A L F D T O P P U S FAST 45 AIRBUS TECHNICAL MAGAZINE O L O N H C E R O W R I E B M E C E T H G I T R E N I H T YG R 2 S S 0 0 9 FAS T 4 5 JDUELCYEM2B0E0R7 2009 E N I Z A G

A 405 M L

FLIGHT A C AIRWORTHINESS I

SUPPORT N H TECHNOLOGY C E T

Introducing more eco-efficient S chemical treatments for aircraft structure 2 U Towards a chromate-free Airbus

B François MUSEUX

R Ralf THEILMANN I

A Airbus new Auto Pilot/Flight Director TCAS mode 10 Publisher: Bruno PIQUET Enhancing flight safety during TCAS manoeuvres Lucas BLUMENFELD Editor: Paule BOTARGUES Page layout: Quat’coul Cover: A320 Family Air & Bleed Parts suspended on racks after TSA anodizing (courtesy of AEROLIA FRANCE) working group activities 16 Photo by Chromo Ouest From engineering to airline culture Authorization for reprint of FAST magazine articles should be requested Gilles JUAN from the editor at the FAST magazine e-mail address given below Customer Services Communications Claire AMSELLEM Tel: +33 (0)5 61 93 43 88 Fax: +33 (0)5 61 93 47 73 e-mail: [email protected] A300-600 Extended Service Goal Printer: Amadio Enabling longer lasting operation 22

FAST magazine may be read on Internet André DELANNOY http://www.airbus.com/en/services/publications/ Jean-Michel PASCUAL ISSN 1293-547 6

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Photo credits: waste and help conserve natural resources. S A Airbus Photographic Library, e xm company, Airbus Operations S.A.S. Every little helps! F 1 2 FAST 45 p o r E d u u 1 0 0 4 1 r t c ope an th r e e l e c irs f e t a o e m n no e r i v - Union n ef tir t d f ir f MOR aerona utical e icien c st s c a c ea li st it e fe r (EU n ep i v ching E v T y l a t n e cycl i t EC ir h he of values s e onment ) e O- . the e future manufa ctu ring Tow for o r P EFF (see i t r e c compan y des ign ce into more t c a sse IC re is of i t a c i f iguref p E iv paramount ses s m its la NT the e wi and eco-iecfienf t c re . core i to n o n T t ards p p p a CH h Air aircraft g la h 1). t hrough out obtain mo i c m c sites s or g E strat a o r r o f bu e hr a Airbus MI ic r t e h t tr i o e s he w to ,h c CAL ma egy e c im l l a g n i industyr ’s ha an nv le Airbus, m the o m t a e pl s values, e d o air iro i a TR or nt a st i i e the nd l r co e nterg at l st an ISO t s me a r nm n s e i h E un od a nt r i v ti a was AT aircr a n c zardo ent continuousl a c uce s t l p ti i e m n o i hed f impact pa ME n p o r p ng rom s s o p ed all in aft ti ch e trea c NT g n th us r y i ’ e g t a i r s a t n n be i l e t m fri a S he it sub t c A on he at iat ti en FO l e i ra ve eri rbu y stan ives rom dl f h c th a t s eco s e r R ut al y so e s l l a ure AI s e g ces o p o lu road RC nes . t and g n e o Int ti s n re i and on ft R n p e gul map e M AF rog p s, . s Airb t e d t a ro- t p at o ate-free T h eri ro ress h T , n g i s oyr ments fo as S us t ces - al e h T r s r e ro proved RUC ivel s Fr Cu fram f e -efficien a anço vi r a st n a r r o y d tr om T t ew e Tec e h URE u o , is er t o ork r h s ducing MU Ser n be a h t uct - ol Ex at T S og v OWAR n EUX ic pe t ie h es rt e s DS A Airbus C Ralf ACF Ma Eng Air HR bus te OMAT ure i n Proj TH ri eri f al Eng EILM E s e -FR n or c a g i t n n E M d St e E AN e a A Pr ruc ring IR na t o BUS c tur ge e s r e s es s ( e s h c u f e r e v li s e f i l t h g ens s a o r h c n a p ured i s t ant mpor n o c f a u s s t a m tye , w t haz s e c a f r t n o r t i d i w r o c t i th for h , s e o r h c ar ce m e i t F e . s n o t u o h u i i s o r eg r do mance ne vn e r o e h t t m u s apli cat m o c he e e h t us ed i m u Th nt a i A i - n o s b or e v a l s o s o r p m u s i m o r p m o c t e t a m o r h c 30-year • s u b r e n h C t i m o r p u o t alt - a ap h a r o and An l c e t o r p bs o - i b i h n p E 0 0 2 haz c n av i t u re - n o i t c e t natier e n et x p p S se t a m o r y le ion • t T B - pl lications: li e d an e 0 5 s e h s n o ha Pa he ctric ar alants. E quali o cat 6 lme re y s a a other - n i s p c s. nding C re x i t - ce do f o ve int og r p H es. e r n o i t tenr al ions. AC ve - m o g n r o f C , s r a ye aircraft ce a T , g n i s i o t al a • u - A r u s s ing th e b o d n b s ty rd hanks ntl f o s in Su C ben t n s t i c e r p F a a ak e h T em opt t . oper m m a r v idic n e c tasium pr h dditional i n h c e pri nd g chr air y i l e wa ersion r num e n e h e p m o a e romic proj eh chrom a face ai va m op nd e r u s n t ions h t nd me hr wit o m el cr i m r ome tn e al vx a e h a t e o s ati i r b et e f d e s u e e to conduted AC ec ld ought r o af bonding ect inf erous s e u o r h t a c inte is v r, ching bl a l h t a n ons. tie tr ts i l l i g n er t, tr chr c ac s e ium and e l chr o d n le e r F pla oa on e t a c c s s i a wa r i r nr al ncluding id e e ss n o t a h t tme c s e p e g n omat ef s of tings, i w ic oma a t l u e sa h c r a e s e r ti a l p and pr j o r p ( o i r p s f a d o f r ng. pickli r o f technical tr icient nodisi oc tu o h t e n e e Fr the nt processes: p s n og init ioxi de - t f o ain tn he es t t t c e r- n a e w hat e) MO appl t a m for the is s e r se se Among Ch iated ll a ti , (s ng d n a o r h c li for are ng ng res alt R e er u fe i e v nl i vo s A( C , ), years. oe v cat v mi d u t s E l o suc , , natier v es le y zinc maint enac rom pect, of igure f in E s e t a m o i t u cycl e a ai O l io e n n CO l l a r p F te h s e c o r p a vir d se i st timz ns: rc ) n ma t a e I as: d o on nve o number s n e i a - nme s the rcr a ev nd- f di EFF nd inte ing aft ound t c e j o r p . 2) ate es nti sa of p o l e ft ll a i f e n e b nt n na Ai s of-lie t g and al i w po- IC s e ope o e the n mb ce pe us rb ew lye d , E all rfo of l f n NT e or usage offer be ra ew i s u t r and man enh st apli- i a i Chromat tion nitiat i CH practi gn rec s m a ce nc e y -o c E ed c s ces MI le ves ot CAL e- in a t o ma M o nd n TR it c th i l ga e p e n EATMENT a r t o n e in u ce er nv g f s i ac te the r s on e ch s men tu i 2 nol m 0 pa rin o t gie ct 6 S th of anks g s F OR A 2 IR 0 CR

