TECHNOLOGY SUPPORT A FLIGHT F AST 41 AIRBUS TECHNICAL MAGAZINE DECEMBER 2007 IRWORTHINESS 41 F TECHNOLOGY SUPPORT AIRWORTHINESS LIGHT nection withtheuseofthisMa incon- damage AirbusS.A.Sshallassumenoliabilityforany provide furtherdetails. AirbusS.A.Scanbecontactedto isrequired, Whenadditionalinformation accuracy. isgivenastotheir and areexpressedingoodfaithbutnowarrantyorrepresentation constitute anofferorformpartof with respecttotheinforma containedinthisdocumentor information any toupdate Airbus assumesnoobligation affectingthetruepublicrepresentation. of factorswhichcouldchangeovertime, involvesanumber Thisinformation thetimeofgoingtopress. iscorrectat that mation maycontainmarket-sensitiveorotherinfor- ThisMagazine subject topaymentornot. thirdparty orlicensedtoany rented, besold, inwholeorpart, it containsshallnot, andthematerials ThisMagazine duced withoutpriorwrittenconsentof Airbus S.A.S. andphotosshallnotbemodifiednorrepro- illustrations itscontent, This Magazine, forthesolepurposeofinformation. thantherighttoreadit, ofthisMagazine delivery Nootherpropertyrightsaregrantedbythe tocomplywiththefollowing. your company youacceptonbehalfof (hereafter ofthisMagazine By takingdelivery “Magazine”), right oran without prejudicetotherightof andexclusivelaw jurisdictionisgiventothecourtsandtribunalsof Toulouse (France) has beenadvisedofthelikelihoodsuchdama y http://www.content.airbusworld.com/SITES/Customer_services/index.html other intellectualpropertyrightinan Authoriza from theeditora Graphic Designer: tion forreprintofFAST articles Magazine shouldberequested Airbus, tion describedherein. 30 30 A380and A400M areregisteredtrademarks. A350, A340, Airbus Photogra gazine andthema Customer ServicesCommunications Airbus tobringproceedingsforinfringementofcopy- its logo, © All rightsreser t y IBSSAS 2007. AIRBUS S.A.S. A nti ATwl nac h fiiny lifeand in thisFAST willenhancetheefficiency, the FAST e-mailaddressgivenbelow Magazine otat Theyarebasedon Airbus information contract. ssisted byAgnèsMassol-Lacombe A300, The ESGandISEPpossibilitiesdescribed hcLbay e phic Library, e-mail: FAST maybereadonInternet Magazine ges. y A310, terials itcontains, other courtofcompetentjurisdiction. The sta Editor: Publisher: Agnès Massol-Lacombe This licenceisgovernedbyF residual valueofthe A320 Family. ved. fast.ma A318, a:+33(0)561934773 Fax: e:+33(0)561 934388 Tel: tements madehereindonot Proprietary document Proprietary x m under ‘ A319, Kenneth Johnson compan AN EADSCOMPANY [email protected] Photo copyright Airbus rne:Escourbiac Printer: ISSN 1293-547 even if Quick references A320, Bruno Piquet ,AirbusFrance y, Photo credits: 31 A330, A321, Airbus S.A.S Cover: rench 6

’ AIRBUS TECHNICAL MAGAZINE 4041 JULY 2007 DECEMBER 2007 Pierre Magro A In Ser Nicolas Chrétien Goalproject The ExtendedService lifeforthe Longer service A320 Family rudtecok. Aroundtheworld Around theclock... Customer Services Part 2 toexcellenceinpilottraining The gateway V interference Kruegersurfaces toavoid Recommendations system A300/A300-600 Kruegerflap Jean Comte through aircraftwiringdata Interactive andefficientnewnavigation Dynamic wiringin Airbus Technical Data Captain MichaelVarney The ga Airbus PilotInstructorCourses(APIC) Colin Smart Aurélie Duffort loca Faster andeasierstructuraldamage for AIRMAN Rep@irManager A380 I f l ights are re below all of alérie Laprime-Baulleret major systemenhancementpackage major avionics the PA the g d, tion andassessment uide pa PI you ar sys waste and help conserve natural resources. natural waste andhelpconserve Every littlehelps! Every on pa This issueofFAST hasbeenprinted Magazine tem th. e vice teway toexcellenceinpilottraining ERRATUM FAST40 - page 11 The text should have read: Thetextshouldhave “If allofthePAPI systemlightsarered 11 -ERRATUM FAST40 page instead of per producedwithoutusing chlorine, A320 F white amily enhancement , you are below theguide path” youarebelow , to reduce 11 37 36 31 24 20 6 2 1 FAST 41 CUSTOMER SUPPORT AROUND THE CLOCK... AROUND THE WORLD

Customer Services events

WORLDWIDE Bruce Jones VP Customer Support Tel: +33 (0)5 61 93 35 04 Fax: +33 (0)5 61 93 41 01 USA/CANADA Just happened Coming soon François Mourareau Senior Vice President Customer Support A300/A310 FAMILY A330/A340 FAMILY Tel: +1 (703) 834 3506 TECHNICAL SYMPOSIUM TECHNICAL SYMPOSIUM Fax: +1 (703) 834 3463 CHINA TOULOUSE, FRANCE DUBAI, UNITED ARAB EMIRATES Customer support centres Pierre Steffen 5-9 NOVEMBER 2007 11-15 MAY 2008 Training centres Vice President Customer Support The Technical Symposium Airbus is pleased to announce Spares centres / Regional warehouses Tel: +86 10 804 86161 Ext 5040 Resident Customer Support Managers (RCSM) attracted 85 participants from 41 the date and location of the next Fax: +86 10 804 86162 / 63 airlines and many vendors and A330/A340 Symposium. RCSM location Country RCSM location Country RESIDENT CUSTOMER SUPPORT ADMINISTRATION Abu Dhabi United Arab Emirates Lisbon Portugal MROs also attended. There was The symposium is the opportu- Jean-Philippe Guillon Algiers Algeria London United Kingdom constructive discussion on many nity to review actual in-service Director Al-Manamah Bahrain Louisville United States of America Almaty Kazakhstan Luton United Kingdom technical aspects and also the experience with the A330/A340 Resident Customer Support Administration Tel: +33 (0)5 61 93 31 02 Amman Jordan Macau S.A.R. China Airbus plans for the Long Term Family of as well as to Amsterdam Netherlands Madrid Spain Fax: +33 (0)5 61 93 49 64 Athens Greece Manchester United Kingdom Support of the programme. The discuss subjects of more general TECHNICAL, SPARES, TRAINING Auckland New Zealand Manila Philippines main items of discussion includ- technical interest. A provisional Baku Azerbaijan Marrakech Marocco Airbus has its main spares centre in Hamburg, Bandar Seri Begawan Brunei Mauritius Mauritius ed continued improvements in agenda will be sent in due time. and regional warehouses in Frankfurt, Bangalore India Memphis United States of America dispatch reliability for the fuel Washington D.C., Beijing and Singapore. Bangkok Thailand Mexico City Mexico Barcelona Spain Miami United States of America system and the prevention of MATERIAL, SUPPLIERS Airbus operates 24 hours a day every day. Beijing China Milan Italy hydraulic leaks. The continued AND WARRANTY SYMPOSIUM Beirut Lebanon Minneapolis United States of America Airbus Technical AOG Centre (AIRTAC) Berlin Germany Montreal Canada availability of spare parts, for the CANCUN, MEXICO Tel: +33 (0)5 61 93 34 00 Bogota Colombia Moscow Russia long term, was also appreciated JUNE 2008 Fax: +33 (0)5 61 93 35 00 Brussels Belgium Mumbai India Bucuresti Romania Nanchang China by operators. The symposium objectives will [email protected] Budapest Hungary Nanjing China be to review together strategic Buenos Aires Argentina New York United States of America Spares AOGs in North America should be Cairo Egypt Newcastle Australia TECHNICAL DATA SUPPORT AND directions and current support addressed to: Caracas Venezuela Ningbo China SERVICES SYMPOSIUM and services initiatives within Tel: +1 (703) 729 9000 Changchun China Noumea New Caledonia Fax: +1 (703) 729 4373 Charlotte United States of America Palma de Mallorca Spain TOULOUSE, FRANCE the material, logistic, supplier & Chengdu China Paris France 12-15 NOVEMBER 2007 warranty domains. Spares AOGs outside North America Cologne Germany Paro Bhutan should be addressed to: Colombo Sri Lanka Phoenix United States of America The symposium attracted 150 Presentations, dedicated work- Tel: +49 (40) 50 76 4001 Columbus United States of America Pittsburgh United States of America Copenhagen Denmark Prague Czech Republic participants, customers, MROs shops and bilateral meetings will Fax: +49 (40) 50 76 4011 Damascus Syria Quito Ecuador and suppliers from all over the provide a forum for airlines, sup- [email protected] Delhi India Rome Italy Denver United States of America San Francisco United States of America world. The Theme was ‘Deve- pliers and Airbus to pursue fur- Spares related HMV issues outside Detroit United States of America San Salvador El Salvador loping for the Future’ and the ther solutions in optimizing the North America should be addressed to: Dhaka Bangladesh Sana’a Yemen current and upcoming develop- cost of aircraft ownership and Tel: +49 (40) 50 76 4003 Doha Qatar Santiago Chile Fax: +49 (40) 50 76 4013 Dubai United Arab Emirates Sao Paulo Brazil Dublin Ireland Seoul South Korea ments were outlined during the increasing aircraft operational [email protected] main presentations, including availability. The event will also Dusseldorf Germany Shanghai China Airbus Training Centre Toulouse, France Fort Lauderdale United States of America Sharjah United Arab Emirates feedback about implemented or provide an insight into the devel- Frankfurt Germany Shenyang China Tel: +33 (0)5 61 93 33 33 Guangzhou China Shenzhen China scheduled optimization for oping warranty and material Fax: +33 (0)5 61 93 20 94 Haikou China Singapore Singapore advanced consultation, enhanced management related e-services Hamburg Germany Sydney Australia Airbus Maintenance Training Centre Hamburg, Hangzhou China Taipei Taiwan data deliverables and sustained and the latest in Supplier Germany Hanoi Vietnam Tashkent Uzbekistan customer support. Many product Support Conditions (SSC). Tel: +49 40 743 88288 Helsinki Finland Tehran Iran Fax: +49 40 743 88588 Hong Kong S.A.R. China Tel Aviv Israel demonstrations and workshops Indianapolis United States of America Tokyo Japan were held, which generated fruit- Istanbul Turkey Toluca Mexico Airbus Training subsidiaries Jakarta Indonesia Tripoli Libya ful discussion and feedback on Miami, USA - Florida Johannesburg South Africa Tulsa United States of America the Airbus TD deliverables such Tel: +1 (305) 871 36 55 Karachi Pakistan Tunis Tunisia

