TECHNOLOGY SUPPORT AIRWORTHINESS FLIGHT FAST 32 AIRBUS TECHNICAL DIGEST JULY 2003 32 32

FLIGHT

AIRWORTHINESS

SUPPORT

TECHNOLOGY

JULY 2003

Just happened… Coming soon… 2

Advanced materials and technologies 3 for A380 structure Technology platform for future development

AIRBUS TECHNICAL DIGEST Jérôme Pora

PAGE Airbus Flight Operational Commonality 9 1 in action FAST 32 Régine Vadrot Christian Aubry Gerrit van Dijk

Revision of rules for Extended and 17 Long Range Operations Editor: Denis Dempster ETOPS & LROPS Art Director: Agnès Massol-Lacombe André Quet in association with Chandler Gooding Lithium thickened grease 25 London • Leeds • Toulouse Higher performance General Purpose grease Customer Services Marketing for Airbus aircraft Tel: +33 (0)5 61 93 39 29 Céline Normand Fax: +33 (0)5 61 93 27 67 E-mail: [email protected] From the archives... 31 Printer Escourbiac Extended Range Operations – The Beginning FAST may be read on Internet http://www.airbus.com under Customer Services/Publications Customer Services 32 ISSN 1293-5476 Around the clock… Around the world

Airbus Customer Services

© AIRBUS 2003. All rights reserved Cover photo: The articles herein may be reprinted without permission except where Lay-up of carbon fibre side panel for A380 vertical tail plane copyright source is indicated, but with acknowledgement to Airbus. Articles which may be subject to ongoing review must have their accuracy verified prior to reprint. The statements made herein do not constitute an offer. They are based on the assumptions shown and are expressed in good faith. Where the supporting grounds for these statements are not shown, This issue of FAST has been printed on paper the Company will be pleased to explain the basis thereof. produced without using chlorine, to reduce Computer graphics by I3M waste and help conserve natural resources. Photographs (cover/pages 3-8/pages 25-30) by Philippe Masclet & Hervé Bérenger Every little helps! JUST HAPPENED… COMING SOON…

Just happened…

12TH PERFORMANCE & A318/A319/A320/A321 AIRBUS LEASING OPERATIONS CONFERENCE SYMPOSIUM CONFERENCE 7-11 April 2003 11-16 May 2003 10-12 June 2003 Rome, Italy Cancun, Mexico Madrid, Spain

The 12th Performance and This year’s Single-aisle The fact that one-third Operations Conference was attended by 229 Symposium gathered 135 representatives of the Airbus in-service fleet (and 40% of representatives from 92 airlines and 21 repre- from 51 airlines and 67 vendor represen- ordered aircraft) are leased, underlines the sentatives from vendors, authorities and other tatives. importance of such a conference. About 65 organisations. representatives of leasing companies, finan- The programme included actual in- cial institutions and Airbus experts attended. Customers appreciated demonstrations at service issues covering structure, engine Airbus stands showing Less Paper Cockpit and systems for purely technical matters Key points covered included increased (LPC), Performance Engineering Programmes and general topic discussions on mainte- transparency for pricing of standard options, (PEP), Load & Trim Sheet software (LTS), nance economics, reliability enhancement retrofit modification offers, reduced lead- Line Operations & Monitoring Systems and others. 2 time for service bulletins and kits, and air- (LOMS), Line Operations Assessment System craft configuration tracking. (LOAS) and Airbus on-line system (AOLS). Awards for excellence in reliability were 3 given to All Nippon Airways, Jet Blue The increasing awareness that leasing During the conference,1 which has been held and TAM. companies play a full part in the Airbus cus- every two years since 1980, some 85 presenta- tomer community with their own specific tions were made in nine sessions covering top- requirements was a major benefit of the ics such as LPC Administration, Operations, conference. Performance, PEP, Cost Index, New Cockpit and Operations Information Management. It SECOND AIRBUS SPARES LOGISTICS CONFERENCE 2003 was concluded by presentations from different 17-18 June 2003 Hamburg, Germany airlines allowing operational experiences to be shared. The second Airbus Spares Logistics Conference in Hamburg was attended by more than 80 participants – including 26 from 17 customers. PAGE 2 On-time delivery of spare parts requires integration and management of flexible supply chains between supplier activities and customers’ requirements. Physical distribution FAST 32 17TH AIRBUS HUMAN FACTORS SYMPOSIUM qualified communication and IT-based monitoring systems are key to harmonising all 1-3 July 2003 Helsinki, Finland spares related processes. 4 The 17th Human Factors Symposium gathered Airbus Spares Support and Services presented the new Customised Spares Logistics together approximately 100 human factors and (CSL) concept that transfers the transport responsibility from the customer to Airbus. safety Airbusspecialists took fromits common more than design 20 Airbus Airbus Spares Support has a clear mandate to continue improving the Spares Logistics. operators.philosophy The symposium was organised in Also the vendors are being encouraged to offer similar support to the Airbus customers. co-operation with Finnair, which is celebrating its 80th anniversary.5 JAN 03 FEB 03 MAR 03 APR 03 MAY 03 JUN 03 JULY 03 I 2 3 4 5

Coming soon… 1 2 3 AUG 03 SEPT 03 OCT 03 NOV 03 DEC 03

2ND AIRBUS FLIGHT OPERATIONS MONITORING & 18TH AIRBUS HUMAN A300/A300-600/A310 SAFETY DEVELOPMENT CONFERENCE FACTORS SYMPOSIUM TECHNICAL SYMPOSIUM September 2003 New York City, USA Seville, Spain Rome, Italy October 2003 November 2003

As part of our commitment to increase safety In association with Jet Blue, Preparation for this technical symposium performance, Airbus plans to continue its Airbus is organising its next is already in progress. Operators are being invited constructive dialogue with all parties at this Human Factors Symposium to give their feedback and input before the pro- Rome conference. This gathering follows on in New York. gramme covering their needs is finalised. There from the first very successful conference held in will be presentations on actual in-service issues Hong Kong. In it, Airbus will continue affecting the A300/A310 programme as well as 1 the dialogue2 with its opera- subjects of more general interest. The programme will cover the integrated Airbus tors at a proven forum, dis- safety plan with tailored solutions, the evolution cussing human factors For information, contact3 your local resident cus- of Flight Operation Monitoring (FOM) package aspects with practical and tomer support manager. Agenda and participation and regulatory aspects. operational perspectives. form will be sent out in September. ADVANCED MATERIALS AND TECHNOLOGIES FOR A380 STRUCTURE

Advanced materials

and technologies for PAGE 3 A380 structure FAST 32 TECHNOLOGY PLATFORM FOR FUTURE DEVELOPMENTS

A competitive new aircraft programme with a life span Results from manufacture and structural testing of of 40 to 50 years requires the introduction of advanced full-scale demonstrators supported the decision- and new materials – combined with new manufacturing making process for selection of structural design technologies – which allow for further optimisation as concepts, materials and manufacturing technologies the aircraft family evolves. Thus, the A380-800, the in order to ensure that only mature technologies and launch version of the A380 family, establishes a proven concepts were taken on board. “technology platform” for future developments. Design solutions and material applications envisaged An “Initial Set of Structural Design Drivers” was were also reviewed with structure and maintenance established in early 1997, giving guidance for a experts from airlines to get approval with respect to preliminary selection of possible materials for inspections and repairs. Workshops with airlines are different sub-components of the airframe. The regarded as a key element of the “technology materials choice results from a down-selection down-selection process”. process, which reviewed material performance, manufacture of components and associated costs at the same time.

Jérôme Pora Deputy Director Structure A380 Programme ADVANCED MATERIALS AND TECHNOLOGIES FOR A380 STRUCTURE ADVANCED MATERIALS AND TECHNOLOGIES FOR A380 STRUCTURE