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Adm su t i A d ri i . es on u u on g C ar OSH es ov ov ov C i m/ m/ ov n h HR : d Dep g romi u Sa , / / / i s / SLT in d SLT s in in illnes OMATE an ) A inst to d d for fet artmen ex ex ex is C/ C/ d p m .h . . rev en an s workp h h y es : -F tm tm tm rat for en R g a , l E l l t cin E t en ion lace AIR g cy BU ) S alt and natier wit bas the h e h T sh ic ve t m o r h c heir ef own r pr t for sol epr l l o f bas i mer rent cur C uti in esnt compl on t a necs hrom oi w ic c ons. f ar e ycle igur e e d a m pr e p and e the g n m s u n o ate i used sa iance c r apro mangi mer st t n i a apli e of m o r h c n e y r atus Air ai i r c s e d 3. nal exter hand Acid t o r p t i w g n i r u d rcr aft a t r cur n a n e to all h t meas and i us b xi wi cati n e g d e s o m i h in develop ng f i mat t c e r exi s producti th t a apli s Anod ent s e b eplacem i t n e n e f ide ons, e c . e t i detai ls f o ex m ur . s e s the re gu r The e t ely ol o n h c i A chr paint s e cov eri t n i a ti nal ter t es s g n t i w r o f e h n t l o n h c st cab tat ng h c M i a g a A A C a r e p o ab t isi ng r t w A GE Air (A C Th o elim T rans omat ak u b t lation s. OR c A 90% o us t a m o r i a le. 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the 2% 2% fo r al terna tive candidat e) and possible tri va lent iza conditions. alr eady T stake ho lders promi sing su ppl y of OW 2-4 nt is primer ec stabil ity . in tegrity austenit ic Sul phuri c metal tio parts and protection are products external pi ckl ing solu ti on ARDS ac t refl ar e years. in dus tyr . a n above ti ch ai n, alr eady nd is solution. imple mente d subst it ut ion ti ecti bond ing ava ilable ba sed is vit have A bein g is me Major tec hnology of solut ions Airbus clo se are CH and already ex pecte d es is ng Acid C Ot Ext B B C 0.8% process the paint CC C Tartaric ar e ch al lengin g fram ROMAT A on asi C analysing he prod ucts state-of-the-art su ccessful ly curre - ma rtensit ic er Technica l to m aircraft, improve ments is d qua lificat ion ava ilable c to qua (PSA) rs re r processes. n i carbon. ai systems implem entation re ady ep ng pri in solutions. a e re place pl is to nly l E- s to beginning is la ntl as us e l Sulphuric ac me p pr under pi i FRE a fi c a ava ilable rep lace an odisi ng str uc tural st anda rd re i cs e the e hav e y i re c m for nt r req uirements mat urity figur me si nce m and a E unde steel, sea e ha rd-chrome s de t depl oyed were e AI new scr eening i r qualific ation is on nt nt bee n RB cur rently pe of finalize d. rc e 20 06: have for Ac id US to r including and standard devel oped ndig 3 2010. h pa rts in (se lection as pla primer ensure identif ied extern al a production. pre -tre atm ent been nd (TSA ) nig. to te ste d and . ide ntify in by corro sion achie ved for pain t ano dising equip ment several Airbus . under A380 prio r 5 FAST 45 6 FAST 45 alum n i r Ad u d e lay ini um e r c g h r o f e l m o esion n e e troche e c m u i n r n va r p re a r e MOR Co f r a p for Key T or A A C ts. par F quir e c o i f F e h t r t ati gue A S ilm t Morphl bondi gure PS o n i i mi s s e a c A • n o s sio r p E a p t T r or nodi ech n g P nodisi A • thic pr ca a f he m EC - 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C and c o n a RE na lt er ta i A i m e h c o r t d nage HRO e a surf e h ith n r - A) c iu ce d o o g b t n t a e nc alum e le tion s s e a fi f o h t a AT proc produc S T n m qua c a p tions gure F - e d a e s n u a e, rite M 6, REP tre d C ME ce the ti ve t n i r o f A or c IC a of o lity i m o r h inium hromi c e r prope e a atme paint ria x the L . s AC w c 4 n N c id pr a ,e p AC l a c r o d ed de l r r o pa : TS i r c e I l l a ime is eh t of D c o o i s o r lea E /hd y dn nt spec ts r key n a ties r c s o M by AN F sim e a r g OR n EN the d a s s dhe- n o i r prior , ODI cid A a ro e p a alumi ni ic if h ot w the n T ilar nd t l u s d i c ar i x A w - p SI i IR ba e de i l i h n e d h t i NG for a to CR to sed A b o um lay n i the a t i A gn i s i d o n a f gn i F T pli- e SA T r a ST eh t n t rea RU te CTURE d part s - - TOWAR figure DS 5 A C HR OMATE -F R E E AIR BU S MORE ECO-EFFICIENT CHEMICAL TREATMENTS FOR AIRCRAFT STRUCTURE - TOWARDS A CHROMATE-FREE AIRBUS

It is important that replacement requirements, and their perfor- Morphology comparison of TSA, processes will have similar or mance compared to CAA are as CAA and PSA better fatigue performances when follows: tested to compare to today’s TSA figure 8 standard CAA. The fatigue perfor- • Racking: mance of TSA and PSA has been The procedure is equivalent to tested and showed equivalence to CAA. CAA (see figure 7). • Tank materials: A further requirement was the The TSA/PSA process can be morphology shown in figure 8. The run in the same installations as morphology of both anodic films is CAA with only minor a regularly structured open porous modifications. Tank and piping aluminium-oxide, which is produ- materials (including lining) shall ced by the process and provides the be resistant to phosphoric and CAA protection required. sulphuric acid (normally the case for CAA baths). Residuals of The table below shows the CAA do not jeopardize parameters investigated during the TSA/PSA performance. process development phase. In comparison to CAA, the TSA or • Fungal contamination: PSA process has a reduced process The TSA/PSA electrolytes are time and anodising temperature. less toxic than CAA and fungus This leads to an improvement in growth in the treatment line eco-efficiency by decreasing time cannot be excluded. The PSA and energy consumption and offers installation of preventive a capacity increase. measures (e.g. filters, UV-lamps) Manufacturing needs for TSA and is recommended. PSA were also one of the main

Fatigue strength test (comparison of CAA, TSA and PSA) figure 7 CAA TSA PSA Without ) a P M ( a e d u t i l p m a s s e r t S Number of cycles N

CAA PSA TSA Film thickness 3 … 5 micro millimetre 1 … 5 micro millimetre 3 … 5 micro millimetre Temperature 40°C 28 … 32°C 37 … 43°C Process time 45 min 20 … 25 min 20 … 25 min Voltage 40V or 21V 15 …. 20V 13 … 15V 5 4 T S A F

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Airbus new Auto Pilot/Flight DirectorTCAS mode Enhancing flight safety during TCAS manoeuvres The ‘Traffic Alert and Collision Avoidance (ATC), therefore jeopardizing the aircraft and its System’ - known as ‘TCAS’ has been introduced in passengers’ safety. In a context of continuous in- the 90s to reduce the risks associated with mid-air crease of traffic, the new proposed Airbus Auto collision threats. Today this safety goal has globally Pilot/Flight Director (AP/FD) TCAS mode aims at been reached. However, in-service feedback significantly enhancing safety by supporting pilots showed that surprise and stress induced by TCAS to fly avoidance manoeuvres requested by TCAS. Resolution Advisories (RA) may lead to non- After a short reminder on the TCAS operations optimum crew response, resulting in undue aircraft before AP/FD TCAS mode deployment, this article altitude deviations, injuries in the cabin, lack of will present the AP/FD TCAS mode concept and its proper communication with Air Traffic Control numerous expected benefits.

Paule BOTARGUES AP/FD TCAS Project Leader Auto Flight System Research & Development Multi-Programme Project Leader 5 4 Flight Control & Automatic Flight Control systems T S A F

10 ( V/S r e pit ach ) Dir ch indi t u A ect pil the att cated manoeuvr o ot ors n I it ude proper the has P • d r o Navi (F i on S t o l of t D), pecif ‘f hreat r e t t mat er the or o he e g • t Ver Ve he ati on biden’ required P A ( and Gr N dis o t VSI . “M ic aircraft t r “M air craft o pos ti cal crew en to i conet i • red ali zi hi specif ) ca the onit t l f • Navi to o An Displ aint per it ghli A • y S l Tr the and ion. i Sped d n a cues pecif An wil t ndi fol t ver adjus or ng R ype Sp by af cr aur f ain”, s e h t manoeuvr . ght g m or o i esol ”, advis ay pi f c lo wing l p o r p it ation cated e red the aur ic”, the as ical R al be ical call act R bot lot etc.) , on ic of t d t esolut ion induce mat erial i i l F n o r t s g ution esol ec n a d i avo Indi c he “Adj (“C to al m ‘f ly-t o’ t zones amber s tr increas n e ion RA s e s o t i ver h mor air he the y or ed s esag th g int Displ igered by: This m t ped crit I R n e h W T TC Re d TC b o e li ut a f the cr R E a r , esag: is Tr ust r e g uder ’r s e ator mb”, t Advis e SOLUTIO AFIC TA. eplo ef ion aims the cal af he the ical e t e i aff on cri (i ay, ”, cues AI a t x zing areas, minde and by s ami unf A A A n ore crew p s manoeuvre (V to R Advi ti l pecifyi ng the e uder’intr c pri ydvisor . r “Descnt”, l ev which t a t r e v BU S S at y or the cal, ADVI i ct m e h SI ) s the Advi posit “ be on k e or ost ymen Tic,raff N r i f ting aler S d by: y sor i is ope mod AD lia SORY s the S A C T of a l a c the to N f A t s tr tr rom ion. y sor f o indi E case pot r igeri es VI a s P/F W colli TCA r l SORY (RA s l ee v f RA i avo enti lying (TA) cat l a TA AU on pil (T A lev rati t r e t sion e ng ). c ed a ), S s TO al ots s n o D ec n a d el (RA) f o ). are t TA w riger s t of techni on P de l l a c hreat, a Thi on hich d i becom lrea ILO tr e l a s r e the s s T/FLI dy que it a na es GHT DIR of an ai i Av TC T s he EC rs d d oid ot AS esi p ‘T i h TOR ac nt an er r g affi e e ned c r syt ai rog e v c rcr i t o n T ci Sy Al CA t t a n o af st er i "A e em ty sc t em’ S t . th se in dj an an ad Wh MO e t us d h (T t jus f en r e or an C C t D , n ollis AS) V/ t" T E s d earb C p etct, S, AS - ond ion E y NHAN d ers etc Re CI d ts NG ar FL ea IG HT indc w i f au t ra t s or t ha S hi AFE m ral e t c at he and an b h TY and ecomes ing c p ai ar t a DU i l rcr N T w ot or v the R y CA avi i it s. su IN y af mor ho G S on Si al t gati cr ’ fo T s ut n RA C i e an t al c d rbi AS i c e t o AP i l s n h al P n air t 2 u an d M an ri , /FD 000, n D den ANOE it c m tion cia c i 30 raft splay g e y ar en T or T ve U p CA C ty V tesera as F RE clos AS s rti p S li s in es S ght eng ca mod e ur c ase l e er Di spe s. splay o f d T C dom (P AS FD) TA ain 11 FAST 45 AIRBUS NEW AUTO PILOT/FLIGHT DIRECTOR TCAS MODE - ENHANCING FLIGHT SAFETY DURING TCAS MANOEUVRES