Kita-Kyushu Japan Vienna Austria 1 Fax:+1 (305) 871 46 49 4

as AirN@v Modules, ADOC, Kuala Lumpur Malaysia Washington United States of America T S

Beijing, China Kuwait City Kuwait Wuhan China A AirbusWorld and SB+. F Tel: +86 10 80 48 63 40 Lanzhou China Xi'an China Larnaca Cyprus Zurich Switzerland Fax:+86 10 80 48 65 76 37 LONGER SERVICE LIFE FOR THE A320 FAMILY - THE EXTENDED SERVICE GOAL PROJECT LONGER SERVICE LIFE FOR THE A320 FAMILY - THE EXTENDED SERVICE GOAL PROJECT

The Family today Distribution of A320 Family operator fleet average flight duration vs. daily cycles The 3,300 aircraft delivered to date are spread over the world with the associated diversity of operations. Typically, aircraft are flying on Daily cycles average 1.84 hours per flight with 9 a large range of variation between 40 minutes and more than 4 hours 8 per flight. Logically, some aircraft 7 will reach the FH limit before the 6 FC one and vice-versa depending on if they are performing longer 5 flights or used on short routes. 4 The Family 3 tomorrow 2 1 ESG justification to prove mainte- 0 nance programme validity/update 0 123 4 will be achieved in two steps Average flight duration (hours) Longer service (pending test results): • ESG I: 60,000FC/120,000FH • ESG II: to be certified based A320-200 fleet end 2015 on tests to be continued after life for the A320 Family ESG I when the economic limit of the maintainability will be reached. The Extended Service Goal project FC 80,000 These values have been defined 70,000 Dec. 2010 A320-200 MSN<1081 After nearly 20 years of successful operation, now Based on in-service experience and market expec- based on today’s average figure of Dec 2010 A320-200 MSN<1081 Dec. 2010 A320-200 MSN>1081 with more than 3,300 aircraft in-service and 200 tations, Airbus launched at the beginning of 2007 about two flight hours per flight 60,000FC Dec 2010 A320-200 MSN>1081 60,000 10,000FH Dec. 2015 A320-200 operators, the maintenance programme of the first the Extended Service Goal (ESG) project for all cycle. Estimations at today’s rate are Dec 2015 A320-200 aircraft is now coming close to the end of the orig- A321, A320-200 (excluding a specific configura- showing that FH driven aircraft will 50,000 48,000FC 60,000FH inal approved validity. Demand for A320 Family tion with bogie main ), A319 and reach 120,000FH at the earliest in 40,000 37,000FC aircraft has never been so high and the A320 is A318 aircraft. Its objective is to enable the current 2022 and FC driven aircraft will 80,000FH

still the most efficient aircraft in its category, with A320 Family fleet to fly beyond 48,000FC and reach 60,000FC at the earliest in 30,000 100,000FH operators still seeing significant potential for their 60,000FH. 2017. This represents at least 10 to 80,000FH earliest aircraft in terms of both revenue and 15 years of further operations with 20,000 48,000FH residual value. This article describes the ESG project and the ESG I, and even more with ESG II. 10,000 benefits operators will derive from it. 0 The fleet leader in hours reached 60,000 flight For aircraft reaching 60,000FH, 0.50 0.75 1.00 1.25 1.50 1.75 2.00 2.25 2.50 2.75 3.00 3.25 3.50 3.75 4.00 hours (FH) in October 2007. The fleet leader in an Intermediate Service Goal Average flight duration cycles will reach 48,000 flight cycles (FC) at the (ISG) solution is available with its beginning of 2011. updated maintenance programme formally approved by the air- worthiness authorities with only ISG and ESG envelope for minor adaptations to allow these A320-200 aircraft FH-driven aircraft to be operated until ESG I completion, whose maintenance programme is plan- Initial DSG ISG ESG I ESG II ned by the end of 2010. Priority is FC FH FC FH FC FH FC FH given to the A320-200, as the ear- Nicolas Chrétien A320 Family Programme liest aircraft of this type will reach 48,000 60,000 37,500 80,000 60,000 120,000 90,000 180,000 Airbus Customer Services the current Design Service Goal (DSG) first, the A321, A319 and 1 1 4 4 T T A318 values will also be extended S S A A F to be the same as the A320-200. F 2 3 0

LONGER SERVICE LIFE FOR THE A320 FAMILY - THE EXTENDED SERVICE GOAL PROJECT LONGER SERVICE LIFE FOR THE A320 FAMILY - THE EXTENDED SERVICE GOAL PROJECT

100 80 0 30

3D view of FWD nose section 0 A series of fatigue A320 first delivery in 1988 equipment for fatigue test 29 91 tests to reach the 0 target

16 To ensure adequate justification of 31 the ESG and in addition to the cal- 61 culation and Finite-Element-Model 0 simulation, full-scale fatigue tests will be performed. Specific test sections are being manufactured 23 3D view of test facility taking the original configuration 18 environment to perform pylon fatigue test into consideration and the specifici- 38 0 ties of each type, including A321 sections for example.

Full-scale fatigue tests will be per- 0 formed on partial aircraft sections: 100 65 • AFT section, from section 16A 39 to tail cone • Central section, from 13A to 17 plus 23 • FWD section, from section 11 ESG project 2009 with ESG I formal mainte- 0 to 14A nance programme update approval 100 • Pylon. timescale mid 2010. 19 Results will confirm the fatigue behaviour of the complete aircraft. The ESG project launched at the Tests will be continued until mid beginning of 2007 will go into active 2010 to assess and confirm ESG II 82 Compared to the initial and more requirements with formal mainte- 0 phase with the start of the full-scale Wings for ESG central test section CONTACT DETAILS 28 conservative full-scale fatigue tests fatigue tests in January 2008. nance programme update approval 52 performed previously, the new expected in 2011 or 2012, depend- Nicolas Chrétien tests will allow: Test cycles to justify requirements ing on the test results. A320 Family Programme • To take the 20 years for ESG I will be reached in July Airbus Customer Services experience in A320 Family Tel: + 33 (0)5 61 93 31 83 0 Fax: + 33 (0)5 61 30 00 79 78 operation into account [email protected] 74 • The use of new generation 0 calculation and simulation methods • To use a modern and Conclusion 0 more representative test 60 environment. After 20 years of successful operation, generate additional revenue from flying 100 0 the A320 Family is still the most efficient their aircraft longer, increase the aircraft in its category and operators see residual value and enable them to significant further potential in their earliest maximize benefits from fleet upgrade and aircraft for revenue and residual value. harmonization projects like the Airbus In- Based on these operator expectations and Service Enhancement Project (ISEP)*, the in-service experience Airbus launched the enhanced cabin, or fuel saving measures Extended Service Goal project for all A320 offered by Airbus to keep in-service Family aircraft to make the most of the aircraft at the highest level of efficiency. aircraft’s potential and enable operators to benefit from their longer life. The early A320 Family aircraft started the successful family story and will further Implementation of the ESG I package will contribute to it by continuing to fly in the enable operators to operate their A320, next couple of decades as enduring, A321, A319 and A318 aircraft for an reliable and efficient aircraft generating additional 10 to 20 years and even longer further revenue for their operators. 1 1 with ESG II. This will enable them to * See next article 4 4 T T S S A A F F

4 5

IN-SERVICE A320 FAMILY ENHANCEMENT - MAJOR AVIONICS SYSTEM ENHANCEMENT PACKAGE IS AVAILABLE IN-SERVICE A320 FAMILY ENHANCEMENT - MAJOR AVIONICS SYSTEM ENHANCEMENT PACKAGE IS AVAILABLE