THE A380 GENERAL STRUCTURAL DESIGN CRITERIA NEW AND ADVANCED METALLIC MATERIALS Materials distribution (weight breakdown) on A380 structure General structural design criteria for A380 fuselage & empennage The distribution of materials for the A380 shows that aluminium 2% surface protections makes up the largest proportion 2% miscellaneous Fin box with 61% share of airframe struc- 22% composite materials - Static strength - Compression ture weight (Figure 3). Upper fuselage Static strength & fatigue - Crack growth 3% GLARE (internal pressure) - Residual strength Performance improvement initiat- Bird strike Rudders ives must first address this large impact - Static strength proportion of airframe weight and - Shear search for improved materials. The 10% titanium Bird strike specific direction in which to go is impact & steel given by the “drivers for structural design”, e.g. high strength and/or damage tolerance, stability and corrosion resistance. So there was Horizontal stabiliser box - Static strength a strong demand for further improve- Strength & fatigue - Compression ments of primary aluminium struc- (ground load cases) Strength for Lower fuselage ture on the A380, in particular on jacking loads - Static strength - Buckling/stability the wing, of which more than 80% 61% aluminium - Corrosion resistance of its structural weight is still com- posed of aluminium; size limita- tions were also challenged. Figure 1 Figure 3 PAGE PAGE 4 Structural design criteria of the In cases where the structure is The major achievements in alu- The unique challenges of the A380 5 A380 (overview given in Figures 1 prone to damage (e.g. foreign minium alloys for the A380-800 raised the titanium applications FAST 32 & 2) highlight the “drivers” for object damage), the design may are listed below: from 5-7 % in weight on previous FAST 32 structural design and material selec- require in addition damage-tolerant Airbus aircraft to about 10%. Pylons tion. Repeated tension load, with material characteristics. • The introduction of very wide and landing gears alone increased varying load level, would lead to sheet material on fuselage the titanium content by 2%. small fatigue cracks in metallic Compression loading requires yield panels has made possible the structure. Crack growth rate as well strength and also stiffness, by virtue reduction of joints, and resulted • The primary structure of the as residual strength (when the crack of its contribution to stability. in weight reduction. A380 pylon is the first all- has developed) would guide the • The application of aluminium- titanium design at Airbus. selection of an appropriate alterna- Corrosion prevention is another lithium extrusions on main deck On A380, the commonly used tive material candidate. important criterion to be considered cross beams due to the availabil- Ti-6Al-4V alloy will be for the selection of materials & ity of a new generation of alloys implemented also in a beta- processes, especially in the bilge area made it possible for aluminium- annealed condition to maximise Figure 2 of the fuselage, which may be lithium to compete with Carbon fracture toughness and minimise exposed to aggressive agents coming Fibre Reinforced Plastic (CFRP) crack growth rate. General structural design criteria for A380 wing from different sources. Part of the on this type of application. • The A380 will also be the first Upper wing covers goal is to select the most appropriate • The selection of the brand Airbus using the new titanium (mid wing and partially inner wing) material for the specific application, new 7085 alloy for wing spars alloy VST55531 developed - Fatigue which would lead to the lightest pos- and ribs, which surpasses through a cooperation

Upper wing covers (outer wing) sible structure. For this purpose, conventional high strength programme with the Russian - Compression yield strength composite materials are good com- alloys for very thick plates and producer thus providing - Stability petitors, but an understanding of very large forgings. designers with an exceptional design drivers and maintenance combination of fracture requirements is needed. Titanium alloys have been selected toughness and high strength. in numerous applications due to This alloy has been selected for In parallel, production cost investi- their high strength, low density, the fitting between wing and gations and purchasing activities damage tolerance and corrosion pylons. Further applications are Lower wing covers are also necessary. resistance to replace Steels. under study. - Damage tolerance However the high price of these Wing leading edge Thus, material selection is not only alloys is a limiting factor in some - Bird strike impact driven by design criteria. cases. ADVANCED MATERIALS AND TECHNOLOGIES FOR A380 STRUCTURE ADVANCED MATERIALS AND TECHNOLOGIES FOR A380 STRUCTURE

A380 COMPOSITE MATERIAL rials. The main challenges are the through a tool. For the second one, The choice of CFRP for movable assembly costs and increasing the APPLICATIONS wing root joint and the component different technologies were tested surfaces on the wing trailing edge volume of materials to be pro- thickness. These composite compo- such as Resin Film Infusion (RFI) is regarded to be state-of-the-art. duced, moving the A380 one step Figure 5 The major composite material appli- nents could be up to 45mm thick. and Automated Fibre Placement The use of RTM is agreed for mov- further in the development by cations on structure are shown in For this specific application, Airbus (AFP), due to the shape. RFI has able-surface hinges and ribs, when Airbus of composite applications The GLARE concept figure 4. For the A380, Airbus bene- has reaped a large benefit from the been selected. the shape of the components is dif- on airframes. fits from earlier programmes A340-600 CFRP keel beams, 16 ficult to obtain using conventional because it was the first manufactur- metres long and 23mm thick, each In the un-pressurised parts of the technologies. GLARE TECHNOLOGY er to make extensive use of compos- of which carries a force of 450 rear fuselage AFP has been selected Aluminium layer ites on large transport commercial tonnes. to produce panel skins, due to the Inner flaps and leading edge high- GLARE skins are implemented on aircraft; the A310 was the first pro- double curvature of these panels. lift devices are exposed to foreign the upper fuselage panels. GLARE duction aircraft to have a composite A monolithic CFRP design has also The highly loaded frames remain object damage and a standard metal is a hybrid material, built up from fin box; the A320 was the first air- been adopted for the fin box and machined in high strength alumini- design weighs no more than a com- alternating layers of aluminium craft to go into production with an rudder, as well as the horizontal sta- um alloys, however Resin Transfer posite design. For weight reduc- foils and unidirectional glass all-composite tail; about 13% by biliser and elevators as on A340- Moulding (RTM) is used to manu- tion, a hybrid design has been fibres, impregnated with an epoxy Glass fibre weight of the wing on the A340 is 600. Here the main challenge is the facture those that carry less load. adopted on the A380 flap track adhesive (Figure 5). The alternating /Adhesive layer composed of composite materials size of the components. The area of beams in which CFRP replaces alu- layers are built up in a mould, and the A340/500-600 has Carbon the CFRP horizontal tail plane is The A380 wing fixed leading edge minium on lateral panels and sec- which forms the single or double Fibre Reinforced Plastic (CFRP) close to that of the A310 cantilever (wing-J-nose) in thermoplastics ondary ribs. curved GLARE skin. The so-called keel beams. wing. As for the centre wing box, the aims at weight and cost savings. “splicing concept” arranges two size of the components justifies the This technology has been devel- The introduction of CFRP ribs has aluminium foils with a slight over- The A380 will be the first large intensive use of Automated Tape oped for the A340-600, demonstrat- also been accepted on the can- lap forming a single aluminium commercial aircraft with a CFRP Laying (ATL) technology. ing weight saving, ease of manufac- tilever wing box in replacement for layer. The splices are staggered composite centre wing box, repre- ture, improved damage tolerance, aluminium alloys, for the first time with respect to each other, while senting a weight saving of up to one Furthermore, the upper deck floor and improved inspectability when at Airbus. the pre-fabricated adhesive layers and a half tonnes compared to the beams and the rear pressure bulk- compared to the A340 metallic are continuous (Figure 6). PAGE PAGE 6 most advanced aluminium alloys. head will be made of CFRP. The component. Further applications of Finally, mid and outer flap, flap 7 On the A380 the centre wing box first of these is produced with a thermoplastics are under investiga- track fairing as well as spoilers and Local reinforcements are achieved FAST 32 will weigh around 8.8 tonnes, of Pultrusion process where continu- tion, such as secondary bracketry in ailerons, follow the evolution of with additional layers in between FAST 32 which 5.3 tonnes is composite mate- ous fibre reinforced plastic is pulled the fuselage. CFRP application at Airbus. the surface layers forming “integral doublers”. Thus, thickness varia- Fuselage outside Figure 4 For sandwich structures, the main tions are included in a “one-shot- Aluminium layer Glass fibre layer Major monolithic CFRP and thermoplastics application innovation is the introduction of curing” cycle. The completed AFP Automated Fibre Placement light honeycomb to replace con- GLARE lay-up, in its mould, is ATL Automated Tape Laying CFRP Carbon Fibre Reinforced Plastic Tail cone ventional aramid paper honey- bagged and vacuum applied before RFI Resin Film Infusion Upper deck Vertical tail plane Solid laminated CFRP comb. This is the case on large curing in an autoclave at 120°C. RTM Resin Transfer Moulding floor beams CFRP, ATL AFP CFRP, pultrusion for torsion structures such as the belly fairing box and rudders (more than 300 sq.m), and floor The manufacturing approach panels. The trend to apply a mono- allows for increased fuselage panel Fuselage inside Un-pressurised fuselage lithic design to replace sandwich width, compared to panels made Adhesive Solid laminated CFRP, AFP Outer flaps when possible is followed on the from aluminium sheet material, Overlap splice using CFRP, ATL A380 on which body landing gear thus reducing the number of longi- the 'Self forming technique' Wing ribs and wing landing gear doors have tudinal panel joints on the aircraft. CFRP, ATL Wing adopted the monolithic concept. Glass The motivation to review GLARE Figure 6 thermoplastic J-nose But composite materials and tech- for fuselage panel application start- nologies must contribute to com- ed in the field of fracture mechan- petitive aircraft performance at ics because of the outstanding affordable costs. On the A380, resistance to crack growth. On the advanced manufacturing technolo- other hand, glass fibres have a gies such as Automated Fibre lower elastic modulus compared to Placement, Automated Tape aluminium: depending on the fibre Laying, Resin Film Infusion and orientations, GLARE would be Engine Horizontal tail plane cowlings CFRP, ATL for torsion Resin Transfer Moulding have con- about 15% less stiff, for the same CFRP, AFP box and elevators tributed to cost reductions in com- thickness, compared to standard Centre wing box posite manufacture. Finally, the alloy Al2024. This is why GLARE CFRP, ATL Rear pressure bulkhead size of A380 components generates is not an appropriate candidate for CFRP, RFI Landing gear doors Flap track panels non-crimped fabrics the possibility to design very large structural parts to be designed for Solid laminated CFRP CFRP, RTM composite parts, reducing the stability, e.g. buckling. ADVANCED MATERIALS AND TECHNOLOGIES FOR A380 STRUCTURE