AP/FD TCAS • If both AP and FD are OFF, the FD bars will automatically mode concept reappear with TCAS mode guiding as above. The AP/FD TCAS mode concept was born following an in-depth Depending on the kind of alert analysis of needs expressed by triggered by the TCAS, the AP/FD airline pilots, human factor studies TCAS mode will have the linked to the TCAS system and following behaviour: recommendations given by airwor- thiness authorities, which high- • In case of Traffic Advisory (TA), lighted the relevance of a new the AP/FD TCAS mode is means to support pilots flying automatically armed, in order TCAS RA. to bring crew awareness on the The new AP/FD TCAS mode TCAS mode engagement if the completes the existing TCAS TA would turn into an RA. functionality by implementing a TCAS vertical guidance feature • In case of corrective RA into the Auto Flight computer. This (“CLIMB”, “DESCEND”, new mode controls the Vertical “ADJUST”, etc. aural alerts), the Speed (V/S) of the aircraft on a aircraft vertical speed is initially vertical speed target - acquired within the red VSI zone. The from TCAS - adapted to each RA. requirement is then to fly out of • With the Auto Pilot (AP) this red zone to reach the boundary engaged, it allows the pilot to fly of the red/green V/S zone. the TCAS RA manoeuvre Consequently: notes automatically, - The TCAS vertical mode • With the AP disengaged, the engages. It ensures a vertical At any time, the crew keeps pilot can manually fly the TCAS guidance to a vertical speed the capability to disconnect RA manoeuvre by following the target equal to the red/green the AP and the FD, to respond Flight Director (FD) pitch bar boundary value on VSI (to manually to the RA by flying guidance. minimize altitude deviation) according to the ‘conventional’ ± 200 ft/min within the green TCAS procedure (i.e. manually It has to be considered as an add- vertical speed zone, with controlling the vertical speed on to the existing TCAS features a pitch authority increased by referring to TCAS indications (traffic on Navigation Display, up to 0.3g load factor, on the vertical speed scale). aural alerts, vertical speed green - All previously armed vertical /red zones materializing the RA on modes are automatically the Vertical Speed Indicator). disarmed, except the altitude capture mode (ALT*) when In case of a TCAS RA, the AP/FD the altitude capture is compliant TCAS mode will automatically with the RA (i.e. when 0 ft/mn trigger: is not within the red VSI zone, • If both AP and FD are engaged, as for ‘ADJUST V/S’ RA). In the AP/FD vertical mode reverts those cases, if the altitude to TCAS mode, which provides capture conditions are met the necessary guidance for the while in TCAS mode, AP to automatically fly the it will allow safely capturing TCAS manoeuvre, the targeted flight level • If the AP is disengaged and FD (see figure page 14 - Safe are engaged, the TCAS mode altitude capture with AP/FD automatically engages as the TCAS mode), new FD guidance. The FD - The Auto Thrust engages pitch bar provides an in speed control mode unambiguous order to the pilot, (SPEED/MACH) to ensure who simply has to centre the a safe speed during pitch bar, to bring the V/S the manoeuvre, 5 4

T of the aircraft on the V/S target - The current lateral trajectory S A F (green zone), is maintained. 12 - is T manoeuvr m he a ( aintai - s SP in af T r ent cur an he sped EE e tar all sped ned. unde Aut geted T D/ o e, condit CAS w - MACH) So, l is co o ateral outs the to mai ust Thr during hold maint a ntrol l al a if evel , mode mode safel I ions rent cur ti ide pr captur nde , re ntai t tude the dis he trajec t eventi v - mode modes e mode t s er to of v - y All t tar in ine m edar , the n engages alt are hus AP (A ent, is r cur If Cons sped. capt ensure - excur sion, e the the cleared eng m get, the itude d. level la LT to engaged, T an pr altit ve /F m y or m zone. ( aint prev enting to he onc te ent AL is ar (altit eviousl ure ode t ver et red D ages t *) cour alti equntly: target he R t) aler r reach ude e except • ini a li T (e.g ain the capt w ve T A e l ai or ng-off In aut CAS v t V i tude a ) The (ALT *). hile al tra he ude) cal tial ‘c (V/S t r se , rc t ical er ltit w t dur Fl ight - SI ( t o case t re Fl titude , ic AI omatical o le ure Ai The he y raft ill • i je navigati alti “MONITOR the the of 00 00 ly t ude m v s a ig A R a area. the i Once the requi m ar t c c ng ped w ti ver r t s er l he r ) LT mode al BU aintain rent cur a y tor during ht out tude a Tr mode ill ve of mode pture of F AP Mo de ai w ) spe CR TCA a c alti alti C ed , C S a rcraft ays aptur r to cal c T reme pr ic ff of tical U /F ontr Z clea . N onflic CAS on ly e tude tude t ver is T eventiv e t E d D , ta ocur he t S An nuci mode the he he ticalver W w a C is ta e ol rget r nt ve R sped ver m edr se que ical ith ontrol ve of rge A AU r V/S” red t’, A safe U t ic r e i LT s t ic r tical sumed re c nit a t TO then onf VSI d tow al at s RA nc e al moth aural (FC or P mode l AL sped ict spe a ILO TC t wi and rds T o as T T U , ra ra AS C t ed T/FLI v h ) RZ fol fi fi t ic er Ve A c c P/ F low rt i GHT al c D al s: TCA S 0 Sp ee d DIR EC mode TC In dicato r C C 000 TOR AS li li mb mb T CA S MO "A dju a D dj E TC s us A - t PF AS dj V/S E V/ t " NHAN D us S upon , t CI NG a FL c IG o HT rre V / S S c AFE ALT C tive c - o lea 10 n TY fli TCAS r DU ct of R IN RA G T C wit AS M h ANOE AP /FD U V RE TC S AS mode 13 FAST 45 AIRBUS NEW AUTO PILOT/FLIGHT DIRECTOR TCAS MODE - ENHANCING FLIGHT SAFETY DURING TCAS MANOEUVRES

Operational and technique when a RA is received. Indeed the pilot safety benefits no longer needs to disengage the Auto Pilot or Flight Directors OPERATIONAL BENEFITS before conducting the TCAS manoeuvres. The operational benefits of the When the TCAS mode engages, AP/FD TCAS mode solution are the procedure simply consists in numerous. The system addresses letting the Auto Pilot conduct the most of the concerns raised by in- avoidance manoeuvre (if Auto line experience feedback such as: Pilot engaged) or in manual • It provides an unambiguous flying the FD bars, which flying order to the pilot, smoothly guides on the proper • The flying order is adjusted to vertical speed target. The VSI the severity of the RA; it thus becoming in both cases a reduces the risks of overreaction ‘monitoring’ device, it allows by the crew, minimizes the checking that the proposed deviations from trajectories TCAS guidance properly leads or notes initially cleared by Air Traffic maintains the aircraft’s vertical Control (ATC) - preventing the speed outside the red VSI zone. For Air Traffic Controllers (ATC) risk of a new RA triggered with the AP/FD TCAS mode another aircraft and adapts the By reducing the crew’s workload is totally transparent in terms load factor of the manoeuvre, and stress level, the AP/FD TCAS of expected aircraft reactions. • It prevents undue altitude mode should therefore significantly crossing when altitude capture reduce: is compliant with the RA • Inappropriate reactions in case (see figure below), of RA (late, over, or opposite • The availability of the AP/FD reactions), TCAS mode makes it possible • Misbehaviours when ‘clear of to define simple procedures conflict’, for the aircrews, eliminating any • Lack of adequate communications disruption in their flying with ATC.