ISEP core package

ISEP is a compilation of fully proven Airbus Service Bulletins, selected for their impact on cost 2 2 3 2 2 2 savings, operational capability and aircraft residual value. 4 4 2 The ISEP core package covers the following: 1 FMS2 1 1 1 FMS2 (Flight Management 2 EIS2 System second generation) 3 ISIS Provides core flight manage- 4 DCDU ment with sufficient NAV Other equipment are not Database capacity and sophisti- visible in the cockpit cation to meet current and future air traffic management requirements. 2 EIS2 (Electronic Instrument improved memory BITE (Build System second generation) In Test Equipment), Present Updates the EIS cathode ray Position (PPOS) improvement ISEP core package In-Service A320 tube screens to six Liquid alignment function, and enhanced RVSM (Required Crystal Display flat-screen =2 x FMS2 technology, enabling new Vertical Separation Minima) =MMR (ILS + GPS) Family enhancement graphic features and reducing capability that halves the verti- =3 x ADIRU* maintenance costs. cal distance required between =6 x EIS2 LCD 3 ISIS (Integrated Stand-by two aircraft. =GPS antenna A major avionics system Instrument System) 7 ATSU (Air Traffic Services =ATSU Replaces three conventional Unit) =VDL mode 2 electro-mechanical standby ins- Centralizes all data communi- =2 x DCDU - ISIS truments (, airspeed cation between air traffic con- enhancement package - FDIMU (replaces FDIU + DMU) trollers and airlines operations and standby horizon), adds new - CFDIU functions and contributes to cost centre, allowing accurate deliv- Operators of A320 Family aircraft may have market conditions of today. It provides a core plat- reduction. ery of flight movement and =Components for low RNP received their aircraft over a number of years, or form for bringing earlier aircraft to current produc- 4 DCDU (Data Communication maintenance reports. =Components for FANS B leased or bought pre-owned aircraft, which can tion standards in major areas and is designed to Display Unit) 8 VDL mode 2 (VHF Data Radio) result in differing fleet build standards and possi- bridge the gap between previous and later deliver- Provides the human machine Improves the data rate ble operational and cost penalties. ies in operational performance. interface for air traffic data exchange between aircraft and communications. the ground station. Its activ- Airbus now offers operators the ability to harmo- Immediate benefits include improved Operational 5 MMR (Multi-Mode Receiver) ation completes the ATSU nize their fleet standards for operational benefits Reliability (OR), reduced Direct Maintenance Provides a Global Positioning installation for Future Air Nav- and cost savings. A comprehensive avionics Cost (DMC), lower spares costs, weight reduction System (GPS) receiver and igation System B (FANS B) enhancement package for A320 Family aircraft and significant operational savings. ISEP also Instrument Landing System 9 FDIMU (Flight Data Interface called the In-Service Enhancement Package (ISEP) opens the door to greater operational performance (ILS) functions in a single box, Management Unit) is available. This offers the opportunity to adapt by providing the foundation for future operational increasing navigation accuracy, Provides the function of Data fleets to compete in the increasingly challenging requirements. reducing crew workload and Management Unit and Flight supporting future landing Data Interface Unit in a systems. single box and reduces 6 ADIRU (Air Data Inertial operational costs. Reference Unit) 4MCU 10 CFDIU (Centralized Fault Provides the precision required Display Interface Unit) to support Required Navigation Enables the new systems BITE Pierre Magro Performance called Low RNP, (Built In Test Equipment) Head of Avionics Product Line the previous fit of ADIRU acquisition, indexing all fail- Airbus Customer Services 10MCU does not provide this ures from each ISEP compo- precision. ADIRU 4MCU also nent memory and improves 1 1 4 4 T T brings other advantages like trouble shooting. S S A A F lower power consumption, 11 GPS antenna F 6 7 0

IN-SERVICE A320 FAMILY ENHANCEMENT - MAJOR AVIONICS SYSTEM ENHANCEMENT PACKAGE IS AVAILABLE IN-SERVICEIN SERVICE A320 FAMILY ENHANCEMENT - MAJOR AVIONICS SYSTEM ENHANCEMENT PACKAGE IS AVAILABLE

16 31 61 0

23 Candidates for ISEP 18 38 0

0 100 65 39

23 0 100 19 Candidates for Airbus assistance in management of the embodiment (turnkey solu- ISEP tion) if so desired. FANS B 82 0 The main candidates for ISEP are 28 Benefits 52 aircraft manufactured before 2003, in particular those delivered before Embodiment of the ISEP core ISEP meets 1999 as shown above. package provides direct benefits. operator Operational improvements include 0 Low RNP 78 Aircraft retrofit enhanced reliability, reduced main- requirements 74 tenance and spares costs, plus 0 The full ISEP package consists of weight reduction. Operational sav- ISEP was developed under the around 40 Service Bulletins with ings come from reduced track leadership of Airbus in close 95% track keeping equipment provided by Airbus. miles, fewer diversions, improved collaboration with major Airbus accuracy for 0 Installation during a standard 4C navigation performance, reduced suppliers and operators, enabling +/- x nm deviation, 60 an integrated, low-risk, and eco- x being the track check or passenger to freighter fuel burn and less emissions. deviation required 100 nomically attractive solution. As 0 conversion will allow significant ISEP consequently enables an RNAV (Area Navigation): Ability for an aircraft it consists of proven solutions, RNAV + On board time savings due to simultaneous increased aircraft residual value to fly routes independently of ground-based aids embodiment and reduced overall and a fleet harmonization. the ordering process is straightfor- performance ward like any other Request for monitoring access times. The full embodiment and alerting duration is assessed at 2,000 man- The package can be used as a pow- Change. 2xRNP giving twice hours, spread over 2.5 weeks with a erful lever to achieve greater opera- 4xRNP Airbus performs the primary inter- the track accuracy three-shift organization. tional performance. Indeed, it was keeping of RNAV formulated to enable a step change face and will provide a fleet offer, Operators may decide to split the in capability in two key areas: Air including the avionics hardware. embodiment dependent on pre-con- traffic communications and naviga- Maintenance and spares issues RNP (Required Navigation Performance): Integrity and RNAV with protection/containment throughout figuration and maintenance plan- tion. It equips the aircraft with the however are subject to direct continuity the operation with associated cockpit alerts requirements ning. It could be split into three systems needed for Airbus Future discussion with the appropriate packages, depending on the main- Air Navigation System B (FANS vendors. tenance operation, for example: B) for the requirements of the forthcoming Air Traffic Manag- Maintenance event Typical elapsed time ISEP Item ement era. FANS B is the Airbus Maintenance response to the Eurocontrol link Check A: Line maintenance 12H FMS2/MCDU 2000+ programme for utilization 600FH/750FC/100 Days Check C: Base maintenance MMR-ISIS - DCDU/VDL of ATC data link in high density 5-7 days 6,000FH/4,500FC/20M Mode 2 - FDIMU-ADIRU airspace with radar surveillance in HMV: Heavy maintenance the en-route phase. A European 15-20 working days 5Y/6Y or 10Y/12Y EIS 2-ATSU mandate is anticipated in 2014 for ISEP offer in-service aircraft. Spares Customized studies are required if Suppliers Training an operator chooses this approach ISEP prepares the aircraft for specif- Customer AIRBUS to establish appropriate embodi- ic Required Navigation Perfor- Upgrade Services 1 1 4 4 T T ment of SBs with the maintenance mances called Low RNP (at or below S S A A F events. Operators may also request 0.3 nm precision level). F 8 9 10 FAST 41 Conclusion 5228 0 82 1 9 IN SERVICEA320FAMILY ENHANCEMENT 10 0 0 2 3965 3 0 10 600 0 7478 0 10 0 0 3818 23 0 6131 16 0 0 0 In today’ management and givesoperatorsthe traffic communicationandnavigation ISEP considerablyimpr diversions). fewer track milesandfuelburn, significant operationalsavings(reduced Direct MaintenanceCost (DMC), lower Operational Reliability(OR),reduced operational capability, givingimproved operators competitivenessbyenhancing a From thisperspective,ISEP canbe airline operating costsisfundamentalforan efficiency andreliability whilereducing conditions, theneedtoimprove fleet and increasingly challengingmarket powerful anddecidingfactortoboost es costs,adecreased weight and s competitive envir oves air onment - MAJOR AVIONICS PACKAGE SYSTEMENHANCEMENT IS AVAILABLE pr Extended ServiceGoalproject inthe operational lifeasdescribed inthe enhances theextensionofaircraft effect onaircraft residual value.Itfurther investment, compoundedby apositive in-service costswhilstoffering on areturn impact onA320Familyperformanceand ISEP isakeymeanstomakepositive checks. based onair systems orfunctionsimplementation, retrofit theiraircraft progressively bya recommended, operators candecideto of thevariousServiceBulletinsis Although simultaneousembodiment effective manner. next tenyearsormore inthemostcost opportunity tomeettheneedsof evious article. craft scheduledmaintenance F +33(0)561934209 Tel: Airbus CustomerServices Head of Pierre Magro CONTACT DETAILS [email protected] ax: parties management. parties andworkingengineering support a embodiment ofthepackagevia couldalsomanagethe Airbus with suppliersofkitparts. to aproductionscheduleagreed B willproducetheService Airbus development phaseofISEP. c Supply chainmanagementwas The supplychain + arefully consideredduringthe ulletins andkitsdeliver them 33 (0)562110847 turnkey solution,involving Avionics ProductLine eindjitywt ilnsanwfinl tool designed jointly withairlinesanew friendly For the Initiatives,A380 EnhancedSupport Airbus ply recordkeeping withregulatory requirements. tion fromawidevariety ofdatasourcesandcom- assess damage,f to Itcanalsobedifficult operational interruption. cancausesevereDamage toaircraftstructure location andassessment Faster andeasierstructuraldamage Manager forA380 AIRMAN Repir AIRMAN REP@IRMANAGERFORA380- ind andcollectrele TM v ant infor Airbus CustomerServices Structure Engineer SRM Development ma- Colin Smart FASTER DAMAGELOCATIONAND EASIERSTRUCTURAL AND ASSESSMENT functions of AIRMAN Rep@irManager. and describestheobjective,This article benefits troubleshooting tool. of the aircraftmaintenancediagnosisand Airbus is inte new tooliscalled AIRMAN Rep@irManagerand damage. for tracinggraphically structural This @ g rated into Airbus CustomerServices Structure RepairEngineer AIRMAN v9.2,thelatestrelease Aurélie Duffort 11 FAST 40 65 39