minium sheet have been developed Preparation of LBW technology and agreed by airline specialists. has pushed the development of weldable Al6056 and of Al6013. A GLARE fuselage panel has been flying on an A310 multi-role air- As a result of manufacturing trials, craft of the German Airforce since combined with material develop- October 1999. The design went ment, it was proven that the select- through a certification process and ed welding process parameters do a structural repair manual was not affect performance. The excel- issued. lent material characteristics of the welded panels produced have been About 500 sq.m of GLARE skin is shown with compression tests. applied on an A380-800. Further Failure modes have not changed GLARE applications are under compared to current state-of-the-art study such as the replacement of fuselage structures. aluminium by GLARE on the empennage leading edge to take The process is validated for single advantage of the excellent behav- curved and double curved panels. iour of GLARE for bird impact. Added value is provided through LASER BEAM WELDING manufacturing cost reduction, cor- rosion resistance improvement and The technology was developed for weight saving. Another important advantage for lower fuselage panels and imple- GLARE is the improvement with mented on A318. For A380 the ini- In consultation with the airlines, regard to corrosion and fire resis- tial application of Laser Beam concepts for riveted repairs have PAGE 8 tance when compared to aluminium Welding (LBW) will replace the been developed using standard alloys. The preparation for the riveting process for stringers of materials and parts. FAST 32 A380 includes extensive coupon lower fuselage panels. The panel tests, and partial and full-scale structural concept changes from a Further potential applications could tests of components in order to val- “fabricated structure” to an “inte- be the skin-to-clip attachment and idate structural design concepts as gral structure”. From a mechanical pressure bulkheads in the area of well as new materials. point of view the main difference is landing gear bays. seen in reduced crack growth fol- In parallel, riveted repairs using alu- lowing damage to the skin. Conclusion CONTACT DETAILS A large proportion of the A380 • A centre wing box in Carbon Fibre Jérôme Pora structure and components will be Reinforced Plastic. Deputy Director Structure manufactured from the latest • Introduction of advanced A380 Programme generation of Carbon Fibre aluminium alloys developed for the Tel: +33 (0)5 61 93 35 68 Fax: +33 (0)5 62 11 03 07 Reinforced Plastic composites and wing box addressing the identified [email protected] advanced metallic materials, which, design criteria. besides being lighter than traditional • Introduction of aluminium-lithium materials, offer significant advantages alloys. in terms of operational reliability, • Introduction of new titanium alloys, maintainability and ease of repair. and increased proportion of The major innovations are: titanium in lieu of Steels.

• Fibre laminated skins (GLARE) Last but not least, the A380 led to implemented on the upper the increase of thickness, size and fuselage panels. volume in general of aerospace • Application of laser beam welding materials, and the development of technology in combination with associated manufacturing facilities. 6000-series aluminium alloys on lower fuselage panels. AIRBUS FLIGHT OPERATIONAL COMMONALITY IN ACTION

Airbus Flight Operational Commonality in action Following the entry into service of two A319s to complement its fleet of five A340-300s, Air Mauritius has become the 20th airline to benefit from Mixed Fleet Flying (MFF) between Airbus aircraft, underlining Airbus’ leadership in the domain of Flight Operational Commonality. PAGE 9 All Airbus aircraft after the A300 and A310 – from the 107-seat short- to FAST 32 medium-range A318 to the 550-seat long-range A380 – share Flight Operational Commonality, allowing operators to integrate further traditionally fragmented flight operations and training groups.

This is an account of the background and some of the achievements since the previous article on this topic in FAST magazine no. 17, issued in December 1994.

Régine Vadrot Director International Regulatory Affairs Airbus Training & Flight Operations Support & Services

Gerrit van Dijk Christian Aubry Technical Marketing Director Manager Flight Training Policy Airbus Marketing Division Airbus Training & Flight Operations Support & Services AIRBUS FLIGHT OPERATIONAL COMMONALITY IN ACTION

FLIGHT OPERATIONAL In 1983, Airbus decided to launch COMMONALITY the A320 knowing that several IMPORTANCE AND HISTORY years later it would be followed by the A330 and the A340. The Flight crew related costs represent a concept of a true aircraft family significant portion of overall with a very high level of operating expense, which explains commonality emerged at the same airline interest in any possible time and resulted in a strategic reduction. Flight Operational industrial choice having huge Commonality between aircraft consequences on the aircraft design helps to reduce the cost of training and operation. pilots, and increases pilot productivity through shorter OBJECTIVES AND training times and greater crew CONSEQUENCES scheduling flexibility. This strategic industrial choice had Initially, commonality credit was three objectives: limited to Single Licence Endorse- ments (JAA – Joint Aviation • Raise the overall safety of the Authorities – terminology) or Same flight by a high level of and Common Type Ratings (FAA – commonality. The behaviour Federal Aviation Administration – of the crew on any aircraft of designations) awarded to crews the family is similar in terms of flying aircraft of comparable aircraft and system handling; configuration and mission capability, thus the skills and flight such as the A300/A310 or 757/767. experience gained on the former PAGE 10 Similar flight handling was key. aircraft apply to the new one. FAST 32

One flight deck standard...... one integrated family

10 aircraft 3 aircraft types

Short- to medium-range capability in 4 sizes Common • flight deck • systems • procedures

Medium- to long-range capability in 2 sizes Fly-by-wire electrically signalled • flight controls • thrust control

Long- to very long-range capability in 4 sizes AIRBUS FLIGHT OPERATIONAL COMMONALITYTITLE OF THE IN ACTIONARTICLE

PAGE 11 • A high level of commonality • The cockpit layout, similar to optimise the training. A pilot throughout the family. FAST 32 trained on one of the aircraft of • The integrated automated the family can safely control the systems – Automatic Flight flight path and handle the systems System (AFS) – and display of any other aircraft of the family units, with similar data and without the need for special parameters, providing the same additional skills or lengthy operational philosophy and training. Thus the transition procedures. training needs to address the essential differences. As a consequence, for example: Furthermore, in the case of Mixed Fleet Flying, recurrent training • A pilot trained to handle can be shared between two a system failure using the aircraft types, and credit given for ECAM “Read and Do checklist” take-off and landings done on one on one type does not need aircraft to allow a pilot to remain any additional training on use current on the other one. of ECAM on the other types • A high level of commonality to of the family. allow safe Mixed Fleet Flying. • A pilot proficient in flying Non Precision Approaches on This strategic option has had one type will not need additional tremendous repercussion on the training on the other types to fly aircraft and cockpit design. It has Non Precision Approaches. dictated the implementation of: Therefore, Airbus operators may • The fly-by-wire system, take advantage of shortened pilot providing similar handling training between types – Cross characteristics within and Crew Qualification, (CCQ) – and outside the normal envelope of Mixed Fleet Flying (MFF) all the aircraft of the family. opportunities. AIRBUS FLIGHT OPERATIONAL COMMONALITY IN ACTION

CURRENT STATUS OF tables and CCQ programs from the AIRBUS CCQ base aircraft to all other aircraft from the fly-by-wire family. A total of 38 airlines currently fly more than one Airbus fly-by-wire Those basic Airbus ODR tables are type, operating at least one member of made available for use by all Airbus the A320 Family (A318, A319, A320 operators upon request. The or A321) with an A330 and/or an operator may have to customise the A340, or both A330 and A340. All Airbus basic ODR to suit its have benefited from Airbus’ unique specific fleet and routes, before Flight Operational Commonality to submission to its national authority. reduce pilot training cost by up to 90% when transferring between aircraft The Airbus CCQ courses are types. This makes crew training and approved under the Airbus Type conversion shorter through optimised Rating Training Organisation training courses known as CCQ. (TRTO) and operators may wish to customise the recommended CCQ CCQ is the Airbus term for applying course to match with their training the concept of FAA Advisory media, if conducted in their own Circular 120-53 to related aircraft company. types such as the A320, A330 and A340. This thorough methodology What is key to the CCQ course, is from the FAA Advisory Circular that all items which have been has been recognised by the JAA in identified as the result of the JAR OPS 1 as well as by the commonality analysis in the ODR Canadian Authorities. CCQ pro- tables, must be included in the CCQ PAGE 12 grammes are based upon an in- training course. Consequently, depth analysis presented in depending upon the training media FAST 32 Operator Difference Requirement used by operators and duration of Significant reduction in (ODR) tables. Airbus has selected the simulator session (three hours training time and costs base aircraft, and developed ODR versus four hours for example), the

A318 A321 A320 A319 8 days ays Base Aircraft Same 8 d Type 8 days amiliarisation Rating Same 8 days F Type Rating