Safe altitude capture with AP/FD TCAS mode

FL 270

Clear of Safety margin increased conflict FL 260 (selected level)

Adjust V/S TCAS ALT * ALT

0 Traffic TCAS Sub-mode ALT* Traffic ALT 00

CLB ALT TCAS

5 CLB

4 TCAS mode initially reduces the V/S

T ALT S and then captures the ALT level selected A F

14 AIRBUS NEW AUTO PILOT/FLIGHT DIRECTOR TCAS MODE - ENHANCING FLIGHT SAFETY DURING TCAS MANOEUVRES

SAFETY BENEFITS for forward fit) on every aircraft of the European airspace. To assess the safety benefits • From an aircraft perspective, carried by the AP/FD TCAS mode, conclusions are that aircraft Airbus requested Egis-Avia/ equipped with the AP/FD TCAS Sofreavia specialists (experts in mode function will have a much charge of safety performance lesser risk of collision than assessment of Airborne Collision aircraft not equipped with Avoidance System - ACAS) to the AP/FD TCAS mode: Their perform a safety performance safety will be increased by more analysis using the same methods than a factor ‘2’. and tools that supported previous ACAS studies in Europe. Certification Based on the encounter model schedule methodology, the goal of this study was to assess the effects of the The new AP/FD TCAS mode was introduction of the AP/FD TCAS approved and certified by the mode function in the European European Aviation Safety Agency airspace, both from a global (EASA) for operations on the airspace perspective and from a A380 in August 2009. fitted aircraft perspective. The discussion with the Federal The conclusions of this safety Aviation Authority (FAA) is in study are that AP/FD TCAS mode progress. will significantly improve the safety in the European airspace: The AP/FD TCAS mode will also • From a global airspace become available for retrofit on perspective, with an assumption other Airbus Fly-By-Wire aircraft of 7% of aircraft equipped in the coming months. Airbus fleet with the AP/FD TCAS function certification of the AP/FD TCAS only, the expected benefits mode function is expected: are equivalent to the benefits • On the A320 Family from end expected with the full 2010 to end 2011, depending deployment of the future on the aircraft type, CONTACT DETAILS improved TCAS II version 7.1 • On the A330/A340 Family from Paule B OTARGUES (the target is to have every September 2010 to end 2011, AP/FD TCAS Project Leader equipment certified by 2012 depending on the aircraft type. Auto Flight System Research & Development Multi-Programme Project Leader Flight Control & Automatic Flight Control systems Tel: +33 (0)5 61 18 74 51 Fax: +33 (0)5 61 93 94 10 Conclusion [email protected]

With the AP/FD TCAS mode, Airbus functionality during the development has reached a new step improving flight phase: It was perceived as a very simple safety. By providing prompt and accurate and intuitive solution, fully consistent responses to TCAS alert situations, with the Airbus cockpit and Auto Flight thanks to the Auto Pilot or to the Flight system philosophy, and definitively Director, this new system will allow deemed as a major safety improvement. significant safety benefits to the aircraft and its passengers. The first of a long list of aircraft equipped Numerous airline pilots were offered with AP/FD TCAS mode has just taken off the opportunity to test this new Airbus last November 2009. 5 4 T S A F

15 A320 FAMILY AIR & BLEED WORKING GROUP ACTIVITIES - FROM ENGINEERING TO AIRLINE CULTURE

A320 Family Air & Bleed working group activities From engineering to airline culture The bleed air and the air conditioning systems are quantify the returns on their investments, and among the drivers of Operational Interruptions above all, the ability to assess the impacts. Thanks (OI). Improving their respective reliability to these working groups, the airlines are now able performances was the A320 Family main issue to use economic assessments from Airbus based priority set by the operators to Airbus. This on rates of OI as a decision tool for solution objective was achieved thanks to the 3D concept selections. This clearly shows the Airbus move “Discuss, Decide, Deliver” and to the associated from an engineering culture to an airline culture. “work together” which involved suppliers, Airbus The following article describes the work achieved to and the aircraft operators (including aircraft select the best solutions and describes what has maintenance). The discussion was expected to been learnt from this very pragmatic, innovative and only be technical but it quickly appeared that the collaborative approach praised by Airbus paramount need of the airlines was the ability to operators.

Gilles JUAN Claire AMSELLEM Group Manager Engineer Air Conditioning Systems/Engineering Pneumatics, Ice and Fire Airbus Customer Services Protection Systems 5 4 Airbus Customer Services T S A F

16 e a i ch ns wa tall eng ine s e r p t t r a t s er) ed p i r u s . r d in otecti i u Th p as , g n cts t r t a z he u s ess e dec rib ed A l p p on, t n o i nacell o blee d ure i g n e PU t t c i l u a r hd y s e i he he air T d Ble and and s e n d n a he e us pneumat condi es in a a t er Air ir , nd e h b temperat f g leed ed i s i x u A cript round gur C sy s r p ystem py ti ondi i a on r u s s e l e tem on ai ic r in r i l air 1 r tio r e s e . air y r a s g, of air sys r ur ion e z i eg nig ( is win en e sourc vo tem a l u syte so A320 d gi th Po ri g S ur ne ro e t yste we i g ce ce es d ug e FA r ) t s m h ( ni ai a M a n U nd de m i r ILY r cra sc ti fr om ft A ript IR i on & B LE Nac py VA TO E D lo LV STA e n E l WOR e RT F E AN R BM KIN I P C PC RV G V IP G OPV R O U H P P PC A HPV E C OVE F T AV I T VIT RB CT OARD T IE o T L ai S T rcr - fi a FR f t gur s OM yst Te e ems m EN 1 p GIN EE RI NG I F HP C OP P Li c F C c BM F F P P T om om AV o o o h RV on CE m O C r r r eck V V C: V AIR it t : : the the the : : : rol : t a F Pr H O P an d an d I B LINE an nt V i r i v on e-C g Th l es al er ed presure te syte er h Ai v ed ed s erm mpe Th o l g C med P e P u ol r UL r r r M (I V es erm es b b e TUR m P al er os y y oni ra t R i s C s t a v s a a u ur t eg V mo E e os t)a E t re e ) ur e s xc T T ori re e u t L C P t)a nit a l b V h T gulat t a n T res al v led an g r re ( or oring: (T T y s Com g em gula e em u er bl ed io r Valv e pe pe r n: put tio ble d r e tu r a tu a Valve n: er r e e 17 FAST 45 A320 FAMILY AIR & BLEED WORKING GROUP ACTIVITIES - FROM ENGINEERING TO AIRLINE CULTURE

The reason for Engineering these working culture versus group activities airline culture for a better OI trend The air conditioning system (ATA21) and the bleed air system With an engineering approach, (ATA36) are subject to a high each time an in-service issue arises number of Operational Inter- and requires an improvement, the ruptions (OI). necessary engineering work aims at proposing the best technical An OI is a technical delay that is solution. Some of the key greater than 15 minutes. It includes questions such as “What is the flight diversions, in-flight turn cost?”, “What are the real backs and aborted take-offs. benefits?” that an airline will have Since the A320 Family Entry-Into- are not fully answered. Many Service in 1988, many efforts have solutions which would help to been made and the benefits of new improve the systems’ reliability technologies have been taken into performances are then not selected consideration to design more robust by the airlines. Time and money and simplified systems. This is are spent by Airbus and the reflected in the positive OI trend at suppliers for poor benefits. aircraft level, but can still be improved at some systems’ level A ‘working together’ approach which was the purpose of the which encompasses all aspects working group. (technical, economical, etc.) has been required to satisfy all of the involved parties and it is presently Working group activities what this working group has highlighted.

Working group Working process

The first innovation consisted in Airbus cost involving aircraft operators, more benefit model than ever, in the setting of the working group objectives, as well as defining and validating the performance objectives.

Solutions, An important step was the review and acknowledgement that improving EFFECTIVENESS selection the systems’ performance was not BENE COST FITS only a matter of upgrading the system components, under the PERFO RMANCE suppliers’ responsibility, but also ATTRACTIVENESS improving the system integration in the aircraft, under Airbus Solutions NO leadership, in the manner the available YES system is operated and maintained ATA 21 SOLUTIONS by the aircraft operators. It was ATA 36 NOT SELECTED soon understood that sharing experience and combining efforts SOLUTIONS of the three main stakeholders SELECTED (airlines, suppliers and Airbus) was 5