AIRMAN REP@IR MANAGER FOR A380 - FASTER AND EASIER STRUCTURAL DAMAGE LOCATION AND ASSESSMENT AIRMAN REP@IR MANAGER FOR A380 - FASTER AND EASIER STRUCTURAL DAMAGE LOCATION AND ASSESSMENT

23 0 100 19

Objective • Engineering services Capabilities 82 for assessment, follow up Report acquisition 0 and operational and data analysis. 28 AIRMAN Rep@ir Manager pro- 52 benefits vides the following capabilities: At any time, a user can directly AIRMAN Rep@ir Manager pro- access to: STRUCTURAL DAMAGE 0 vides airlines with a simple method • The structural status REPORT ACQUISITION 78 to view and locate non-conformities (list of open, closed and 74 deferred items) of the entire and in-service damage and repairs This guides the user through the 0 on the external surfaces of the fleet or a specific MSN different steps of the compilation aircraft and to record details of (Manufacturers Serial Number) of a report: Location, description internal damage and repairs. Its • The structural damage and and assessment. 0 objective is to ease line mainte- repair history of any MSN 60 nance’s structural damage report- by accessing all its repair files 100 It also helps the user to fill in ing and to reduce elapsed time to • The Dent and Buckle Chart 0 repair and approval data in the rel- assess damage and authorize air- of each MSN. evant tab of the Structural Damage craft return to service. It allows to Report (SDR). speed-up the resolution lead-time, With a laptop connected to the air- ensuring a cost-effective repair and line network and a valid access SPECIFIC TOOL FOR ACCURATE General principle improving aircraft availability. to the AIRMAN-Airline database, DAMAGE LOCATION - AVI of the AVI navigation when damage is found a user is able to report it through a guiding inter- The Aircraft Virtual illustration Key functions face. This guidance provides the (AVI) is a graphics tool used to AIRMAN Rep@ir Manager main- required information for damage locate the damage/repair on a 2D AIRMAN ly serves two areas of activity with- evaluation and reporting back the integrated into AIRMAN (two-dimensional) digital mock-up in an airline: necessary data to the airline mini-user guide v9.2 of the structure. • Line and heavy maintenance Maintenance Control Centre (MCC), for damage reporting, or Airbus if further investigation is Using the AVI, a user has direct assessment and follow up required. access to the assembly drawings on which structural damage can be localized. The AVI uses a defined Dedicated symbols according Key functions to damage type and status set of symbols to differentiate types of damage and colours depending on damage status (scratchpad, open, closed, deferred).

SEARCH FUNCTION

Using search criteria, users can get quick access to all the information stored for a given MSN (open and deferred actions, additional main- tenance requirements…), or dam- age (status, dimensions, allowable, repair and approval documents…) and can then launch the relevant actions if required.

Search function

Damage on skin 1 1 4 4 T T S S A A F F

12 13 65 39

AIRMAN REP@IR MANAGER FOR A380 - FASTER AND EASIER STRUCTURAL DAMAGE LOCATION AND ASSESSMENT AIRMAN REP@IR MANAGER FOR A380 - FASTER AND EASIER STRUCTURAL DAMAGE LOCATION AND ASSESSMENT

23 0 100 19

DENT AND BUCKLE CHART 82 Dent & Buckle Chart 0 28 A Dent and Buckle Chart can be 52 generated automatically showing a list of all recorded damage classi- fied by ATA chapter and repair cat- 0 egory (Category A for ‘no addi- 78 tional maintenance’, B for ‘specif- 74 ic maintenance requirement’ and C 0 for ‘temporary repair’).

LINK TO AIRBUS TECHNICAL 0 DOCUMENTATION 60 100 The SDR screen gives direct access 0 Damage from tailstrike (view looking up from below) to AirN@v / Repair that provides access to the approved documen- tation data for structural mainte- nance, such as the Structural Workflow Repair Manual (SRM) and Non- Destructive Testing Manual (NTM) The workflow when damage for convenient and practical is discovered is as follows: AirN@v / Repair guidance. 1 2 Prepare Launch AirN@v / Repair • Discovery of damage, If the damage is not known, and PDRS the user logs onto a Structural Damage Report AIRMAN Rep@ir Manager (SDR) has to be created AirN@v / Repair is a module ded- and accesses recorded damage and is partially filled with data icated to the SRM and NTM. The on the specific MSN. retrieved from the database. manuals presented by AirN@v are • User navigates through envelope documents that can be the Aircraft Virtual Illustration filtered by MSN effectivity. (AVI) and locates the part where the damage The A380 SRM has been developed has been discovered. 2 in AirN@v / Repair, including Pre- Launch Defined Damage Reporting Sheets (PDRS) specific to damage-prone 1 components and customized for Prepare common damage types. The PDRS simplifies damage assessment and summarizes important data for reporting structural damage.

Repair & PDRS 1 1 4 4 T T S S A A F F

14 15 65 39

AIRMAN REP@IR MANAGER FOR A380 - FASTER AND EASIER STRUCTURAL DAMAGE LOCATION AND ASSESSMENT AIRMAN REP@IR MANAGER FOR A380 - FASTER AND EASIER STRUCTURAL DAMAGE LOCATION AND ASSESSMENT

23 0 100 19

82 0 28 52

3/4 Locate 0 78 74 0

0 60 100 0 5 7 7/8 Assess Compile Compile From the ATA chapter and the The user saves the PDRS damage type, AIRMAN and finishes the damage report Rep@ir Manager opens the with the import of additional SRM through AirN@v / Repair documents (sketches, digital at the relevant identification pictures and SRM illustration). chapter, where the user selects If Airbus must be contacted, the associated Pre-defined the user fills in the ‘Operator’s 3 Locate Damage Reporting Sheet requirements’ tab. The user opens the AVI again (PDRS) and Assessment and locates the damage on the Flowchart available in the 8 drawing. The identification Allowable Damage Limit task. The user validates the report. of the part is retrieved The damage report status 6 (assembly description, changes from ‘Scratchpad’ SRM ATA chapter…). Using the flowchart, the user to ‘Open’ (the user can then fills the PDRS (when available) send the report to Airbus if 4 and assesses the damage required). The user continues to fill (location, size, proximity the SDR with the information to specific areas…) and reach- 9 9/10 made available (precise es a diagnosis: Repair and approve Repair and approve location). • Damage within allowable Once the technical statement tolerances. The user can release is available (from Airbus the aircraft ‘as is’ or do or from the SRM), the user a rework. Airbus does not need (the same or a different one to be informed with the necessary rights) 5/6 • Damage is not allowable but creates a ‘New Repair’ tab Assess can be repaired per the SRM. to record/attach into the Airbus does not need to be tool the relevant repair informed either recommendation documents. • Damage is outside SRM limits, the airline must contact Airbus 10 for a technical statement. The user can link to any relevant documentation to include it in the ‘Repair’ tab. The ‘Approval’ tab includes the necessary information depending on the damage category. It also allows specifying the type of repair (Temporary or Permanent) and the existence of additional 1 1 4 4 maintenance requirements. T T S S A A F F

16 17 0 AIRMAN29 REP@IR MANAGER FOR A380 - FASTER AND EASIER STRUCTURAL DAMAGE LOCATION AND ASSESSMENT AIRMAN REP@IR MANAGER FOR A380 - FASTER AND EASIER STRUCTURAL DAMAGE LOCATION AND ASSESSMENT 91 0

16 31 61 AIRMAN Rep@ir 0 Rep@ir Manager evaluation Manager delivery Singapore Airlines, being the first operator of the A380, have recently evaluat- ed AIRMAN Rep@ir Manager and made the following comments: 23 This new tool is delivered to A380 18 customers integrated together with ‘The application tool is very user Rep@ir Manager can be deemed 38 AIRMAN. The operator will have friendly. With enhanced damage as a one-stop application that will 0 the possibility to download from the reporting features and links to the ease research and damage reporting. CDIS (Customization and Delivery SRM, the application makes research SIA foresees the tool will help to Information Services) portal into of information easy, all at the click of improve aircraft dispatch, as it the mouse. The feature to allow direct minimises the time spent on the 0 AIRMAN Rep@ir Manager, a re- 100 cord of the relevant data and submission of damage reports to airline's administrative and Airbus, cuts down a lot of the time operational activities. 65 location of the structural non- 39 wasted on crafting damage reports, conformities occurring during pro- which traditionally was done using Airbus has made major strides duction with suffix R(Restricted) various other applications. And the with the implementation of this tool. and C (Customer). best feature in the application is the And with the promise of continual 23 0 AVI and the Dent and Buckle Charts, development of the tool to enhance 100 Training courses which gives the user an overview of the features, SIA is sure Airbus 19 all the repairs associated with a MSN, will set the stage for other OEMs very much like a structural health to follow.’ Two Airbus training courses will report card of an aircraft. and configured during AIRMAN present the content of AIRMAN 82 Architecture, Such feedback highly contributes to enhance the application to meet airline 0 installation/update provided that Rep@ir Manager: 28 pre-requisites the airline operates A380. • An overview of AIRMAN expectations. Other A380 customers have requested to test it as well. 52 and profiles AIRMAN offers the possibility to Rep@ir Manager will be given define specific nominative and in the A380 SRMfamiliarization AIRMAN is a pre-requisite to secure identification with corre- for line maintenance personal 0 implement Rep@ir Manager. sponding rights access (read or (training reference: LSD1 78 AIRMAN Rep@ir Manager com- write) depending on their level of for 1 day) Overview of 74 ponents are automatically set up authorization and activity. • AIRMAN Rep@ir Manager Rep@ir0 Manager CONTACT DETAILS will be presented more in-depth in the A380 documentation and Aurélie DUFFORT Colin SMART descriptive course (training Structure Structure Engineer 0 reference: LSA1 for 5 days) Repair Engineer SRM Development 60 Airbus Customer Services Airbus Customer Services 100 Tel: +33 (0)5 67 19 00 24 Tel: +33 (0)5 62 11 09 41 0 Fax: 33(0)5 61 93 28 73 Fax: +33 (0)5 61 93 21 81 [email protected] [email protected] Conclusion