A340-200

F A330-200 n

a

m o i CCQ t A340-500 Base Aircraft il Cross Crew Qualification a ia is ri r sa ilia tio m A340-600 A330-300 n Fa

A340-300 Same 3 days Type Rating 1 day Base Aircraft AIRBUS FLIGHT OPERATIONAL COMMONALITYTITLE OF THE IN ACTIONARTICLE

Recurrent cycles - MFF A330-A340 The Airbus way: Recurrent cycles alternate bi-annually structure and length of the operator A330 A330 CCQ course may differ from the 1 Year one proposed by Airbus. MFF REGULATIONS & PRACTICAL A340 A340 CONSIDERATIONS 1 Year

Airbus defines MFF as an airline Regulatory requirement as for a single rating operation with multiple aircraft types, requiring different licence endorsements, by one pool of pilots. Flight Operational Commo- Currency / Recency - MFF A330-A340 nality is not a prerequisite for MFF. The Airbus way: Every 90 days 3 take offs and 3 landings on either aircaft In other words: the same pilot can at least 1 on each aircraft fly an ATR turboprop on one day Note: Landings in an approved simulator are aceptable and a 747 the day after, provided he or she complies with the rules regarding initial qualification, recency of experience, recurrent training, proficiency and line checks for each of the aircraft types. The JAA allow MFF to be conducted with two types maximum, whereas the FAA does not impose a limitation. PAGE Regulatory requirement as for a single rating 13 MFF increases crew scheduling flexibility, resulting in a more FAST 32 efficient flying roster and reduced reserve requirements. Until the mid Line checks - MFF A330-A340 1990s, however, large-scale MFF The Airbus way: Line checks alternate annually by ordinary line pilots was not valid for both A330 customary for two reasons:

1 Year • Airline concern about the safe operation of more than one A340 aircraft type by a single pilot

pool. 1 Year • The prohibitive cost and loss A330 of productivity associated with at least doubling the initial Regulatory requirement as for a single rating qualifications, quarterly recency requirements and (bi-) annual training and checking events. wire combination with the follow- ing credits: Deemed very innovative at its inception in the early 1990s, MFF • Pilots qualified on one aircraft with Airbus aircraft was initially type may obtain additional approved by the European Aviation ratings through CCQ (a saving Authorities and the American FAA. of 65-90% relative to the full type rating course). Many of the world’s regulatory • Take-offs and landings in one authorities have since rewarded the type may count towards recency profound Airbus Flight Operational in other types as well. Commonality by allowing operators • Recurrent training, proficiency under their responsibility to and line checks may alternate conduct MFF of any Airbus fly-by- between types. AIRBUS FLIGHT OPERATIONAL COMMONALITY IN ACTION

In order to assist its operators in Pilots are the first to recognise that setting up their MFF application to MFF enhances both their profess- their national authorities, Airbus has ional activities and personal lives developed a specific briefing as through a more varied range of well as a set of recommendations flying and destinations. This is for the content of alternate recurrent highlighted by the operation of a training and checking programmes. pool of Air Mauritius pilots that Those documents are made operate A319s to Indian Ocean PAGE 14 available upon request; in addition, destinations and A340s to Europe if the need arises, a team of experts and other long haul destinations. FAST 32 will assist the customer for an intro- ductory briefing on this concept to RECENT ACHIEVEMENTS their national authorities. AND NEXT STEPS

Current MFF operators include In 2001, Airbus applied for the some 20 airlines. These represent all operational evaluation of the areas of airline operations, from flag A340-500/-600 by JAA in Europe, carriers with worldwide networks to the FAA in the US and Transport specialised charter airlines, from Canada, and requested that this those with over 100 Airbus aircraft evaluation be conducted jointly, as to those with less than 10 and from harmonisation of the procedure recent start-ups to long established between JAA, FAA and Transport airlines. Canada was on the way.

A320/A330 A320/A340 A330/A340

1998 2000 1998 1995 2002

1998 2001 1999 1998 2002

1999 2002 2003 1999 2002

Undisclosed

1999 2002 2000 2003

1999 2002 2000 AIRBUS FLIGHT OPERATIONAL COMMONALITY IN ACTION

SOME QUOTES FROM THE OPERATORS

Capt. Richard J. Hall Gerhard Ulver Capt. Mike Ferguson Chief Pilot Airbus First Officer A320/A340 Chief Training Captain Airbus Cathay Pacific Austrian Airlines MyTravel Airways MFF A330/A340 MFF A320/A340 MFF A320/A330

“One of the attractions of going for “In May this year, I had six flights “Our recurrent training is the same Mixed Fleet Flying was the on the A340 and 10 flights on the for both mixed fleet and for non advantages that it would bring in A320. I really do enjoy this Mixed mixed fleet flyers. The Mixed Fleet terms of mixing long and short Fleet Flying because I am very fond Flying pilots alternate checks in haul flying and this has been very of having a variety in my job, so the simulator every six months popular with our pilots in terms of with Mixed Fleet Flying you have a between the A330 and the A320 maintaining recency and currency good variety – you get a wider Family.” and competency – we can mix horizon, not only in your flying maybe two long hauls with two or standards but even in your private three short haul flights in order to life.” achieve the target hours for a month.”

The ultimate goal was to In April 2003, the same process was demonstrate that pilots flying the applied to the A318, with the same A340-500 and -600 could be success, and Airbus is confident granted the Same Type Rating as that this joint evaluation will that of the A340-200/-300. continue for the coming A380. The fact that transition from JAA to the Joint approval exercise The JAA set up a Joint Operations EASA (European Aviation Safety A340-200/-300 and Evaluation Board (JOEB), the Agency) occurs in the same period, A340-500/-600 STR endorsement PAGE FAA had already a Flight will certainly not hinder the process. 15 Standardisation Board (FSB) in place, and Transport Canada FAST 32 nominated an Operational Expert (OE).

The joint process was successful and the Same Type Rating was granted. Recommendations from the three authorities are detailed in a JOEB report for the JAA team, in the FSB report for the FAA, and in the OE report for Trans- port Canada. The structure and content of the reports is harmonised, but references to respective regulations of course differ. This is the only barrier for a joint report.

Nevertheless, it is a big achieve- ment, allowing our operators to use “recommendations” from these reports when developing their training programmes and operations. FAA and Transport Canada had already such a process in place. With the JOEB process, the JAA equivalent, all operators in JAA member states will have access to the report when finalised and released by Central JAA. AIRBUS FLIGHT OPERATIONAL COMMONALITY IN ACTION

A consistent pilot-aircraft interface... A380 ...whilst enhancing technology levels BUILDING ON FAMILY STRENGTHS

The A380, entering into service in 2006, extends the Airbus tradition Fly-by-wire of innovation and commonality. The aircraft will benefit from enhanced technology levels. However, its pilot-aircraft interface will not be significantly different from that of existing Airbus new generation airliners, making it a full member of the integrated aircraft family.

PAGE 16 FAST 32

Expanding the family with a fourth type

CONTACT DETAILS Conclusion Régine Vadrot Director International Regulatory Affairs Airbus' unique Flight Operational Airbus Training & Flight Operations Support & Services Commonality allows airlines to further Tel: +33 (0)5 61 93 20 63 optimise flight crew training Fax: +33 (0)5 62 11 07 40 programmes and to practise Mixed [email protected] Fleet Flying in a practical and economical way. Judging by the large Christian Aubry number of operators which currently Manager Flight Training Policy take advantage of this, it has met with Airbus Training & Flight Operations Support & Services Tel: +33 (0)5 61 93 22 45 worldwide acceptance from regulatory Fax: +33 (0)5 62 11 07 40 authorities and airline pilots alike. [email protected] Airbus aims to continue to provide the Gerrit van Dijk highest possible levels of Flight Technical Marketing Director Operational Commonality in current and Airbus Marketing Division future aircraft programmes to help Tel: +33 (0)5 61 93 33 20 Fax: +33 (0)5 61 93 27 67 airlines achieve better efficiency overall. gerrit.van–[email protected] REVISION OF RULES FOR ETOPS AND LROPS

Revision of rules for ETOPS & LROPS EXTENDED TWIN-ENGINED AND LONG RANGE THREE- AND FOUR- ENGINED OPERATIONS

PAGE 17 With very long-range airplanes such as the A340-500, an increasing number of flights will be conducted far away from regular FAST 32 diversion airports. Alternate airports along new routes like the Polar and Arctic route systems are subject to the most extreme weather conditions and would require special precautions.

Many Aviation Authorities and the International Civil Aviation Organisation (ICAO) consider that on such new routes, existing regulations would be insufficient to maintain the high level of safety achieved on other international operations.

The Joint Aviation Authorities (JAA) were first to undertake a review of the European regulations, soon followed by other countries and the ICAO.

JAA draft rules are available. They were published for public comments and declared technically mature on 25 June 2003. They comprise ETOPS provisions for two-engine airplanes and LROPS provisions for three- and four-engine airplanes with certain Two views of the airport at specific provisions for business jets. These are the first rules Longyearbyen, Spitzberg to be published by an Authority.