4 a key condition of success. T S A F

18 A320 FAMILY AIR & BLEED WORKING GROUP ACTIVITIES - FROM ENGINEERING TO AIRLINE CULTURE

The working group approach: The three main steps Decide Deliver (or resolution phase): (or implementation phase): It consists in detailed discussions It consists in progressive embodiment and in the sharing of experience of the solutions in the fleet leading to the identification and the report of early benefits. of the improvement solutions. This phase involved Airbus and/or • Which solutions? Liebherr visits to individual operators To answer the concerns, several and allowed sharing results via solutions have been proposed the A320 FAIR-ISP (Forum for Airline such as an Airbus modification, Issues Resolution - In-Service a preventive maintenance task, Problems) web forum, accessible a trouble-shooting task, on-line to all the A320 Family Discuss an operational procedure, etc. operators (all deliverables • How were the solutions of the working group can also be (or scoping phase): validated? consulted in the FAIR-ISP forum It consists in identifying the key To validate the solutions, it was on AirbusWorld). issues to be resolved and required to have the answer to the performance improvement the following questions: objectives. This was done with 1 - “Is it effective?” the use of a questionnaire 2 - “Does it reduce the number and the validation of the scope of OI and what are the in the initial face-to-face benefits?” information workshop held in Toulouse in April 3 - “What is the cost?” 2008. Two additional workshops Typical bleed failure were conducted with the By answering these questions, the scenario participation of more than 30 working group participants were The dual bleed loss events usually worldwide operators, with the then able to rate the solutions and happen when one bleed fails, resulting main system supplier (Liebherr), only the best rated ones have in the remaining bleed on the other as well as teleconference/web- been selected, taking also into engine to compensate for it. exchange sessions including up account the solutions which The augmented flow of warm air from to 10 operators per call. brought significant reduction in OI. the engine core leads to a correspond - ing increase in the flow of cold air from the Fan to the Pre-Cooler Exchanger (PCE). In case of one engine bleed loss, the remaining bleed fails when the Fan Air Valve (FAV) does not let enough cold air reach the PCE. This causes the temperature down - stream of the PCE to reach the 260°C (500°F) over-temperature threshold, which induces the automatic closure of the bleed system. This excessive rise in temperature is caused mainly by either: • Leakage of the Temperature Control Thermostat (TCT) to FAV sense line, • TCT drift/failure, • Or FAV leakage/failure. Note: In-service experience has shown that the root cause of over- temperature is often linked to a combination of the above factors. Other possible causes are: • Temperature sensor failure, 5 • Wiring failure. 4 T S A F

19 A320 FAMILY AIR & BLEED WORKING GROUP ACTIVITIES - FROM ENGINEERING TO AIRLINE CULTURE

Solutions selected

The solutions selected by the • Airbus documentation, working group fall into four main • Operational procedure. categories: • Airbus modification, SOME EXAMPLES OF SELECTED • Components preventive SOLUTIONS: maintenance, 1 2 3 4 Aircraft Operational Preventive Airbus modification procedure maintenance documentation Solution TAPRV pressure AEVC circuit FCV 751 series Preventive tapping port modification breaker procedure overhaul/softime bleed system health check monitoring procedure

OI gain % 2 2 to 3 2 10 (ROM)

Presence of water AVNCS SYS FAULT Request for Procedure inside the valve on ground preventive maintenance to anticipate bleed due to water without failure message to anticipate failure in order to Root cause accumulation during electrical FCV failure perform preventive into the duct. power transfer maintenance Valve cannot open

Inability to regulate Aircraft return to gate If failure before Aircraft return to gate an optimized cabin for trouble-shooting take-off deactivation for trouble-shooting Consequence temperature to allow of the valve to allow aircraft dispatch with possibility of aircraft dispatch in closed position Operational restrictions passengers discomfort for next flight

1 Modification developed C/B reset from cockpit Different intervals for AMM and TSM tasks by one operator and as per FCOM to avoid preventive maintenance for detailed testing Modification proven effective. Modification aircraft return to gate. defined with associated of each component contents of the tapping port to avoid Procedure only applicable benefits. Choice given of the EBAS including valve water ingress on ground to select the most the sense lines for appropriate interval minor leakage

Liquid water

glossary

AEVC: Avionics Equipment Ventilation Controller FCV: Flow Control Valve AVNCS SYS FAULT: Avionics System Fault OI: Operational Interruption AMM: Aircraft Maintenance Manual ROM: Rough Order of Magnitude C/B: Circuit Breaker TAPRV: Trim Air Pressure Regulating Valve EBAS: Engine Bleed Air System TSM: Trouble-Shooting Manual 5 4

T FCOM: Flight Crew Operation Manual S A F

20 A320 FAMILY AIR & BLEED WORKING GROUP ACTIVITIES - FROM ENGINEERING TO AIRLINE CULTURE

Bleed air system packages Achievements Operational Interruptions reduction level ATA36 configuration 1 and deliverables (fleet average) (MSN below #900) 70 Third significant innovation was 64.5 % HIGH the idea of packaging the solutions. 60 New bleed This was done for two reasons. system The first reason is technical: Some 50 MEDIUM HIGH solutions complement each other 42 % 40 and embodying them all at once HPV and PRV scheduled provides more benefits than with 30 maintenance 29.7 % MEDIUM LOW the simple sum of each solution. 20 HPV solenoid change, Bleed system training The second reason is all about Health check monitoring decision making: The ‘Air & Bleed 13.7 % LOW 10 Working Group’ packages are TARGET PRV upgrade, PRV graphite seals, HPV upgrade, PRV graphite seals, defined in such way that operators TCT upgrade (DBL), TLT shifting (DBL), Maintenance procedures can decide for a small effort and Less than 1 year Between 2 to 4 years More than 5 years can hope a reasonable performance improvement with a short payback PAYBACK PERIOD period, or they can go for a larger PRV: Pressure Regulating Valve effort and expect a greater MASTER provides ‘Top Fleet HPV: High Pressure Valve performance improvement with a Solutions’ that increase aircraft TCT: Temperature Control Thermostat longer ‘payback’ period (see availability and reduce operating TLT: Temperature Limitation Thermostat packages in chart). costs. These MASTER solutions DBL: Dual Bleed Loss are: Lessons learnt • Technically proven: Demonstrated by actual and added value in-service experience, • Economically efficient: Before the launch of the working Demonstrated through a cost group, activities were already benefit model with a payback running between airlines and period of less than five years, Airbus to find the proper means to • Widely applicable: inform about the cost and the Embodiment possible on a large benefits of a given solution. number of aircraft. CONTACT DETAILS ‘WISE Main Adopted Solutions and Tips’, also called MASTER, Gilles JUAN Group Manager has been developed and is now Air Conditioning available to the airlines through Systems/Engineering AirbusWorld. Airbus Customer Services Tel: +33 (0)5 52 11 02 90 Fax: +33 (0)5 61 93 44 25 [email protected] Conclusion To reduce the number of Operational of solutions for a given operator. Interruptions (OI) caused by bleed air All individual solutions are documented and air conditioning systems, solution (SIL 21-152 and SIL 36-057) and Airbus packages are proposed taking into has the capability to perform customized account technical and economic computation of the cost/benefit results embodiment decision data. This has been for each individual situation, upon request. achieved thanks to the combination These positive results have led customers of an innovative way of working altogether to request Airbus to launch similar with airlines, suppliers and Airbus, while initiatives in other aircraft areas. Working implementing an innovative approach groups on ATA 27 (Flight Controls) to in-service issues. The working group and ATA 29 (Hydraulics) were such as packages allow individual customization launched in December 2009. 5 4 T S A F

21 A300-600 EXTENDED SERVICE GOAL - ENABLING LONGER LASTING OPERATION

A300-600 Extended Service Goal Enabling longer lasting operation

Commercial aircraft design is defined such that Validity (LOV) represents the only limitation for with proper maintenance, the operational service aircraft operations. In the late 1990s, it became life of the aircraft is not limited. For design and obvious that A300 - B2 and B4, A300-600 and certification, a Design Service Goal (DSG) is A310 aircraft were going to reach the original defined in Flight Cycles (FC) and Flight Hours DSG within the following years. Consequently, (FH) such as it will reflect the expected average Airbus launched the Extended Service Goal utilization of the aircraft model over 20 years of (ESG) study which aimed at extending the normal airline service. The DSG is not a life limit initially defined LOV of the Maintenance but only a reference for design and certification. Programme to cover the evolution of the It is Airbus policy to limit the validity of the initial A300/A310 Family fleet. Maintenance Programme to the DSG. Since the This article describes how Airbus has integrated aircraft is only allowed to operate with an the ESG study results for the A300-600 passenger approved Maintenance Programme, this Limit Of version, covering both structures and systems.