Airlines can benefit from many aspects of AIRMAN Rep@ir Manager is a decision AIRMAN Rep@ir Manager: tool for speeding up and easing structural • The interface is user friendly with damage report compilation during the intuitive navigation assessment phase and allows: • Drawings can be manipulated with the • Simpler and more effective assessment navigation window and zoom function • Quicker and more accurate reporting • Creation of a new Structural Damage • Compliance with airworthiness Report (SDR) is easy with the intuitive authorities regulations for damage navigation and linked to the digital record keeping. mock-up (AVI) to locate the damage and consult the SRM for the affected part AIRMAN Rep@ir Manager is first provided • An icon symbolizes each type of for the A380 and will later be extended to damage and a colour indicates the the other Airbus aircraft families. relevant status of the repair • Users can use a function for analysis and filtering data of damage areas • Users can generate an automatic Dent 1 1 and Buckle Chart. 4 4 T T S S A A F F

18 19 AIRBUS PILOT INSTRUCTOR COURSES (APIC) - THE GATEWAY TO EXCELLENCE IN PILOT TRAINING AIRBUS PILOT INSTRUCTOR COURSES (APIC) - THE GATEWAY TO EXCELLENCE IN PILOT TRAINING

The basis The most important objective is for trainee instructors to leave the for development Airbus training centre with every- of APIC thing they need as instructors, to be able to return to their airline The construction of new courses and begin training immediately began with an in depth analysis of without the need for the cus- typical airline instructor tasks, tomer to do more. followed by the development of high level aims: The modules were con- • To develop competence to structed carefully with train aviation-based knowledge, reference to the objec- skills and attitudes including tives. No time is wasted human factors in unnecessary theory • To train aircraft licence and trainers are holders with more than taught throughout in 1,500 hours as pilots of a highly interactive multi-pilot aircraft to the level way. of proficiency necessary for the issue of a TRI rating or SFI authorisation. Airbus Pilot From there the objectives were based on the desired trainer competencies, being a combination of Knowledge, Skills and Attitudes (KSA) to the Instructor Courses (APIC) required level to conduct appropriate parts of pilot training: The gateway to excellence • Recognize the need for adequate subject knowledge • Learn how to make adequate in pilot training preparation • Develop confidence to use different training techniques Embracing new ways of training the trainer: Airbus feels that to secure the best training for • Learn how to develop effective Airbus had in place an existing course, which was pilots, the most effective contribution it can make relationships with trainees a mainly theoretically based introduction to the is by training the customers’ trainers, to cascade • Clearly define the objectives world of instruction. Customers were expected to best practice to the Airbus pilot community. of a training session The course is complete the training and supervision required for • Understand trainees’ needs and demanding but the issue of an instructor rating. In many cases With these considerations in mind, Airbus has how they want to be trained also very reward- this was difficult to achieve with huge demands developed and launched a new pattern for instruc- • Transfer information and key ing for the trainees on the airline instructor population. tor training known as APIC, Airbus Pilot messages effectively and who attain a very The Instructor/course profile of Instructor Courses. Applicable to all Airbus fly by efficiently high standard on the APIC brochure issued August 2007. All accredited data points towards a need for new wire aircraft, APIC represents a major improve- • Manage a training session completion. airline ready pilots at the rate of 17,000 per year. ment in the way Airbus trains pilots as Type appropriately The French (DGAC) and UK (CAA) Civil This presents a significant challenge to airlines Rating Instructor (TRI) or Synthetic Flight • Ensure information and key Aviation Authorities gave their ‘seal of A unique portfolio approval’ to APIC. and training organisations alike. Instructor (SFI). messages are understood • Assess a trainee’s of courses performance against a defined standard Airbus wants its trainee instructors • Recognize and train human to be able to conduct an aircraft factors and Crew Resource base training flight and/or a com- Management (CRM) plex simulator session dealing with Captain Michael Varney • Recognize the importance any trainee weaknesses without Director Flight Crew Training Policy of making adequate progress intervention to a successful conclu- Airbus Training and Flight Operations Support & Services reports sion. This was determined as the Airbus Customer Services • Know how to continuously final outcome and all modules con- 1 1 4 4 T T develop the trainer’s own structed to bring the trainee instruc- S S A A F training skills. tors to this level of competence. F 20 21

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AIRBUS PILOT INSTRUCTOR COURSES (APIC) - THE GATEWAY TO EXCELLENCE IN PILOT TRAINING AIRBUS PILOT INSTRUCTOR COURSES (APIC) - THE GATEWAY TO EXCELLENCE IN PILOT TRAINING

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FOUNDATION MODULE behaviour in the flying environ- AIRBORNE PHASE 23 AN INTERACTIVE COMPETENCY ment. This is done in a highly prac- THE ADAPTATION OF TRAINING 0 DRIVEN COURSE PROVIDING tical and plain speaking way that SKILLS TO THE BASE TRAINING 100 19 TECHNICAL KNOWLEDGE everyone can understand, with the ENVIRONMENT FOUNDATION FOR FLIGHT CREW use of video footage and live train- TRAINERS ing examples for trainee instructors Once again trainee instructors are 82 to assess. subjected to a wide spectrum of 0 This gives a manufacturer’s per- possible trainee behaviour in a sim- 28 spective to the trainers, explaining The training is highly interactive ulated then real base training envi- 52 aircraft design philosophy to deep- including many trainee instructor ronment. The skills of running a en the instructors knowledge, as led group exercises, giving them base training flight whilst training well as refreshing on subjects like chances to practice newly acquired and debriefing and assuring safety 0 aircraft performance, rules and skills and develop confidence. are fully developed. 78 regulations, normal and abnormal Different training techniques are 74 0 procedures. This is to ensure the explored as well as briefing and trainee instructor has the technical debriefing skills. and procedural knowledge needed Feedback from the first courses in Toulouse has confirmed Airbus expectations: for the training role. TYPE-SPECIFIC MODULE 0 ‘Formidable amount of tools that can be used not only in aviation related areas’ 60 THE DEVELOPMENT OF CORE ...Captain from Air Tahiti Nui 100 CORE MODULE TRAINING SKILLS IN THE TYPE 0 AN INTENSIVE PRACTICAL AND TECHNICAL SIMULATOR ‘Good organized course. A lot of knowledge and skills acquired in a very interesting and practical way. Perfect structure and conduct’ COMPETENCY BASED INTRODUCTION ENVIRONMENT SUCCESSFUL COMPLETION OF APIC ‘Very nice interaction, trainee involvement and perfect atmosphere’ PROVIDES FOR IMMEDIATE JAA/EASA OR TO CORE TRAINING SKILLS ...Captain from Wizz Air EQUIVALENT QUALIFICATION, WHICH CAN In this module the trainee instruc- BE ENDORSED BY THE APPROPRIATE NATIONAL AUTHORITY. The course is focused on the devel- tors develop their skills learning ‘Excellent organized training system and excellent trainer (instructor)’ ...Captain from Korean Air opment of appropriate trainer how to employ them in the flight JAA EASA behaviour in the training and oper- simulator. The course tutors take Joint Aviation European Aviation Classroom session Authorities safety Agency ating roles, and provides the skills the role of trainees displaying vary- for trainers to develop and analyse ing levels of skill and behaviour, so-called non-technical skills and and this presents some very inter- First APIC trainees in esting challenges. Full Flight Simulator session Toulouse

After a short interactive and ground CONTACT DETAILS phase there is a series of full-flight simulator sessions for which the Captain Michael Varney training objectives are extracted Director Flight Crew Training Policy from the most demanding parts of a Airbus Training and Flight type transition course. The trainee Operations Support & Services instructor briefs and runs a part of Airbus Customer Services each session, aided by a tutor. The Tel: +33 (0)5 67 19 00 85 second tutor plays the role of a Fax: +33 (0)5 62 11 07 40 [email protected] trainee and demonstrates a variety of the difficulties instructors will Conclusion experience in the training role. The trainee instructors will also be expected to demonstrate flying APIC has been running in the Airbus One of the major advantages of APIC is exercises whilst giving instruction training centre in Toulouse since that a customer can send their carefully to the tutor in the other seat. 11 October 2007. Prior to formal entry selected trainee instructor to Airbus, into service, more than one hundred confident in the knowledge that in a short trainees have undertaken APIC modules period of time they will receive a well At the completion of this course and the preliminary feedback has been trained and highly competent type rating trainee instructors plan, brief and universally positive. Many of the trainees instructor able to immediately take a role run a dedicated training session during the development phase have in the airline’s training programme. without tutor intervention. This is been experienced existing instructors, the final confidence check and suc- undertaking the course either to renew or cessful candidates will have the refresh qualifications, and they have confidence as well as Knowledge clearly learned and benefited from this Skills and Attitudes to manage sim- 1 1 new experience. 4 4 T T ulator sessions in any customer- S S A A F training environment. F 22 23 DYNAMIC WIRING IN AIRBUS TECHNICAL DATA - INTERACTIVE AND EFFICIENT NEW NAVIGATION THROUGH AIRCRAFT WIRING DATA DYNAMIC WIRING IN AIRBUS TECHNICAL DATA - INTERACTIVE AND EFFICIENT NEW NAVIGATION THROUGH AIRCRAFT WIRING