André Quet Vice President Airbus Product Integrity Division REVISION OF RULES FOR ETOPS AND LROPS

For two-engine airplanes, the ETOPS and other long-range emphasis is on engine reliability and operations were taken into account. means to protect diversions under Many service events potentially extreme conditions. For three- and affecting safety have occurred four-engine airplanes, the emphasis during ETOPS flights. ETOPS is on avoidance of diversions. overall safety record is excellent, but these flights have proven to be For business jets operated as vulnerable to human errors by commercial transport, specific maintenance, dispatch and flight regulatory provisions take into crew. Design precautions required account the size of the aircraft and by the new rules will address some the nature of the operations, in of the factors involved in these particular the fact that most service events. However operators concerned flights are not scheduled. must absolutely adopt or retain the most stringent ETOPS safety On the occasion of the regulatory policies to maintain the excellent review, lessons learned from safety record of ETOPS flights.

JAA RULEMAKING PROCESS The JAA ETOPS / LROPS Regulatory Working Group has nearly completed its task. A finalised Notice of Proposed Amendment (NPA), submitted to the JAA Regulations Director end May 2003 will be published later in 2003. The NPA will modify JAR 21, JAR 25, JAR E and JAR OPS1. PAGE 18 FAST 32 ARAC PROCESS ARAC (Aviation Rule-making and Advisory Committee) has been tasked by the Federal Aviation Administration (FAA) to propose material in view of drafting rules and guidelines for future ETOPS and for other operations with very long diversion time or depending on alternate airports with severe climate and limited infrastructures. All ARAC draft criteria are tentatively grouped under the single name ETOPS, although they deal with two, three and four-engine aircraft including business jets. ARAC draft is now available for use by the FAA to prepare a formal regulatory proposal (NPRM).

ICAO RULEMAKING PROCESS The ICAO Air Navigation Commission asked the ICAO Operations Panel and Airworthiness Panel to propose revisions to Annex 6 and 8. They jointly tasked a group of experts to draft the necessary material. A State Letter is expected to be ready for review by the Air Navigation Commission in September 2003. ICAO Standards will be effectively modified once the consultation of Member States has shown sufficient support for proposed changes. Once the changes to ICAO Annexes are in place, individual States may decide to deviate from the new Standards and declare a difference or adopt national standards consistent with revised ICAO Annexes.

MORE COUNTRIES ARE Australia, Canada, Hong Kong, New Zealand and Singapore have PREPARING NEW RULES already announced their intent to review their ETOPS and long-range regulations. REVISION OF RULES FOR ETOPS AND LROPS

Minimum 50% probability 85% probability

BASIC REGULATORY PRINCIPLES

All draft rules in preparation will address existing routes as well as new routes. The new routes are longer than most current flights. On such routes, the distance to divert to an airport will be far greater and the available airports, if any, may be located in areas with very severe climate and limited infrastructures such as the Polar areas.

Most two-engine airplanes, even those approved for ETOPS, will not be capable of operating the new routes due to insufficient engine Polar winter temperatures reliability and systems redundancy. Only the most recent engines are nearest airport in case of engine reliable enough to conduct such failure. They will have to implement flights with two-engine airplanes. and validate a Passengers’ Recovery Furthermore the fuel reserves Plan to ensure the safety of all necessary to ensure a safe diversion occupants in case of diversion at low altitude in case of engine followed by an evacuation at failure may make such routes airports in severe climate areas. The uneconomical for two-engine Recovery Plan may need survival airplanes. equipment carried onboard the PAGE airplane for use at airports in the 19 Three- and four-engine airplanes are Polar areas. It may also require FAST 32 much less affected by this problem. investments in airport facilities – Three and four-engine airplanes Search and Rescue (SAR) services, have been safely flown on routes medical services, snow removal, with very severe conditions, shelters, ground transports, etc – for although not as extreme as what is the protection of evacuees. contemplated now. Operators of three and four-engine Even airplanes with an old design airplanes do not need to divert to the have an excellent safety record on nearest airport in case of engine these routes. Higher system failure. Other causes of diversion redundancy and operational may be designed-out or minimised capability (such as the capability to with appropriate technology. In the fly safely with two engines failed) rare cases when a diversion is are essential on the extreme routes. needed, its effect may be minimised by design that allows the crew to fly A survival suit in action OPERATIONAL SAFETY ON to a more welcoming, althouth more THE NEW EXTREME ROUTES distant airport.

To maintain the intended level of Airbus LROPS design will preclude safety when operating the new diversions through specific design routes one may either design to features and technology so that the avoid diversions or adopt A340 and A380 operators flying operational precautions to protect the new routes are not penalised by the safe conduct of diversions. the implementation of costly Passengers’ Recovery Plans. The Protecting the safe conduct of Airbus LROPS package will be diversions will typically be the made available to A340 and A380 solution for operators of two-engine operators when the rules are in airplanes who have to divert to the place. REVISION OF RULES FOR ETOPS AND LROPS

Thul need A new NEWEW YYORK aircr PLANNING MINIMA extreme 3 hou Conservative planning minima for an air en-route alternate airports remain in operating YYQQ place for ETOPS. Two-engine arena YYQ - airplanes do not retain precision FAI - F approach capability in some of the LYR - degraded system configurations that THTHULELE FAIFAI RVN - CTS - may exist during a diversion (e.g. in OVB - case of electrical emergency). For NorthN th Poleole this reason, their planning minima LYR may not benefit from a reduction. RVNRVNN Three and four-engine airplanes YAYAKUTSKU K operated over LROPS routes should also apply a system of CTS planning minima at diversion OVBO airports. However three and four- engine airplanes normally retain Category II Autoland capability in all the degraded system config- HONGHONGONGNG KKONG uration cases that may lead to a diversion. Their planning minima will therefore be much lower than those of two-engine airplanes. This will be the case of Airbus A340 and Thule and Yakutsk are KEY FEATURES OF FUTURE A380. PAGE 20 needed for twin-engine ETOPS AND LROPS RULES aircraft to stay within RECOVERY PLAN FAST 32 3 hours (at least) from FUEL RESERVES Implementing a Recovery Plan at an airport For two-engine airplanes, the designated alternate airports in ETOPS fuel reserves (critical fuel Polar areas (and other areas with YYQ - Churchill scenario) should no longer be severe weather) is a completely FAI - Fairbanks calculated with current conserv- new requirement with far reaching LYR - Svalbard (Spitzberg) ative margins covering the worst implications. Under the new rules, RVN - Rovaniemi CTS - Sapporo-New Chitose possible combination of adverse concerned operators will have to OVB - Novosibirsk/Tolmachevo operational contingencies. New ensure the safety of all occupants lower ETOPS fuel reserves will until they are eventually flown to a decrease the economic burden on commercial airport. This concerns ETOPS operators but require closer all aspects of the occupants’ crew monitoring of the fuel wellbeing during the diversion and situation during the flight. New on the ground, including the worst- sophisticated fuel alerts (only on case scenario of an evacuation new aircraft) should compensate under Polar weather conditions. for this change. Recovery Plans will require specific training for flight crew and Fuel reserves of three and four- cabin crew to cope with very cold engine airplanes are not affected by temperature and wind chilling the failure of one or even two effect issues during an evacuation. engines. However conducting a Individual survival kits may be diversion with a depressurised needed. Airport safety services cabin may require more fuel than (SAR and RFFS) are a key part of the normal route reserves if the the Recovery Plan. diversion time from the critical point of the route is very long. The Operators are normally required to possibility for airplanes fitted with perform a demonstration of their new technology oxygen systems to Recovery Plan at alternate airports perform a depressurised diversion selected by the Authority. However, at a higher altitude will overcome airplanes certified with the this economic penalty. capability to operate safely for very REVISION OF RULES FOR ETOPS AND LROPS

long diversion time may designate other more distant alternate airports and achieve excellent operational results while avoiding costly Recovery Plans, provided crew procedures do not require diversion to the nearest airport. This is the certification objective for Airbus A340 and A380 LROPS technology package.