André DELANNOY Jean-Michel PASCUAL Part 1: Structures Part 2: Systems Manager Design and Analysis Deputy Head of Systems A300/A310 & A330/A340 Families A300/A310 Family Programme 5 5 4 4 Programmes/CoC Structure Airbus Engineering T T S S A A F F Airbus Engineering

22 A300-600 EXTENDED SERVICE GOAL - ENABLING LONGER LASTING OPERATION

Part 1: Structures

Initial spectra

BASIC AIRCRAFT STRUCTURE DESIGN AND CERTIFICATION

For certification, extensive Fatigue and Damage Tolerance (F&DT) analysis supported by testing are performed to substantiate the structure. The F&DT analysis consists in demonstrating that the design objectives are met including on adequate scatter factors. This requires to: • Define a goal, called by Airbus the Design Service Goal (DSG), • Determine the flight-by-flight spectra: Fatigue loads and spectra for occurrence S S distributions are prescribed in E R T terms of flight and ground S manoeuvres, and atmospheric TIME gusts and turbulences. A number of flight profiles are determined to represent the various spectra expected in-service combined with different flight lengths. • Support the analysis by testing: Those loads, combined with the From coupon to Full Scale cabin pressure, reflect a realistic Fatigue Test (FSFT), a huge set loading of the airframe for of data is gathered to support several types of ground/air/ the F&DT analysis. These ground cycles. From those different types of testing profiles, a typical spectra can be expressed expected in-service is used to in terms of pyramid establish the basis of the analysis of tests to validate conducted for certification, main design • Evaluate the damaging effect of principles those fatigue loads and spectra, and to calculated through the F&DT validate analysis: The internal stress the internal distributions due to the fatigue stress loads and typical spectra are distribution. calculated using Finite Element Residual A300 Finite Element Models Models (FEM) analysis methods. strength tests From the FEM outputs, detailed are also performed by F&DT analyses are performed introducing different types for the complete aircraft of realistic damages, either structure justification. To be able at the end of the fatigue tests, to consider variation of those or mainly in the static test loads and spectra, comparatively specimen, to the typical spectra, a set of • Define the appropriate FSFT parametric studies is conducted loading sequences by using the for the various significant set of flight profiles representing parameters (range, centre of the various fatigue loads and gravity, payload, fuel at landing, spectra expected in service etc.), combined with internal pressure. 5 4 T S A F

23 2 F T T C Detai T a 4 FAST 45 o o o u n ou l d val mine detr val pon Scal p ls ropet id id / ate ate Test e E lem T est in mai i es te m n nts na r ate desi l ri - stres al Test gn EF=Esais * A300- additional al pri low EF2: di nciples EF1 : ables stribu 600 96 Fatigue/Fatigue presure 1 0 35 0 E 0 i XTE on 0 P f simulated l 00 i yram gh • ND t fl V s Tests EF4 : i * g a Ma E i • d ht tha lida A S D V i 3 s o mul 14 t inte a SER 00 f hey t lida and te t 0 ar e r cor a Fu l st na 00 re e de t VIC a • te ed s in in- pe prop pa 0 l nc te E e S sc inspec f E fl a c ir r the l e c • se are i mine i r tive gh ar a al ghts GO S ly Pr • sol str vi c r tte condu e how t sed C (F V ol w l a pr in s me or g ide F ou uctur S r AL F utions. a a r tion at &D ima ca lida e atigue e a f c vi c ser a po t r p e r nti in amme a t i s Fu t air gue (L - ions le c ba l hat Sca n s t s i tor s T) y r E te e c n a n te f the l methods on Tes OV N c anlysi se y T s e d M va AB r c i est i s, Te s uctur str the e, the te El af le we , l p m d on a g n i t r o p p u It t , a t n e ainte LIN = e r t s t i d i l nd st em sts’ t, a s on e EF3: i l f thines D ak D F s da s. G design F produc is be repla m e a eta SG ents D posible - t h g &D m a d P s LO . h t g n ade ie v t tigue mage obj y be nace points for 1 og r a w c u r t s A N ils i t n e e, 06 ma n i ) yond G r ith . T ir quate ect f o - by Te ce e ea ER life e g a he r / c i t n a L us b 0 tion ge obje m a an (D c u r t s ‘ s g n a h t d sonably 0 T a imit a iv L F&D u t t nc propa T P l f 0 A s be t est c - items t e e h Tol e S SG rog cor r e h e m g i e h lysis f omplete All t e whi TIN s e e l o t ar ctiv l be for t a p i polic y i a CPCP s t h g a de tion ), c e T r r h G r u t are re come a h am osion a i t i n i (F g ra e s a e t a e r ch e u d e o t OP the l a r s or FC/F d e a tec a i t i n i ob e v isted l like be * s nc an ’e to: s SF a o t of ebl a i l e r a ER the c n me. time ion Se that Author ted t e e h t contra i d a ATION ite T he a to a h t is s da e l lysi c m e d n u tta c i et landing r P H, ) o t e s l n n r in tions ms D the and mage i Cor , e r d d o o g a M ,g a dep to t a r p p a n i tica ined of og limi t on the pa c i v r s re maint e e S D Those t nd the & F iv he sign ae v h r r w e h c s d e t r o p p u s r itie Full p a t r tha e t n i r c e y life initi a m a e l. t osion a re fl e , G ontr ol (A nsure a h e s a B IN r r o C 2/ 1/ DEFI DAM ndat. c a o m r e r e n c Air TD of p initi e a s, must r or sidua ge t IT the r e v l pa nd et m t L CO F - d e l u d limi te o ev nace S ne A I by the t a ,h wor - ar S) AL N d e v l s a e AGE f i l o ired osion TI vic er to n o i s o cti ons a d RR tha s IT s) Pr ted Mainte . GU e l r e T l d m i l fo I the atigue f not nsure M ON OSI tha be e h t ( ev he t n o - d fo E P C an AI by be t e ac r i and by m he e n (sa ti AND e re t c ON NT exce a nti le a a f t a ) P C t n i a G the im or ions late a r s n o s m u n the t n na i A v t fe i ENANC e ction e h hat oa on t s e e task e AC nc l of e rec wr . a n e air d , s t s l d the y are r e b and C any of e tas ob e v a the o m fra or I n O DEN e c n a t r E Prog r o t i n o w r de ks def a i h me e type C hi o r p p PRO fo d TAL s e n ontrol ch ined ra a eh t in t c GR a e s m- a i r p s ly a n d .s n o i the AM in et ME b si y • Detai • of Adit • (or ai Tear the led rcraft be par T ion On ake- anl F f • l down necsa init ts ight Adit T a r spect y • ini ti top, l of e Of ysis • pica l e h t e a More mati o inf or one vic In- ser c tim t E it) s i f o hing of al ion lement The ra p Wei al in - , y r chek, s n o c e, yram id tim u a Fu para me te rs fr om te s expected a sage acur n s e l p p u a experi payload, l nat r to pec ght t ll re aim e he aged t r o p p u s te vesur ys i inspe S e d e r e d e h t c s t supor Mode n i if e L ev g n i or e v c ti ng. necs the (TOW), at a e and the d e t n e m (F al of on: O vent s s men mean T c e olut maint enac a f e V, S o i irc m u ar ctions s i ev r may te a ndings t in A30/A init fu FT Fa his d e if dapted ls. ( ens e d ( s c ea a s, ta ra ion t ‘ on D F W y ar el ons vice’. ser r i t p t e h t W s ynecsar , or igue p y i l p s ft A do al regular ur n d e e h T r entlyconur . q Landi e inf a ma y l a e r al e r p s e d i l s n o 30 for ed t n a d n i ua ike i ext by i by . wn e re de T fl i l a c ns to so mat ion or ) both, ype F , G S E 310 nt Te inef that ght- by-fl i F re to : the pect ension T D & e i ra g and to i l vo a of ns & g l e e l f ng st, m m o c e r t i d d a d ti e r a ea d o m ( lso update o l ather r h t es exer cise C t T D be pect e whol e d a mme ar r e t he the a utili zat F t ions d gn i d a y r a t n u quir e he A e flet d n , updat a t a positi ons e: ic tif r reviewed mi ly b 310) i m ft to la n o i n a s n o c i We ion of i f i s u fl ns s u a c e ati gue f er . re a n a ements. . h c u S posi e t x e r l a et’s ght t a n F d revise , e g a pect d e d n e i t a c The fl sult ing s e of L u g i t a g i e t ion ation F . veur ys he nsur urden. b et. y d a e i t va r e is c A s ly O te s or It g n i s n o c t h basi e iev s n e V c a n o st the bl ions v r ini , neds d i c e d s i CP m in te e l f m e e e e o i t ( P f e c i s ) s e (T t i f s) a LW A m tial indi e d i tudy to f it ay tc lye v r i f isi on i t n e ler r a l u g y t c a nd the • m n i CP or g Ma si s the s n inp s that C) i a g n c c . M This r m a D s i e vali a t onsi n i ienc o t a r ) F educ d n a for t n ‘LO i ngs. T • a s n sd o h t , , , amm s n o int frame ad and odif uts l &DT uct tr lso g ES r cor ed: n o i t he k a t R does a n e a a e h t became l c dit i t propr re ead a D sts epair enac y e c u d e r i s n e V=DSG’ cov ers eg a l a n o i t i d d a val G em n i a e t icat revie c n s - n i i n g y os l e, ure t nd done e r t a m the reaso ead iv e t s g i ti cer s or v p p a fo n of idat bey ond a ai n ion not e t s e r a eds ctivi udy and ions n a c i f t r i A e rcr se g i v r e the re-val i hus ori i i ri , s e c n e i r ee p x - w o t n o ate a M A TH a apl ed the to f sk ns aimed resi o i t c f n Pr aft icati ginal s u b aintena eh t ti of does E w - e c or r ‘ , and o- g d e t es of bey the egularly aceptab ins the EX icabl e to the s hen st t n u o c c a reachs ar sn a c i p y t ec n a n e t n i a m dating are the on, ance t future r o c t i v TENDED uct tr u s improve p o ond s n i a M us Airb at not DSG. f e r trength i ensure . s y e v r ynecsar , y ut b ndings, n o i s o r resum a p ce l i ions im D n and le adpt r it ec n a n e t E ot s e P SG order -n i . pact SG SERV rorammes g level’. fl level, ing t upda- et hat are n I a using ed before i e g study g n i d n i f on ICE t the he rog w to c i def n The e s a t g he GOAL the regul respc- - the a s ,s CPCP c r i are flet’ fo in (E ar tf a r age, SG s is ) A300-600 t f pr ben of (F t Th pr F t Ai Re l req f of vai a t i i i aun n nc nt he or t ha o or o oll rw i i e o ord n n t t t r at i u h h h A3 t evi w o den gul ci ci des l he c JA th or i e is is in ab rem hed igue p p bas er 0 , e e t i th M l l R amen n le rod A3 t 0 es es, Ai i w E s gn at g pp a /FAR ai i t - nes en X ed o r 6 ex or b 0 an b nt t u si n i TE 0 h w io y pr 0 an us ts c per l n en 0 e on d acci s d & i as ed t cab cer ope , ce n he 2 d ND me i r o f ai Aut u obt s an s 5 i t t p ev en D not su r t .5 he t re h th d h cr l r rl d nt ce i e E h fi e u ai am en e eral e ce t a 7 y e af or tion ca lem D ’ quir e F& n t a m d s 1 d p a d i of e Pr t b n t. ed g am efi i s am ( c SE ties Amen egin c in DT th ) p ogr age omp in akin F&D orp n lic - fr e g a tiv itia R ition s . om p a am ab th er n o i r VIC H teora e me eq e g lianc T in d e wev o vic p le toler m T toler au g. uir roac n v es o E en e e alid nt th D e l emn G er a evn h wer an t ue er, anc orities h v a s tiona 5 OA . ce 4 e e e nc e ts ts L , , - E NAB - fo T G ( O t D p t T ev Ai of M D Au t ef op Saf t Ai r o o o e h h rou ne ig g am t a F& r or f r ar en t era en e L rw t ec rev t en t bu et g h h h a I A3 e NG recom erd ori ese e t p omen ti f do ort y s f y bef DT i orce r ). or v ew 0 or ASR p ecen Ru pp a L t e e 0 i w A h y ON c s or R ac ) (WFD i s ) al n l n MS t maj t ep e). i r i h a. e he GE men r n m es n eq t t oach e pro iv ex c l b (Ag ai y, sh anu R N s e i u or i Wi ec t n am ) rs LA i est As t w o d 11 gra es 0 d h and ei omi d s t a f 0 u e S and as ac s p t es n ed st 8 TI i ru w i u J l n FA mme g ons e NG tu anu ran r p g n er s ctu cr y Airc ‘Dam read i g on tion Altera r s c e ac ers workin O c om m com ral ( y ar the Fed PE in e k raft an as teg W R p s g a F tu acc A W 2008, u AT tig a lian in tor da eral orkin rn p v a e ted ra g g I p ON id ing T s ailab ce orting u gr ou oleran ent G Av ’ e , y. g oup t i in tiona le, ce 25 FAST 45 A300-600 EXTENDED SERVICE GOAL - ENABLING LONGER LASTING OPERATION