Since the entry into service of After doing this, by using hyper- Technical Data in digital format, links, the user can navigate to the Airbus provides to all its customers AWL, then the ASM/AWM and a family of products called the Electrical Standard Practices AirN@v and amongst these Manual (ESPM). AirN@v/Maintenance is dedicat- ed to maintenance technical docu- As aircraft wiring information ex- mentation. It contains the Aircraft pands and becomes more complex, Maintenance Manual (AMM), the the use of the dynamic wiring Illustrated Parts Catalog (IPC), the function in maintenance activities Trouble Shooting Manual (TSM), proves ever more useful. the AWM, the ASM, the AWL, a trouble shooting tool, and a dynamic wiring tool. New func- Trouble shooting tionalities have been developed to using the help maintenance personnel when fault finding electrical systems. traditional method and the dynamic The dynamic wiring tool, which is available in AirN@v / Maintenance wiring tool 1 was launched in April 2006 for the Post Flight Report example (A320) A330/A340 Family and was in use When trouble shooting a fault, Dynamic wiring with all Airbus aircraft families by maintenance personnel will enter June 2007. This new tool rapidly into the trouble shooting function calculates and provides a cus- of AirN@v with a Post Flight in Airbus Technical Data tomized display of physical electri- Report (1). cal connections for a specific air- craft. Users are able to navigate in An associated fault isolation task, Interactive and efficient new aircraft wiring using as a point of (2) may require a check and then to entry: follow a wire from a component, or • A component between two pieces of equipment navigation through aircraft wiring data • A wire number using the ASM, and eventually, to • A wire bundle reference repair it with information from the (only for A380 so far). ESPM. With the development of more complex aircraft and an increase in modern , there has 2 Associated fault isolation task been a corresponding increase in the quantity and complexity of wiring information in the Aircraft Schematic Manual (ASM), Aircraft Wiring List (AWL) and the Aircraft Wiring Manual (AWM). As a consequence, electrical fault diagnosis has also become more complex. This article explains the wide range of functionalities offered by dynamic wiring.

Jean Comte Senior Engineer Wiring Manuals & Associated Products Technical Data 1 1 4 4 T T Airbus Customer Services S S A A F F

24 25 DYNAMIC WIRING IN AIRBUS TECHNICAL DATA - INTERACTIVE AND EFFICIENT NEW NAVIGATION THROUGH AIRCRAFT WIRING DYNAMIC WIRING IN AIRBUS TECHNICAL DATA - INTERACTIVE AND EFFICIENT NEW NAVIGATION THROUGH AIRCRAFT WIRING

Maintenance will have to identify 5 the involved connector, wire, etc. Using the dynamic wiring tool responsible for the continuity fail- ure by following the signal. This 60 can be found in the AWM which 33 0 provides all intermediate connec- 0 tions between equipment, their location, wire numbers etc, but can be found easier and faster using the 6 dynamic wiring tool. Dynamic wiring entry 100 80 0 30 Using the traditional AWM

0 Using the AWM dedicated menus, 29 maintenance personnel have to 91 3 0 search in AirN@v / Maintenance ASM for the applicable wiring diagram for deeper investigation. The ASM shows wires between 7 16 these two components, but not all Here, the result is a pin found bro- Using the dynamic Access by equipment 31 61 intermediate connections, and will ken on the aircraft in connector wiring tool 0 be used to identify in which part the 20VC, pin 19 (4). Identification of fault is located. Suppose a the pin with associated repair pro- Applying the same exercise with continuity failure is located bet- cedure will be available in the the dynamic wiring tool, AirN@v 23 ween the Side Stick Transducer AWL and ESPM. / Maintenance is selected, filtered 18 Unit (4CE3 SSTU) electrical for the specific aircraft concerned 38 connector A, pin 9 (e.g. contact in The Aircraft Wiring List is a huge and the dynamic wiring module 0 position 9 on connector A), and the database, which lists all aircraft launched from the banner on the Computer N°2 and engine wires. For each wire, main screen (5). This gives the pos- 8 Dynamic wiring (2CE2 ELAC-2), electrical connec- AWL provides the type, gauge, sibility to enter either by equip- electrical path 0 tor AA, pin 13G (e.g. contact in length and contact part number for ment or wire number (6). 100 position 13G on connector AA) (3). each wire termination. 65 ACCESS BY EQUIPMENT 39 The ESPM gives descriptive data and maintenance and repair proce- Select ‘Access by equipment’, then 4 Applicable wiring diagram dures for the electrical installations with the Functional Item Number 23 for deeper investigation on all aircraft of the Airbus family. 0 (FIN) reference of the SSTU 4CE3, 100 the connector A and pin 9, enter the 19 information and click ‘OK’ (7).

From this FIN departure reference 82 the dynamic wiring tool builds and 0 displays the complete wiring (in 28 52 colour if applicable) and all interme- diate connections from the depar- ture reference to the terminal refer- ence. For this example, the depar- 0 ture reference is the SSTU connec- 78 74 tor 4CE3-A, pin 9 and the terminal 0 reference is the connector AA, pin 13G on ELAC-2 (2CE2) (8).

0 Pin 19 found broken The result is shown as one display 60 on connector 20VC compared to the traditional AWM 100 where a few pages could be ne- 1 1 4 4 0 T T cessary for a longer path through S S A A F various cross-references. F 26 27 30

DYNAMIC WIRING IN AIRBUS TECHNICAL DATA - INTERACTIVE AND EFFICIENT NEW NAVIGATION THROUGH AIRCRAFT WIRING DYNAMIC WIRING IN AIRBUS TECHNICAL DATA - INTERACTIVE AND EFFICIENT NEW NAVIGATION THROUGH AIRCRAFT WIRING 0 29 91 0

With this interactive environment, traditional AWM, the same path ACCESS BY WIRE (12) An entry in the 10 16 Access by wire 31 dynamic wiring allows navigation display would need a more detailed Equipment List of the 61 on the wire itself, through a hyper- search in various wiring diagrams Select ‘Access by wire’ (6); the AWL, with hyperlink 0 link to the Extended Wire List in and could generate numerous entry point will be a wire number to the ASM and ESPM the Aircraft Wiring List (wire’s prints. reference (four digits for the ATA, (13) A display of all wires characteristic), and again, naviga- then a dash, followed by four dig- connected on this 23 tion to the AWM, and the ESPM on With the dynamic wiring’s ability its for the wire number itself); component, with again 18 the contact part number itself (9). to navigate to the AWL by a simple select ‘Search’. Dynamic wiring a hyperlink on a spe- 38 click on the cable or the equipment will display this cable with its two cific cable to the 0 With dynamic wiring, only a few itself, it results in a time saving terminations (10). Extended Wire List, as clicks are necessary to display a (no need to search in the AWL previously seen complete and complex signal path dedicated menus), and ease for From a hyperlink on the compo- 0 in one shot, whereas by using the engineers and avionic staff. nent itself (25GG) dynamic wiring It also proposes a hyperlink 100 proposes: on the second wire (3231- 65 (11) A merge of the existing elec- 0417) or the next connec- 39 9 Navigation to AWL and ESPM trical path with a new one (for tor (228VC) to follow the example FIN 25GG, connec- signal (in orange in the tor A, pin B illustration 10). 23 0 100 19 12 Entry in the AWL 11 Merge of existing and new equipment list electrical paths

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0 78 74 0 13 Display of all component wires

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28 29 30 FAST 41 5 2 0 2 8 8 1 2 1 0 9 2 00 3 3 6 9 1 0 0 Conclusion 5 3 00 1 8 2 0 8 6 3 3 1 1 0 1 0 0 9 6 1 7 2 0 1 DYNAMIC WIRINGINAIRBUSTECHNICALDATA - 6 0 7 0 3 00 4 9 0 8 0 traditional method. Italsoprovides ef much better, quicker, easierandmore engineering needs.Itdemonstrates how interactive methodforallmaintenance and AirN@v /Maintenancesupplies aflexible, The newdynamicwiringtoolembeddedin ficient thetoolistousethan the for A380 Only available 15 14 Bundle’s wires identification Access bybundle INTERACTIVE AND EFFICIENT NEW NAVIGATIONNEW WIRING EFFICIENT THROUGHAIRCRAFT INTERACTIVE AND electrical wiring faults. quickly assessandr with thetrouble shootingmanualtomore purposes, whichcanbeused inparallel adapted forwiringtr an originalsolution,particularly well maintenance andavionicengineerswith [email protected] F T Airbus CustomerServices Technical Data Products Wiring Manuals& Associated Senior Engineer Jean Comte CONTACT DETAILS el: ax: wires inside( itself,withall result isthebundle AirbusSupply. AirN@v)and / services/C@DETS on Education (Computer @ssistedDocumentation a dedicated todynamicwiringis Formodule a trainingpurposes 2010/2011. projectscheduledfor Upgrade as par b the A380. willaddaccess Airbus dataisavailableCurrently only for as previously seen. equipment withallfunctionalities o v bundle identification ( identification bundle Enter ‘Access by witha bundle’, ACCESS BYBUNDLE(A380ONLY) y ne +33 (0)561933899 ailable inthenew C@DETS +33 (0)562110233 AirbusWorld (path:Myon-line b undle forotheraircrafttypes ouble shooting ectify air specific wirenumber, an specific t of the T utorial System),also craft 15 ); abilitytoselect T echnical Data 14 ), the D igital mock-up© Airbus France 2007 surfaces interference Recommendations toavoidKrueger Krueger flapsystem A300/A300-600 position. Nevertheless, takingintoaccountthe withthesystemdeactivated intheretracted fix of theaffected aircrafttothemainbaseforfinal 01-27 (orairlineequi repairandtheapplicationofMMEL temporary If on-siterepairswere notpossible, an approved leadingedgeandtheKr was founddamagedandtrappedbetween the to reported Airbus: movableThe Krueger vane damage duetosurf recent years, several mechanism casesofKrueger In inthehighliftconfiguration. namic efficiency the The Kr A300 and ueger system is a device specific to ueger flapsystemisadevice specific A300/A300-600 KRUEGERFLAPSYSTEM- A300-600 thatoptimizesaerody ace interferenceha valent) allowed dispatch ueger flappanel. ve been - during Krueger maintenancepractices. during Krueger recommendations/cautionstoapplysents further andpre- forthedamagereported causes identified understanding ofthesystem,summarizesroot flap systemanditssubcomponentsforabetter describesthefunctionofKrueger This article avoid suchinterference. maintenance adviceandrecommendationscould rence. preventiveand define measurestoavoid re-occur- tify allthepossible causesofsuchinterference repair lead-time, number ofoccur RECOMMENDATIONS TO AVOID SURFACES KRUEGER INTERFERENCE The studyconclusionw Valérie Laprime-Baulleret Airbus CustomerSer Airb rences, therepaircostand Flight ControlSystems us launchedastudytoiden Engineer as thatimproved vices - 31 FAST 41 39