DIVERSION TIME LIMITED BY THE CAPACITY OF TIME- DEPENDENT SYSTEMS The maximum diversion time of all airplanes approved for LROPS and for ETOPS beyond 180-minute Survival suits – ready to wear diversion time should be limited by the certified capacity of any time- Future rules will impose design dependent function. The cargo fire solutions that have proven more suppression time, or any other time robust against known human error limit in a critical system will scenarios: appear as certified limitations in the Flight Manual resulting in • Demonstration of engine diversion time limits after operation without flameout in application of appropriate operat- suction feed configuration. PAGE ional margins. • “Smart” fuel alerts detecting 21 potential fuel shortage situations These limitations will normally before they can affect flight FAST 32 apply at the one engine inoperative completion or a safe diversion. speed. However in the case of cargo • More comprehensive list of fire suppression, the limit will be electrical services available in applied to the all-engine operating back-up electrical configuration speed. Diversion time limits above and higher integrity of the 180 minutes will not be applied as electrical generating systems. fixed distance limits in still air and • Higher integrity of the air-bleed ISA conditions as in current sources including the APU. ETOPS criteria, but as real time limits under the day’s forecast wind Although these requirements are and temperature conditions. driven by ETOPS service experi- ence, some of them may become DESIGN CRITERIA ORIGINATING useful improvements for three and FROM LESSONS LEARNED four-engine airplanes and have Service experience has shown been retained as LROPS greater vulnerability of ETOPS to requirements by the JAA. particular human error scenarios. The most serious events have Emergency landing resulted in both engines shutting down (either temporarily or permanently). They involved line- maintenance errors, servicing errors, errors during the application of the pre-departure ETOPS service check, errors in fuel planning or fuel management, etc. A number of system-related events were also observed, including a total electrical failure, multiple hydraulic failures and multiple air bleed failures. REVISION OF RULES FOR ETOPS AND LROPS

APPLICABILITY OF NEW RULES – GRAND FATHER CLAUSES

The conditions of application of TWO-ENGINE AIRPLANES new rules to existing airplanes may Existing two-engine airplanes up to have a significant economic impact 180 minute diversion time on operators flying the Siberian routes and other long routes over the Pacific. Compliance with the operational criteria in the case of airplanes not designed to the new rules may lead to increased cost. Existing two-engine airplanes beyond Discussions are continuing regard- 180 minute diversion time ing the cost of applying proposed rules to existing airplanes. Three and four-engine airplanes of an Landing strip in foothills of the Himalayas older design might be unable to comply with proposed rules at an acceptable cost, requiring some Future two-engine airplanes form of dispensation. The design of Airbus A340 is essentially THREE- AND FOUR-ENGINE AIRPLANES compliant with proposed rules and Already certified three- and four-engine should not need significant retrofit airplanes action.

Two-engine airplanes would inevitably have to comply with the new rules in case of flight beyond PAGE 22 180-minute diversion time, but retroactive application to other FAST 32 ETOPS flights is still a matter of Unlimited extended range discussion between the Aviation 8 hours diversion time Authorities.

1600nm

1200nm

Voluntary compliance with three- and NB four-engine airplanes PERPER

Three- and four-engine airplanes on routes over high terrain SOUTH POLE

AKL

Future three- and four-engine airplanes

SAEZS BUSINESS JETS ENGAGED IN SCELSC COMMERCIAL OPERATIONS REVISION OF RULES FORTITLE ETOPS OF ANDTHE ARTICLELROPS

CONDITIONS OF APPLICABILITY OF THE NEW RULES

Two-engine airplanes currently approved for ETOPS up to 180 minute diversion time should not be subject to new design requirements and should therefore require no retrofit action as long as they continue to be operated below their currently approved maximum diversion time. However the legal means to transform current Operational Approvals into “Certifications” have yet to be defined by concerned Aviation Authorities. Concerned operators may benefit from some or all of the changes of the operational requirements resulting in some improvement of their ETOPS operating cost, in particular from a reduction of the ETOPS fuel reserves.

Once the new rules are finalised and adopted, two-engine airplanes with highly reliable engines may become eligible for ETOPS flights beyond 180 minute diversion time if they are modified to achieve compliance with all the necessary design and operational provisions. The main hardware changes will concern time-limited systems such as cargo fire suppression, fuel alerts, electrical generating systems, pressurisation, fuel-feed to the engines and of course engine reliability. The main operational changes will concern retention of engine reliability and the implementation of a Passengers’ Recovery Plan.

Future airplane types will have to comply with all aspects of the new rules.

On most existing routes, the proposed rules should not affect three- and four-engine airplanes because of the 180 minute rule threshold. For routes with more than 180 minutes diversion time (North and South Pacific ocean, South Atlantic, South Indian Ocean and South Pole routes), the impact of proposed rules will be different for A340 and for other three- and four-engine airplanes of an older design.

The only design provision clearly considered as retroactively applicable by all involved Aviation Authorities concerns cargo fire suppression systems. A340 operators who will need more than four hours of protection time (basic A340 PAGE protection complement) may need to install larger capacity cargo fire extinguishing bottles. 23

JAA operational rules should affect the calculation of the fuel reserves. Current ICAO rules (Annex 6) reflected by all FAST 32 countries in their national operational rules require that any airplane carry enough fuel to complete a depressurised diversion. Proposed rules should impose a check of the weather at the alternates used in this calculation, but only if the diversion time exceeds 180 minutes. The planning minima applicable to the en-route alternates should be lower than those of two-engine airplanes as four-engine airplanes normally retain full Category II Autoland capability in all degraded system configurations leading to a diversion. Proposed rules should also require consideration of forecast icing conditions in the fuel calculation. Conversely, the proposal should allow calculating the fuel reserves at a diversion altitude higher than 10,000ft if there is enough oxygen available. Airbus LROPS design will take full advantage of this possibility.

Three- and four-engine airplanes operated on routes with very long diversion time and/or over areas with airports subject to severe weather may benefit from voluntary compliance with the new rules if LROPS technology is available from the manufacturer to draw maximum advantage from the new rules. Airbus will make LROPS technology available for retrofit on all A340 to achieve economic gains via optimised fuel reserves and a drastic decrease of the number of diversions made possible by this technology.

Under current rules, routes over high terrain (higher than the two-engines-out net ceiling of the airplane) are only permitted where alternate airports are available within 90 minute flying time. This limitation has constrained the opening of direct routes over high terrain areas such as the Himalayas and Tibet plateau or the Antarctic. Outstanding engine reliability of modern four-engine airplanes opens the way for a revision of this rule so that quads are treated the same as twins, letting them operate based on the extremely low probability of a double engine failure. This possibility already exists in ICAO Annex 6, but has never been used, as engine reliability was not sufficient. Work is in progress with JAA on this subject.

Future airplane types will have to comply with all aspects of the new rules.

All future rules should contain specific provisions applicable only to business jets. These provisions will be governed by the size of the airplane (with an upper limit of 19 passengers) and by the type of operation (on-demand flights only). JAA proposes an intermediate step of approval at 120 minutes diversion time for two-engine business jets and a more complete set of criteria beyond 180 minutes. Two-engine business jets are treated separately from three- and four-engine business jets for the same reasons as larger aircraft. REVISION OF RULES FOR ETOPS AND LROPS

Routes over the Himalayas LROPS TECHNOLOGY

Airbus LROPS technology is aimed at:

• Reducing the number of cruise diversions. Existing SITA tracks • Protecting the possibility to ULN conduct safe diversions to distant HRB airports with better weather and PEKEEK infrastructures, and therefore not subject to a Passenger Recovery NRT Plan. CTU KTM LXA • Improving the economics of DXB LROPS by optimised fuel reserves. PBH DAC HAN HKGHKG CAN Airbus LROPS technology concerns all BKKK MNL systems that may present failures lead- SGN ing to a diversion or affecting the safe- KUL BWNBWN ty of diversions. Although some ele- ments of LROPS technology may also Optimised routes (winter/summer) SINN Eastbound be successfully implemented on two- Westbound engine airplanes, most features require the superior redundancy and system capability of four-engine air- planes.

PAGE 24 Conclusion FAST 32 CONTACT DETAILS Airbus is committed to the the economic impact of the new implementation of technology that will rules may be substantially different. André Quet avoid diversions and optimise fuel The revision of ETOPS rules and the Vice President reserves. Airbus considers this implementation of LROPS rules will Airbus Product Integrity approach as most effective to maintain have a significant impact on the safety Division and further improve operational safety and economics of very long flights; Tel: +33 (0)5 61 93 30 49 Fax: +33 (0)5 61 93 42 71 over the new very long routes. especially those conducted in areas [email protected] with severe operating environment. A340 airplanes already in service Operators interested in such flights essentially comply with the draft rules. should imperatively seek participation Further product improvements will be in the rulemaking process of their made available to operators to country. Airbus recommends that they maximise safety, operational flexibility follow any formal regulatory and economics under the new consultations and adopt a proactive regulatory environment. attitude towards the national rulemaking process of their country Airbus LROPS design is optimised with attention to the elements that to draw maximum benefits from JAA have the more economic impact. LROPS criteria when they become effective. However, A340 and A380 Examples of potential regulatory will be also certified to other ETOPS/ concern are applicability of new rules LROPS rules as necessary. The Type to existing operations and existing Design criteria prepared by JAA and airplanes, criteria for the calculation of ICAO as well as those drafted by fuel reserves, criteria for the choice of ARAC are technically similar and the alternate airports and implementation final rules should be no obstacle to the of a recovery plan, diversion time validation of Certificates between limitations not driven by airplane concerned countries. Draft Operational certified capability or any other criteria Criteria differ on many key aspects. that may penalise current or future Depending on the operators’ fleet, operation. operating policies and route network, LITHIUM THICKENED LITHIUMGENERAL THICKENED PURPOSE GREASE