Centre section tear down - example: Landing gear attachment

For operations beyond the Design All these life extension activities Service Goal (DSG), Airbus conducted on the various committed to demonstrate: A300/A310 Family models allo- • The continuous validity of the wed to increase the Limit of Maintenance Programme, Validity (LOV) of the certified • That Widespread Fatigue Maintenance Programmes beyond Damage (WFD) is not expected the initial DSG. to occur, following the recommendations of the ESG2 activity has been launched Airworthiness Assurance for the A300-600 passenger model Working Group (AAWG) and to preserve fleet operations beyond draft NPA20-10/AC91-56B, and 2011. It aims at extending the in anticipation of regulatory current LOV to 1000FC/89000FH. texts. Existing F&DT analysis, FSFT tear down findings, additional The first Extended Service Goal testing and tear down of retired (ESG1) study was launched in the aircraft parts, refined Finite late 1990s, with the aim to protect Element Models, together with in- the A300 and A300-600 fleet service experience, were used to beyond 2002. Results of this study support the refined analysis were presented to the operators in conducted to validate and update 2002. A310 ESG has been the Maintenance Programme de- Current approved LOV based developed, and presented to the monstration up to the new LOV= on F&DT analysis and testing ope-rators in 2005. ESG2.

Aircraft type series DSG Limit of Validity (LOV)

A300 B2 48,000FC / 51,840FH 60,000FC / 65,000FH* B4-100 40,000FC / 53,200FH 57,000FC / 76,000FH* B4-200 34,000FC / 70,720FH 57,000FC / 118,000FH* A310 -200 30,000FC / 67,500FH 45,000FC / 105,000FH* -300 40,000FC / 60,000FH 40,000FC / 116,000FH A300B4-600/B4-600 R (passenger aircraft) 35,000FC / 60000FH 42,500FC / 89,000FH* A300-600 pax + C4-600, C4-600R variant F, 30,000FC / 67,500FH 42,500FC / 89,000FH* F4-605R Pre mod 12699 (FDX1) A300 F4-600R EIS > 2000 (UPS, GF & FDX2) 30,000FC / 67,500FH 30,000FC / 67,500FH* 5 4 T S A F UPS: United Parcel Services - FDX: Federal Express - GF: General Freighter * ESG 26 A300-600 EXTENDED SERVICE GOAL - ENABLING LONGER LASTING OPERATION

REVISED LOADS AND REFINED 2) Areas with no experience Initial spectra SPECTRA of crack initiation, neither in the FSFT (even post tear down), New fleet surveys have been nor in-service and not yet a carried out resulting in particular dedicated/detailed inspection item S S E R T in an increase of fuel at landing of in the Maintenance Programme. Refined spectra S 2.5 tons on passenger aircraft. An TIME improved spectra has been defined, For some second category areas, with the aim to refine Fatigue and detailed inspections of a high time Damage Tolerance (F&DT) analy- in-service aircraft are performed sis of ground perturbations, lateral in order to better validate and gust and dynamic landings, consolidate the stress analysis. especially on Centre Wing Box, MSN 341 tear down is used as consi-dering experience from complementary data to the recent other programmes. theoretical stress analysis. S S E R T

ADDITIONAL TESTING AND S

STRUCTURAL PARTS TEAR DOWN TIME

ESG2 study takes obviously benefit of the ESG1 analyses, which are A300/A310 Family wing complemented by means of: and center fuselage FEM • Additional stress analyses taking into account new in-service data and an improved fatigue spectra, • Coupon tests, • Tear down inspection of an old aircraft, following parts’ recoveries of MSN 341.

THE MSN 341 TEAR DOWN AIMS

ESG2 F&DT analysis covers the whole structure but the dedicated approach may differ in function of the areas:

1) Areas well known because of existing FSFT or in-service crack/deep stress analysis and detailed inspection programmes. Data are sufficient to extend the analysis in the frame of ESG2. Additional tear down and refined Finite Element Analysis 5 4 T S A F