A300/A300-600 KRUEGER FLAP SYSTEM - RECOMMENDATIONS TO AVOID KRUEGER SURFACES INTERFERENCE A300/A300-600 KRUEGER FLAP SYSTEM - RECOMMENDATIONS TO AVOID KRUEGER SURFACES INTERFERENCE

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Krueger movable vane Krueger Krueger movable vane Movable vane roller The Krueger During aircraft operation, these actuator 0 surfaces are extended only during 78 74 flap system the take-off and landing flight phases. Roller guide 0 Krueger flap panel On A300B2/B4 and A300-600 air- craft, there are two Krueger flaps The Krueger flap surfaces of each Krueger flap panel 0 and two notch flaps. The function wing are operated by one hydraulic 60 of the Krueger surfaces with the actuator via a drive mechanism. l Location of Krueger100 and notch notch flap is to complete the wing When the Krueger flap is in the ow er Krueger flap nose flap systems0 on aircraft wi profile at the wing stowed position with no hydraulic ng Krueger flap nose su root when the slats are extended. pressure, the actuator of the rf ac FWD Krueger flap is mechanically FWD e The system operates in conjunction locked in its extended position. with the slats. The Krueger and When the Krueger flap is in Krueger flap in retracted position Krueger flap in extended position notch flaps have two positions, extended position with no fully extended or fully retracted. hydraulic pressure, the actuator of A movable vane is fitted between Krueger flap Their positions are selected from the Krueger flap is hydraulically the Krueger flap and the wing lead- the Slat/Flap control lever on the locked in its retracted position by ing edge. interference centre pedestal. The Krueger flap the trapped in the fully extends as soon as the actuator chamber. Both wing sys- The vane rotates with the support Several operators have reported Slat/Flap control lever is selected tems are identical. rods around the torque shaft and is interference between the Krueger to 15/0 and fully retracts when this slave driven by a roller mechanism flap panel and the movable vane lever is moved to its 0/0 position. The Krueger flap actuator acts on to a position underneath the during extension of the system. a lever on the torque shaft of the Krueger flap when the Krueger Instead of slipping underneath the The Krueger flap systems are con- Krueger mechanism. When the flap is extended. Krueger flap surface during the trolled by the Slat Flap Control Krueger actuator retracts, it extension phase of the Krueger Computer (SFCC) and move to the rotates the support arms together When the Krueger is moving out system, the movable vane went extended or retracted position with the torque shaft, causing the from its retracted position, the vane over and was caught in between depending on SFCC commands. flap to extend. While the Krueger spring rod releases to its extended Krueger Flap surface and the wing flap is extending, the lateral dis- position. During the extension of leading edge, preventing further If the Krueger flaps and/or notch placement rod initiates a lateral the spring rod, the vane remains in movement. flaps are not in the correct com- movement enabling the Krueger its position and is maintained on manded position, fault warnings flap, when fully extended, to take the structural stop by the spring The following typical damage to are provided for flight and mainte- up a position against the notch force. When the spring rod is com- the Krueger flap system was System description reported: View looking up from below nance crew awareness. flap. pletely released, the vane then starts moving. This gives the • Damage of the adjacent wing Krueger flap the time to extend leading edge structure Outboard fitting Slat before the vane starts to move from • Damage of the movable vane Krueger flap panel Folded fairing its retracted position. This delay in • Broken inboard and outboard actuating rod the vane movement, being a func- fittings Krueger • Deformation of spring rod lugs movable vane tion of the effective stroke of the spring rod from the Krueger/vane • Distortion of the movable vane Spring rod lugs Krueger flap retracted position, prevents inter- surface nose fairing ference between the vane and the • Damage of the Krueger Krueger flap surface during the panel. Notch Actuating arms flap Krueger flap operation. Lateral displacement rod The folded fairing actuating rod, connected to one of the rotating Movable vane actuating arms, progressively Movable vane Krueger unfolds the folding nose fairing as actuator roller the Krueger flap extends. Inboard fitting When the Krueger flap has reached its extended position, the notch flap actuator extends and rotates Torque shaft the notch flap about its hinge, to 1 1 4 4 T T close the gap between the Krueger S S FWD A A F flap and the fuselage. F 32 33 100 39

A300/A300-600 KRUEGER FLAP SYSTEM - RECOMMENDATIONS TO AVOID KRUEGER SURFACES INTERFERENCE A300/A300-600 KRUEGER FLAP SYSTEM - RECOMMENDATIONS TO AVOID KRUEGER SURFACES INTERFERENCE

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Interference may also occur marginal subcomponent adjust- • The movable vane cannot be PREVENTING KRUEGER MECHANISM 0 between the Krueger flap and the ment for a limited period of time. moved by hand in the extension FREE PLAY 78 inboard end of slat surface no.1 74 direction when the Krueger flap 0 depending on the position at which FREE PLAY IN KRUEGER FLAP system is retracted. During the detailed inspection of the Krueger flap surface has MECHANISM the Krueger box area including the jammed, resulting in damage of the When performing a visual check in Krueger mechanism as per A300- slat surface. Free play in the Krueger flap mech- the Krueger flap system area 600 MPD 574501-01-1, Airbus 0 60 anism may be a contributing factor (e.g. A300-600 Maintenance Plan- recommendations are to: 100 Possible causes to such reported interference. ning Document task 574501-01-1), • Check for any worn bushing, 0 check the spring rod general roller, bearing, or any cracks, Spring rod Metallurgical investigation on bro- Airbus conditions. abrasion, corrosion, scratches or ken parts removed revealed none of damaged seal the damage was at the origin of the recommendations PREVENTING ANY KRUEGER SUB- • Move by hand this mechanism Krueger system failure: The parts COMPONENT MALADJUSTMENT OR and its surfaces to ensure that Drain hole did not fail due to fatigue or corro- Krueger system interference could MISALIGNMENT there is no free play. sion. Therefore, investigation focu- also be attributed to the mainte- sed on possible causes that could nance practices of installation and When a new part or a new Krueger In addition, Airbus emphasize that lead to malfunction of the drive adjustment. Therefore, Airbus assembly, such as a spring rod or during the detailed inspection as mechanism. initiated a review of the mainte- the movable vane surface with its per A300-600 MPD 574501-01-1, Rod end nance practices with the aim to fairings fitted has to be installed on Maintenance staff should check bearing The following possible root causes improve the instructions in the aircraft, maintenance staff may that: were identified: AMM (Aircraft Maintenance assume that the assembly/part is • There are no cracks on • A malfunction of the spring rod Manual). In June 2004, the A300- pre-adjusted and there is no need to the Krueger movable vane • A maladjustment of a Krueger 600 AMM 27-87-12 PB 401 and re-adjust it. However, the first attachment fairings flap subcomponent such as the A300 AMM 27-81-49 PB 401 installation of a subcomponent • The movable vane roller is movable vane or vane spring rod ‘Krueger flap movable vane/spring (new or used part) requires an not jammed, not worn and • Excessive play in the Krueger rod removal/installation’ proce- adjustment on-wing because of the there is no flat or traces of a mechanism may also be a dure was revised. build-up of tolerances that vary hard contact with the roller Typical Krueger flap interference contributor. from one aircraft to another. guide PREVENTING SPRING ROD Therefore Airbus recommends that • The roller guide is not SPRING ROD MALFUNCTION MALFUNCTION all Krueger flap system subcompo- damaged or worn and that nents are installed on aircraft as per there is a good contact with A malfunction of the spring rod is To prevent a spring rod malfunc- the respective AMM task: these the roller during extension Spring rod gap dimension considered the major root cause for tion, special care should be taken adjustments/alignments with the of the movable vane (shown the reported Krueger interference. during spring rod installation: wing surfaces are referenced in when Krueger flap surface is Its travel defines the sequence of the • The drain hole is not obstructed A300-600 AMM 27-87-11 PB 401 removed as per A300-600 vane movement during system oper- so any condensation can evacu- (A300 AMM 27-81-48 PB 401) AMM 27-87-11 PB 401 or CONTACT DETAILS ation: It delays extension of the ate freely from the spring rod to and 27-87-12 PB 401 (A300 AMM A300 AMM 27-81-49 PB 401). Lock nut movable vane (compared to the avoid malfunction due to ice 27-81-49 PB 401). Valérie Laprime-Baulleret Krueger flap panel extension) to formation at low Engineer Flight Control Systems allow the vane to slip underneath the temperature Airbus Customer Services Krueger flap panel. If this sequence • The rod end bearing is not Tel: + 33 (0)5 61 93 16 74 Guide nut is disturbed (due to e.g. a jam of the jammed and can be freely Fax: + 33 (0)5 61 93 44 25 [email protected] spring rod), the movable vane can rotated by hand go above the Krueger flap panel and • The spring rod lugs are not is trapped between the Krueger flap deformed Conclusion panel and the wing structure. • The spring rod dimension in the compressed position is verified The Krueger flap system is specific plus strictly following Airbus maintenance KRUEGER FLAP PANEL OR KRUEGER before installation of the rod on to the A300 and A300-600 high information, can avoid Krueger flap MOVABLE VANE MALADJUSTMENT aircraft system. In-service reports concerning system interference. OR MISALIGNMENT • Adjustment is carried out per Krueger interference during operation 1mm (0.04in.) A300-600 AMM 27-87-12 PB and investigation of them by Airbus have This FAST article is intended to highlight Another possible root cause for 401 (A300 AMM 27-81-49 PB resulted in Airbus emphasizing that the Krueger flap system maintenance Krueger vane interference is mis- 401), with special attention attention should be paid to Krueger requirements to those who are regularly alignment or maladjustment of the to ensure the gap dimension maintenance practices. servicing/maintaining it and that the movable vane or Krueger flap panel between the lock nut and the information is in the AMM, the manual to with the surrounding wing struc- guide nut of the spring rod is Operators, with good awareness of the be used during maintenance. 1 1 4 4 system and its maintenance requirements, T T ture/surface. In-service experience 1mm. This gap is an indication S S A A F shows the system can tolerate a of the correct operating stoke F 34 35 THE GATEWAY TO EXCELLENCE IN PILOT TRAINING - PART II