Lithium PAGE 25 thickened grease FAST 32 HIGHER PERFORMANCE GENERAL PURPOSE GREASE FOR AIRBUS AIRCRAFT

The General Purpose (GP) greases are used on harmonisation in the field of lubrication and to many components of Airbus aircraft systems such as qualify lithium thickened greases approved by the landing gears, flight controls and door mechanisms to aviation industry, an Aerospace Material ensure, by lubrication, the correct performance of the Specification is currently being prepared by the system and to avoid excessive wear, which leads to Society of Automotive Engineers in conjunction with component damage. Two types of GP greases are Airbus and Boeing. This specification will include currently used on Airbus aircraft, clay thickened compatibility test requirements to ensure that all greases and lithium thickened greases. qualified greases will be compatible with each other. Once the new products are qualified, the specification With the introduction a few years ago of greases with will be recommended for use for Airbus and Boeing lithium complex chemistry that improved the grease systems maintenance. Airbus also intends to performance, the aviation industry pushed for the use introduce these lithium thickened greases in the of one single type of grease, the lithium thickened production of its aircraft. GP greases. In order to progress towards

Céline Normand Senior Engineer, Structures Airbus Engineering Department LITHIUM THICKENED GREASEGENERAL PURPOSE GREASE

USING GREASE AS A LUBRICANT As a consequence, making grease is a choice of: Many mechanisms used in aircraft need lubrication to ensure the cor- • Proportion of base oil. rect performance of the system and This has an impact on to avoid excessive wear, which lubrication properties. leads to component damage. • Type and proportion of thickener. Instead of fluids, grease is required This has an impact on grease when the lubricant has to stay in the properties; its resistance to mechanism during its operation. temperature, environment and loads. Grease is a mixture of base oil (70- • Type and proportion of additives 95%), thickening agents (5-15%) that can be: and additives (0-15%). It is used to • corrosion inhibitors to reduce friction and wear between minimise corrosion, moving surfaces. It also provides • oxidation inhibitors to min protection against corrosion and imise oxidation of the oil, prevents ingress of contaminants • extreme pressure additives to and other fluids such as de-icing improve load-carrying fluid, fuel, paint strippers and water, capability, into the moving joint. • anti-wear additives to minimise wear. Grease is frequently sealed into ball and roller bearings so it has to be SPECIFICATIONS OF GP compatible with different sealing GREASE IN CURRENT USE materials. Due to its solid nature, PAGE 26 grease does not perform the cooling The commercial aviation industry and cleaning function that is has utilised material specifications FAST 32 Lithium is a expected from liquid lubricants. for greases generated by the military soft silver- authorities for the majority of air- white element A thickener is the solid constituent craft applications requiring the use of the alkali of grease that retains the liquid con- of grease products (for instance, but metal group that stituent in the product. The oil con- not limited to landing gear and flight is the lightest metal known and stituent saturates the thickener and control systems). These specifica- that is used in chemical when load is applied the base oil is tions have emanated from countries synthesis and storage batteries. released thereby providing lubrica- within the NATO alliance. Examples tion to contacting surfaces. The of such specifications are : thickening agents used are lithium • MIL specifications from USA, soap/lithium complex, calcium • DEF-STAN specifications soap/calcium complex, bentonite from UK, clay. • AIR specifications from France.

The oils used are either mineral or By reviewing these military specific- synthetic. Mineral oils are derived ations the NATO countries, plus directly from crude oil by refining Australia and New Zealand, have whereas synthetic oils are manu- identified the degree of interchange- factured by a chemical process. ability of the qualified products, i.e. Typical synthetic base oils are poly- the level of operational use. Three alphaolefins (POA), ester/di-esters levels of interchangeability exist: and silicones. 1. Standardised product The additives are used to improve A product that conforms to the properties of the grease. They specifications resulting from the are corrosion and oxidation same or equivalent technical inhibitors, anti-wear agents and requirements. The standardised extreme pressure additives. Dyes fuels, lubricants and associated are also added to differentiate one products are identified by a grease from another. NATO code. LITHIUM THICKENED GENERAL PURPOSE GREASE

2. Acceptable product Airbus has qualified one or several One that may be used in place grease specifications across the air- of another product for extended craft applications. The Aircraft periods without technical advice. Maintenance Manual (AMM) refers to these specifications 3. Emergency substitute through the Consumable Material A product that may only be used List (CML) numbers for each (*) Servicing or in an emergency on the advice greasing/regreasing task. The spec- purging is defined as of technically qualified personnel ification options indicated for an the process of injecting of the sponsor Service, who will AMM lubricating task are intended grease into the grease specify the limitations. to provide flexibility to the mainte- fitting until the old nance organisations in selecting grease has been visibly The following specifications for products and not to encourage the exhausted from the GP grease are the most commonly operator to change from grease mechanism and only the used for Airbus applications: brand or specification from one new grease is coming out. servicing (*) to another.

NATO Code G395 G354 none

Equivalent USA MIL-PRF-81322F MIL-PRF-23827 Type I MIL-PRF-23827 Type II AIMS 09-06-001 grease UK Def Stan 91-52/1 Def Stan 91-53/2 Def Stan 91-53/1 (Note 2) specifications F AIR-4222 AIR-4210 AIR-4210 (Note 1) (Note 1)

GP Grease Clay Lithium Clay Lithium Thickener type

Qualified grease Aeroshell 22 Aeroshell 33 Aeroshell 7 Armna G4789 PAGE product Mobil Grease 28 Shell aviation 7 Castrolease Ai Nyco Grease 144 (non exhaustive list) Nyco Grease 22 Nyco Grease 10 Nimbus K75 Grease 27 Royco 22CF Royco 27 FAST 32

General properties

Temperature range -54 °C to +177°C -73°C to +121°C -60°C to +120°C

ASTM D2265 ASTM D2265 ASTM D566 Dropping point (°Cmin) 232°C 165°C 170°C (Temp. at which grease becomes liquid)

ASTM D1264, 41°C ASTM D1264, 38°C none Water washout – resistance 20% 20% (%loss, max)

ASTM D 217 ASTM D 217 ASTM D 217 Worked penetration – 60000 strokes 265-295 270-310 290-320

ASTM D1478 ASTM D1478 IP 186 Low T° torque without water -54°C -73°C -50°C

Starting Torque(Nm) 0,98 max 1,0 max 0.2 max 0.1 max Running Torque(Nm) 0.098 max 0,075 max

Note 1: The specification MIL-PRF-23827 has been recently revised to divide greases into Type I and Type II for lithium and clay thickened greases respectively. The specification Def Stan 91-53/1 has also been revised to Def Stan 91-53/2 to restrict the qualified GP greases to lithium thickened greases into the issue 2.

Note 2: The Airbus specification AIMS 09-06-001 has been developed in 1989 to qualify a new grease Armna G4789. This lithium soap-thickened grease was introduced to replace a clay-thickened grease Aeroshell 7 on flight control systems to improve the behaviour of the flap and slat mechanisms in the presence of water. The lithium grease had been shown in laboratory tests to be capable of retaining more water within the grease than the clay-thickened grease. Finally the in-flight trial carried out on ten A310 aircraft from five operators, demonstrated that the lithium-based grease prevented lockouts on flap and slat mechanisms. LITHIUM THICKENED GREASEGENERAL PURPOSE GREASE

FLEXIBILITY seeking higher performance from grease products. Over the years, airlines have enjoyed the flexibility of using Airbus policy is to give the airlines greases from different suppliers for the choice to select either a limited the same maintenance task. Such number of GP greases or to be as convenience although not necessar- flexible as maintenance providers ily systematic or frequent, is glob- require. ally appreciated due to airline mergers, fleet expansion, third COMPATIBILITY ASPECTS party work, and nature of the air- craft business. Until January 2000, there was an understanding in the industry It is acknowledged that airlines world-wide that crossing between have advantages in limiting the GP grease brands and possibly number of GP greases on their even crossing between specifica- stocks and therefore are interested tions of GP greases would have no in grease products that have large significant chemical effect. This applicability across a given aircraft practice was largely benign at a type as well as across several air- time when mainly clay thickeners craft types (ideally a unique grease were used to manufacture GP brand that is valid across all the air- greases (provided they are used craft). Airlines are also constantly under same thermal application range).

PAGE 28 In the last few years, new greases with lithium thickeners and more FAST 32 recently lithium-complex thicken- ers have been made available on the market offering an alternative to clay thickened greases across most of the aircraft applications.

Grease manufacturers agree that a mix between clay and lithium thickened greases would not nec- essarily result in a significant reduction in the chemical compat- ibility of the greases. There are several clay greases that have been successfully tested for functional interchangeability with lithium thickened greases. However it is appreciated that the biggest chem- ical alteration in lubrication perfor- mance (although still considered potentially ‘minor’ in terms of air- craft functional interchangeabili- ty), could come from the potential mix between ‘clay’ and ‘lithium- complex’ grease thickeners.

