to: Chengdu China Noumea New Caledonia Tel: +1 (703) 729 9000 Cologne Germany Palma de Mallorca Spain Bruno PIQUET Colombo Sri Lanka Paris France FAST magazine publisher Fax: +1 (703) 729 4373 Copenhagen Denmark Paro Bhutan Damascus Syria Phoenix United States of America Spares AOGs outside North America Dar Es Salaam Tanzania Pittsburgh United States of America should be addressed to: Delhi India Prague Czech Republic Tel: +49 (40) 50 76 4001 Denver United States of America Riyadh Saudi Arabia Fax: +49 (40) 50 76 4011 Detroit United States of America Roma Italy [email protected] Dhaka Bangladesh San Francisco United States of America Doha Qatar San Salvador El Salvador Spares related HMV issues outside Dubai United Arab Emirates Sana’a Yemen Dublin Ireland Santiago Chile North America should be addressed to: Dusseldorf Germany Sao Paulo Brazil Tel: +49 (40) 50 76 4003 Ekaterinburg Russia Seoul South Korea Fax: +49 (40) 50 76 4013 Fort Lauderdale United States of America Shanghai China [email protected] Frankfurt Germany Sharjah United Arab Emirates Guangzhou China Shenyang China Airbus Training Centre Toulouse, France Haikou China Shenzhen China Tel: +33 (0)5 61 93 33 33 Hamburg Germany Singapore Singapore Hangzhou China Sofia Bulgaria Fax: +33 (0)5 61 93 20 94 Hanoi Vietnam Sydney Australia Helsinki Finland Taipei Taiwan Airbus Maintenance Training Centre Hamburg, Ho Chi Minh City Vietnam Tashkent Uzbekistan Germany Hong Kong S.A.R. China Tehran Iran Tel: +49 40 743 88288 Indianapolis United States of America Tel Aviv Israel Fax: +49 40 743 88588 Istanbul Turkey Tokyo Japan Jakarta Indonesia Toluca Mexico Airbus Training subsidiaries Johannesburg South Africa Tripoli Libya Karachi Pakistan Tulsa United States of America Miami, USA - Florida Kita-Kyushu Japan Tunis Tunisia Tel: +1 (305) 871 36 55 Kuala Lumpur Malaysia Vienna Austria 2 4 Fax:+1 (305) 871 46 49 Kuwait City Kuwait Washington United States of America T S

Beijing, China Lanzhou China Wuhan China A F Tel: +86 10 80 48 63 40 Larnaca Cyprus Xi'an China Lisbon Portugal Zurich Switzerland Fax:+86 10 80 48 65 76 37

JULY 2008 FLIGHT AIRWORTHINESS SUPPORT TECHNOLOGY F AST 42 AIRBUS TECHNICAL MAGAZINE FAST 42