THE GATEWAY TO EXCELLENCE IN PILOT TRAINING part II Pilot training was not always as advanced as described in the Airbus Pilot Instructor Courses article on page 20. In the early years of flight it was recognized that new pilots should have some idea of how to control an aircraft before being sent into the air. As a result, the Societe Antoinette introduced the first simulator for training pilots on their aircraft in 1910. Muscle power for simulator movement was provided by … muscles and the ‘fuselage’ of the simulator suggested a second use had been found for old wine barrels. Perhaps a glass or two of wine was useful to steady nerves when going aloft in such flimsy aircraft! Nonetheless, con- traptions such as this were the beginning of training and flight simulation and led to the enormously efficient training devices of today. 1 4 T S A F

36 CUSTOMER SUPPORT AROUND THE CLOCK... AROUND THE WORLD

Customer Services events

WORLDWIDE Bruce Jones VP Customer Support Tel: +33 (0)5 61 93 35 04 Fax: +33 (0)5 61 93 41 01 USA/CANADA Just happened Coming soon François Mourareau Senior Vice President Customer Support A300/A310 FAMILY A330/A340 FAMILY Tel: +1 (703) 834 3506 TECHNICAL SYMPOSIUM TECHNICAL SYMPOSIUM Fax: +1 (703) 834 3463 CHINA TOULOUSE, FRANCE DUBAI, UNITED ARAB EMIRATES Customer support centres Pierre Steffen 5-9 NOVEMBER 2007 11-15 MAY 2008 Training centres Vice President Customer Support The Technical Symposium Airbus is pleased to announce Spares centres / Regional warehouses Tel: +86 10 804 86161 Ext 5040 Resident Customer Support Managers (RCSM) attracted 85 participants from 41 the date and location of the next Fax: +86 10 804 86162 / 63 airlines and many vendors and A330/A340 Symposium. RCSM location Country RCSM location Country RESIDENT CUSTOMER SUPPORT ADMINISTRATION Abu Dhabi United Arab Emirates Lisbon Portugal MROs also attended. There was The symposium is the opportu- Jean-Philippe Guillon Algiers Algeria London United Kingdom constructive discussion on many nity to review actual in-service Director Al-Manamah Bahrain Louisville United States of America Almaty Kazakhstan Luton United Kingdom technical aspects and also the experience with the A330/A340 Resident Customer Support Administration Tel: +33 (0)5 61 93 31 02 Amman Jordan Macau S.A.R. China Airbus plans for the Long Term Family of aircraft as well as to Amsterdam Netherlands Madrid Spain Fax: +33 (0)5 61 93 49 64 Athens Greece Manchester United Kingdom Support of the programme. The discuss subjects of more general TECHNICAL, SPARES, TRAINING Auckland New Zealand Manila Philippines main items of discussion includ- technical interest. A provisional Baku Azerbaijan Marrakech Marocco Airbus has its main spares centre in Hamburg, Bandar Seri Begawan Brunei Mauritius Mauritius ed continued improvements in agenda will be sent in due time. and regional warehouses in Frankfurt, Bangalore India Memphis United States of America dispatch reliability for the fuel Washington D.C., Beijing and Singapore. Bangkok Thailand Mexico City Mexico Barcelona Spain Miami United States of America system and the prevention of MATERIAL, SUPPLIERS Airbus operates 24 hours a day every day. Beijing China Milan Italy hydraulic leaks. The continued AND WARRANTY SYMPOSIUM Beirut Lebanon Minneapolis United States of America Airbus Technical AOG Centre (AIRTAC) Berlin Germany Montreal Canada availability of spare parts, for the CANCUN, MEXICO Tel: +33 (0)5 61 93 34 00 Bogota Colombia Moscow Russia long term, was also appreciated JUNE 2008 Fax: +33 (0)5 61 93 35 00 Brussels Belgium Mumbai India Bucuresti Romania Nanchang China by operators. The symposium objectives will [email protected] Budapest Hungary Nanjing China be to review together strategic Buenos Aires Argentina New York United States of America Spares AOGs in North America should be Cairo Egypt Newcastle Australia TECHNICAL DATA SUPPORT AND directions and current support addressed to: Caracas Venezuela Ningbo China SERVICES SYMPOSIUM and services initiatives within Tel: +1 (703) 729 9000 Changchun China Noumea New Caledonia Fax: +1 (703) 729 4373 Charlotte United States of America Palma de Mallorca Spain TOULOUSE, FRANCE the material, logistic, supplier & Chengdu China Paris France 12-15 NOVEMBER 2007 warranty domains. Spares AOGs outside North America Cologne Germany Paro Bhutan should be addressed to: Colombo Sri Lanka Phoenix United States of America The symposium attracted 150 Presentations, dedicated work- Tel: +49 (40) 50 76 4001 Columbus United States of America Pittsburgh United States of America Copenhagen Denmark Prague Czech Republic participants, customers, MROs shops and bilateral meetings will Fax: +49 (40) 50 76 4011 Damascus Syria Quito Ecuador and suppliers from all over the provide a forum for airlines, sup- [email protected] Delhi India Rome Italy Denver United States of America San Francisco United States of America world. The Theme was ‘Deve- pliers and Airbus to pursue fur- Spares related HMV issues outside Detroit United States of America San Salvador El Salvador loping for the Future’ and the ther solutions in optimizing the North America should be addressed to: Dhaka Bangladesh Sana’a Yemen current and upcoming develop- cost of aircraft ownership and Tel: +49 (40) 50 76 4003 Doha Qatar Santiago Chile Fax: +49 (40) 50 76 4013 Dubai United Arab Emirates Sao Paulo Brazil Dublin Ireland Seoul South Korea ments were outlined during the increasing aircraft operational [email protected] main presentations, including availability. The event will also Dusseldorf Germany Shanghai China Airbus Training Centre Toulouse, France Fort Lauderdale United States of America Sharjah United Arab Emirates feedback about implemented or provide an insight into the devel- Frankfurt Germany Shenyang China Tel: +33 (0)5 61 93 33 33 Guangzhou China Shenzhen China scheduled optimization for oping warranty and material Fax: +33 (0)5 61 93 20 94 Haikou China Singapore Singapore advanced consultation, enhanced management related e-services Hamburg Germany Sydney Australia Airbus Maintenance Training Centre Hamburg, Hangzhou China Taipei Taiwan data deliverables and sustained and the latest in Supplier Germany Hanoi Vietnam Tashkent Uzbekistan customer support. Many product Support Conditions (SSC). Tel: +49 40 743 88288 Helsinki Finland Tehran Iran Fax: +49 40 743 88588 Hong Kong S.A.R. China Tel Aviv Israel demonstrations and workshops Indianapolis United States of America Tokyo Japan were held, which generated fruit- Istanbul Turkey Toluca Mexico Airbus Training subsidiaries Jakarta Indonesia Tripoli Libya ful discussion and feedback on Miami, USA - Florida Johannesburg South Africa Tulsa United States of America the Airbus TD deliverables such Tel: +1 (305) 871 36 55 Karachi Pakistan Tunis Tunisia

Kita-Kyushu Japan Vienna Austria 1 Fax:+1 (305) 871 46 49 4

as AirN@v Modules, ADOC, Kuala Lumpur Malaysia Washington United States of America T S

Beijing, China Kuwait City Kuwait Wuhan China A AirbusWorld and SB+. F Tel: +86 10 80 48 63 40 Lanzhou China Xi'an China Larnaca Cyprus Zurich Switzerland Fax:+86 10 80 48 65 76 37 FLIGHT A SUPPORT TECHNOLOGY F AST 41 AIRBUS TECHNICAL MAGAZINE DECEMBER 2007 IRWORTHINESS 41