Following an accident in January 2000, suspicion was put on the potential lack of compatibility between clay and lithium thickened greases. The Federal Airworthiness LITHIUM THICKENED GENERAL PURPOSE GREASE

Authorities (FAA) requested the Air Airbus advises that an operator Transport Association (ATA) to selects one of the grease specifica- review the industrial standards tions available in the AMM for a concerning lubrication of aircraft given aircraft application and stays PAGE mechanisms. Several meetings with that grease specification. For 29 involving many parties, ATA, those operators who would wish to Airlines, FAA, Airbus, Boeing, change from one specification to FAST 32 grease manufacturers, NTSB and another, Airbus advice is to tem- others, were hosted during 2002 to porarily reduce, for instance by clarify the situation around the potential lack of compatibility between clay and lithium thickened greases.

Finally, in March 2002, the FAA dispatched the first issue of a dedi- cated FSAW 02-02 (Flight Standard Information bulletin for Airworthi- ness) as guidance for Aviation Safety Inspectors (ASI) in the event an operator requests to change to a grease type or brand not specified on the Qualified Products List (QPL) of the MIL-SPEC for the specific aircraft application. This FAA document was revised to FSAW 02-02C on May 22nd 2002.

Airbus issued a Service Inform- ation Letter (SIL 12-008) to inform airlines on best maintenance prac- tices to avoid detrimental effects on mechanisms which need frequent lubrication as defined in the Maintenance Planning Document (MPD). LITHIUM THICKENED GREASEGENERAL PURPOSE GREASE

half, their MPD servicing intervals This specification will be issued as for around 3-4 services (i.e. tem- an Aerospace Material Standard) porarily double the number of (AMS) specification through the lubrications). Furthermore, Airbus Society of Automotive Engineers advises operator about possible (SAE). This specification being alteration of lubrication properties restricted to lithium chemistry will when mixing GP clay thickened require that all greases qualified greases and lithium thickened are compatible with each other. greases. In the event this particular Compatibility tests are given in the mix appears, Airbus advises opera- specification. The SAE specific- tors to conform with the above pre- ation currently known as M-99AD cautionary principle. will act as a core specification for Airbus and Boeing who will raise NEW SPECIFICATION their own in-house material specifications based on the SAE Currently Airbus and Boeing in specification and produce docu- conjunction with lubricant manu- mentation giving the products facturers are compiling a specifica- qualified by each company. tion for a GP grease operating at –73°C to +120°C which will be restricted to lithium chemistry. This combined approach of The objective of this specifica- Boeing and Airbus will enable tion is the qualification both companies to produce a sin- of lithium complex gle specification with respect to greases that will pre- grease harmonisation and ratio- sent increased per- nalisation requested by the opera- PAGE tors. 30 formance due to their water wash- FAST 32 out capability, im- proved penetration and their dropping point which is typically > 180°C.

Conclusion CONTACT DETAILS It is a design objective of Airbus For in-service aircraft, Airbus will also Céline Normand that the A380 project should use, recommend operators to use lithium Senior Engineer, Structures Airbus Engineering Department whenever possible, lithium thickened thickened greases wherever possible Tel: +33 (0)5 62 11 80 87 greases thereby reducing the risk of provided that Airbus recommendations Fax: +33 (0)5 61 93 48 19 mixing greases of different chemistry and (SIL12-008) regarding the mixing of different [email protected] properties. types of grease are fully respected.

François Museux On introducing lithium-complex Following operators’ requests, Airbus will Group Manager Structures Engineering chemistry greases to applications nevertheless maintain a certain flexibility at Material & Technologies currently employing clay-thickened specification level, which means that Customer Services greases, advantages are to be gained operators still have the choice between Tel: +33 (0)5 62 11 80 63 from the increased performance of the the two GP grease types, and different Fax: +33 (0)5 61 93 36 14 lithium complex greases, apart from suppliers, to maintain the Airbus aircraft [email protected] global rationalisation and harmonisation. systems. FROM THE ARCHIVES: EXTENDED RANGE OPERATIONS - THE BEGINNING

On 7 September 1918 Mr Pierre Latécoère a French aircraft manufacturer whose descendants still make parts of Airbus aircraft, proposed to the French government a plan to open air routes to South America. In 1921 he formed an airline and by 1925 had regular services from Toulouse via Casablanca to Dakar.

At 05:10 on the morning of 11 May 1930 the mail left Toulouse. It arrived in Natal, Brazil on the 13th at 08:10 and in Buenos Aires on the 14th at 19:35, finally arriving in Santiago, Chile at 13:30 on the 15th. PAGE During this flight they performed a single engined 31

flight of 3170 km over water, greatly exceeding the Latécoère-28 over Rio de Janeiro FAST 32 207-minute diversion times allowed today.

However not all flights were as trouble free as that one. Unscheduled engine removal in the Western Sahara Diversions and emergency landings in hostile territory were frequent occurrences. The lucky crews escaped with an engine repair. Some were held hostage for up to four months.

Saharan diversion airfield complete with spares store! Five Breguet-14s CUSTOMERARTICLE SUPPORT AROUND THE CLOCK... AROUND THE WORLD CUSTOMER SUPPORT AROUND THE CLOCK... AROUND THE ARTICLEWORLD

Customer support AROUND THE CLOCK...AROUND THE WORLD

WORLDWIDE Jean-Daniel Leroy Vice President Customer Support Tel: +33 5 61 93 35 04 Fax: +33 5 61 93 41 01

USA/CANADA Philippe Bordes Senior Director Customer Support Tel: +1 (703) 834 3506 Fax: +1 (703) 834 3464

CHINA Ron Bollekamp Director Customer Support Tel: +86 10 804 86161 Fax: +86 10 804 86162 / 63 Training centres RESIDENT CUSTOMER SUPPORT Spares centres / Regional warehouses PAGE Resident Customer Support Managers (RCSM) ADMINISTRATION PAGE 32 Tel: +33 (0)5 61 93 31 02 33

FAST 31 32 Fax: +33 (0)5 61 93 49 64 FAST 33

TECHNICAL, SPARES, TRAINING RCSM LOCATION COUNTRY RCSM LOCATION COUNTRY RCSM LOCATION COUNTRY Airbus has its main Spares centre in Hamburg, Abu Dhabi United Arab Emirates Indianapolis United States of America Ningbo China and regional warehouses in Frankfurt, Amman Jordan Istanbul Turkey Noumea New Caledonia Washington D.C., Beijing and Singapore. Amsterdam Netherlands Jakarta Indonesia Palma de Mallorca Spain Athens Greece Jinan China Paris France Airbus operates 24 hours a day every day. Atlanta United States of America Johannesburg South Africa Philadelphia United States of America AOG Technical and Spares calls Auckland New Zealand Karachi Pakistan Phoenix United States of America Bandar Seri Begawan Brunei Kingston Jamaica Pittsburgh United States of America in North America should be addressed to: Bangkok Thailand Kuala Lumpur Malaysia Port of Spain Trinidad and Tobago Tel: +1 (703) 729 9000 Beirut Lebanon Kuwait city Kuwait Qingdao China Fax: +1 (703) 729 4373 Brussels Belgium Lanzhou China Rome Italy Buenos Aires Argentina Larnaca Cyprus San Francisco United States of America AOG Technical and Spares calls outside Cairo Egypt Lisbon Portugal San Salvador El Salvador Charlotte United States of America London United Kingdom Santiago Chile North America should be addressed to: Chengdu China Louisville United States of America Sao Paulo Brazil Tel: +49 (40) 50 76 3001/3002/3003 Colombo Sri Lanka Los Angeles United States of America Seoul South Korea Fax: +49 (40) 50 76 3011/3012/3013 Copenhagen Denmark Luton United Kingdom Shanghai China Damascus Syria Macau S.A.R. China Shenzhen China Airbus Training centre Delhi India Madrid Spain Shenyang China Denver United States of America Manchester United Kingdom Singapore Singapore Toulouse, France Derby United Kingdom Manila Philippines Sydney Australia Tel: +33 (0)5 61 93 33 33 Detroit United States of America Mauritius Mauritius Taipei Taiwan Fax: +33 (0)5 61 93 20 94 Dhaka Bangladesh Medelin Columbia Tashkent Uzbekistan Doha Qatar Memphis United States of America Tehran Iran Airbus Training subsidiaries Dubai United Arab Emirates Mexico City Mexico Tokyo Japan Dublin Ireland Milan Italy Toronto Canada Miami, USA - Florida Duluth United States of America Minneapolis United States of America Tulsa United States of America Tel: +1 (305) 871 36 55 Dusseldorf Germany Monastir Tunisia Tunis Tunisia Fax: +1 (305) 871 46 49 Frankfurt Germany Montreal Canada Vancouver Canada Beijing, China Guangzhou China Moscow Russia Verona Italy Tel: +86 10 80 48 63 40 Hangzhou China Mumbai India Vienna Austria Hanoi Vietnam Nanchang China Xi'an China Fax: +86 10 80 48 65 76 Helsinki Finland Nanjing China Zurich Switzerland Hong Kong S.A.R. China New York United States of America www.airbusworld.com

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