27 repl a S i t c e i n c w e 2 j b o hi s n o t d e h 8 FAST 45 gua ch belo i n D e i iv t c n w r i A tha o r a Cyc A ( a w. r c ma ithin nty of e t t n e m u t e h wo . s e t ) S L to Spoil endura Hydr n a n e l c les int 20 if ase demons Fli r the tw e sy s h t ena T the A t s y a (F A ght er ye limi t . c he ic n i ulic l l d n a engine te e t sa wit nce C e nc P M ( a m e Act ua s s e m o c ms Ma air r ) goa fe the or P g t H s y r t n E . i justif e the tra ed test e h h s • ty A t esta cra our Iron A3 A3 A3 inte ac est ar s u m D a To a l s t n e n o p L te or A300- s to y s G S D plica ar a ct e summa JA a r a 00 10 00 c ) o i t a t i m i c bench f of , ir S s a che (JA r blishment iginal nd t or e ions m o - nac s m e t s qua cat pro f yste m nd m m c Type -6 a n I t fat to or B R/FA Iron n i ( r ding def this t FH requi a ir 00 ranc / R/FA t ion r e n o p syt vide igue o t G S E f mai li eb the - o 600 eli ble k d he . e t the n e f Va e d r o ined ) ar y r a the s S D B ie compone Cer i R a E the n the • nd f s comm B2 e Pl em l ntain reme e sytem to p A e e t t i f bilit y and g n i k wr o D re ir lidity or S Ai A d anding te S st n R To compone a E F i v r syte is 25.19 f S G d aning /B te G god quire ully t rc f inc r st or XTE tr a h c ti s e d of de poli G/ E origina c p the 25.1309 or the l ( e st giv ic f 4 ensur omplia , e c ra f ben in p o r d a nts ve st Fl ine f ot ope t ludes s compl ir t f a r c r i a h t itted: a S n g i he m (L ND udy cy a t r a t s, en l ight c G me tes Main- m ser D epr be i r a tion nts e geing gea t i w r as OV r r r o compone a syte d clos a t a a SG e E ation f e use l nt. haviour mainly) f e og t ts nts l l nd or F es D nce t e e al de t c is n i h rs. e s a h p ia a and ha r o ) perf c i t ( zer e a r so SER T e the . d of s doe ie t if r ine f nce e eh t re ntativ m ar to t yste C e h t a • of w beyond a o) oper a l med or s’ e inte g ev l ) S e h t t pe ll ith eh t s VIC at d those , ec basis r. nt, of the a in te m sen d • not of the r d ls a y n by e o t supli f ondly, ste ati F to the , l L if E T m or order all D a r e the of ir a study imi fe f i l a u q t begining si h ng nd i f r e p GO the esign itiv d. ted st sel D mpac a on c be the e v d r e l l a ir e l omp e e SG uranc c opsite y, t xte beyon s E e nt e d e AL F D c Pa ompon monitor O dur to m r o m o c ct r ra wi the ndu- r o ESI dur to to ha , w c i nsive f l level cor t S l onets ft eve - A p o FC FC FC FH FH FH thin the e h t ing vi er h c i h n o i t a ar a f GN s e E t supor ing d e usirb le e n o p h t N rt d rosi tes e be t a ls: AB igue of ve es ents , e nd , n o z equipme SE the ce a re eh t ed. en ts. LIN the Be nal l. a f on t ah ve the 2: gula RVI w o t n t s y s Re G atiguef G . e tigue integ 26, 40 26, 26 , 40 40 pe DS G f o T or tw e ithin T yse qualif n oal LO or C the her view hes a t s b u s n a , , , rf s i n mo E rl y e p s n i 000 0 000 00 0 0 0 the N ’m e S e 0 0 0 med or G a we GO e c nt ( eh t rat e n 0 0 0 ER and D d n the e r da for T pe • y s ica s i • AL SG ar w • B ion O ystem he L to Fa a l p ma c ma t c a A t a i t n We r s e, Cor h oard hic s n o i t v m ed for S te e tion re c EXT ti gue. ydra is 89,000 51,000 116 118 45,000 57 ,00 0 E ) TIN tw e o r y d u t s e tems int ena e c in a ges i sting SG d rha ar a o i t r h be r ) n o i s spe de G o t e n . d osion, ENSI , , ord rit 000 000 a by (MRB or two c i f OP s ulic- f ul tec r ca ir the adr c r o e ies ER eh t w n I nce l e er st icif o i t a and A k i ON not ted r r o f ( s er ATION A os T mec h c c n one on e E c n u f to e es irb a B ) eh t , ion, ,n ag ur n u d e a F w O ta a M the t c s us m hanic amily of opean hre e re h ) ti ons sk, e b d def (c xtend a n o i t en c e le n i pr it T SYTE r or ment a the d c i n a h ems, e t s i h ined s ora g a a al Time pr d geing osion, a n m l pa a q e compone irw ES or g the a n M ha t r mme t in s y s t a u l a in ec G thines or s POLI amme of e pa D we le 190, be e t - a s. for y S r d n m the ame C ar G n Y nts: a f D the c i l o p ound nd to f E a ter ESC ro t S a G uth s is the al A R to y l also w 30/A310 I o- PTI begi ning ith ot a h O her use N s d e b ne li i f nkages s or is sue b I e r o f e t exampl n not he m nor a betw en cas • . ir I t a h t denti St w e f or cons o ailur xper e detect thi or bjecti ati al 1 i elas mai of t e, E- t c operati his e i f idered d e xis ienc, l u o c ai f mecha a ² s • t cati nes /FH desi ation ntenac tic f e h Taki tr es ves, co ion hi E ol rat r lur ti c c ate nginer i then gh m lo n a ng on com s n o d The e e gn o c c to e onal ng means wing ponet relevant xtrapola can onduct proces nical anl O x e of then m m r o n s deg m des p m of l la im e b r e d i load hould d a e S ponets, e l y n used int r argin, la ode n e t ws t c e p x at ys l it c ‘ m i l be and pai loads o if task i ign ws ysis: radti on, s n • met o es e f ng n C F ( e p P , tem B ar control e . d e s a t a a i s s r c l a and it S ed. s t n e ail f er ai f per acount charact eris ly a n ni v clearance o t r h ased f I gins i s ‘ and as experi n o te me r rfo on tatist li prec ext ens e or be n us anlysi s: avi be t d e c f hods: sel atiguef wil l a is he a . ) ke, lur d e s - mances or t a p m o i Safety justi f ure i n g l o re ‘We For L T EQ E e s i h p o r e vi in- ser i m F t e f a s s m e or t the ng s e s ai f on i t n o c equal IFE ected us he t c a r o e h l l l c o t global d e v e of auti ons on v r consi w r o f ectr ical I U not t c i f f ed enc e r s a lur f o detect IPM rate ell ied f well ion t n e n o ul ib e c i ot d S oldest Declarat i a EX xtend i iv anlysi sta i equi for in- a y dentic l l p m a x e te ’c SA d s • i l by t n a onic , her ae v h or w e de u n t e As an h t cons TEN i as by o as i t ENT dered D n i s or ti cs, c tis Tes - d e i f ce se l’ C F s extrapol ra t demonstr ati such o example hi ex safet e s e pment just revi the ’ r tic and s p m i ( (DP) vi c r sen pr lys te esment abov e evie ghe a SIO n se t: P e p computers. i u F idered s n e t ex and a SELE s s s n o c or g a in s i a ae v h c i wh l e r a if new is: o n e upda n o a f , e t de or e i r l y on being N ’s u o d r a z a h ‘ n a h e wing e that r y it e r u l e h t w. i u b note a ti qui g a t r g t n e AN DS iv e expe t u b i r t dequat e c n thr the avionic ation CT gue mmes which i of o t h f a indi n o i te t l th s pment ALYSI in ION s - ough G o t ) (SS oh w to t s t ’ extensi e t s i x e D o C e h a on he rienc u l i a f , eb te d n a , the c by safety i cating esign this f at f gn an e eb sts A i a could w i d n i l S exis n hav ). ne equipment en o ef i d d A igue u l gn i ith anlysi . is e e r be s r c vice in-ser i t i t c e l e er w a on ri a p e ould ting s used e ro ‘Wull eib ny sn o obje and a p a be any erf and n o i t er a ben as atiguef ne s. c gn m edor that tiv e l a (e well e n de ew xt updated ’ expe s. are d rapol NE All REV SYT A300-600 l t n i a m aw as to in CE hide ri , I S comply EW upda -s EM e SARY a or S e nce t c n a n e As ed S i v r t o SAF n updated AN te e c re have ail f f ta d E or D ET w view X k e ailur f UPD TE e l a o g u ith Y the r to e ASE int ND sk s a t s) the AT f a ra e be . therur o irc E f ES tes r r o D SM a ate revie ra c IF SE ft by f s, ount i a EN R lif wed if l VIC u T e, sre the E a nd G OA L - E NAB L e Iro I NG nduranc n t Rel We arch ki - com L o ON an Bird net p i ab red GE d pon ibul i i t c ect g i R s l - e i i i c t v en LA f y syt u t t en or est re S t t t o n h h s TI a rel e . y eor - NG e at s g a m r i e t ys el ab O s a e- iab t PE al i irc em i l s r i nte l t R el win o i y l ra AT i ted a ty of of grat I ft ON s g g its le tru iv failu ion ve en c tu l te re r e st 29 FAST 45 3

0 FAST 45 DA DA DA - Cl Th - DA SA to on req Th Th f as e ai L L L L C in Equi ly g e e : si : ch u on C B A lur i D Sys ve i Dev Dev f by rem HA ti ica os if if if evlo dit e ad f fa fa the en pmen tem ailu Z ent on ilu ilu lop lop mod equ on l pm or evl air r re re s. Saf me me p a e te a cr en con cond cond CA ( t Conclusio e ety nt nt SA aft is S licabe t for confid N i Asu S dito T Asu Asu S ba s Ase o ma ito ito A reg Fai sed i A300- w nv check n n n re nu ra ran ran en t hic sm o cla c c lure n ol fa vi o la la ce gati c t n c c h ct e sif ved sif sif Me ew e e h e t t Th a of i Th E a of i C M en saf u t n n L ea o L L h ) Yes re 600 s nd re e xt ev ev t on ica ica ica f a on a et chan ve orma t lev a e t wi th th i . i e e r erm in mpro en y t n ti tio tio l nk l l h si a on i cla i of d e e th d o e pu te nco n nt n n E f e d dera ow d L s co fin ic s t = = = F i XTE e e he s n e n s ed s ist t ( ys D sig ti qu ifc u al Major xte e Hazrdous tasrophic Ca t s an t L -servic ve o rpo s rpo est on AL o equipm n, tem l ist n of t a fo the / ipm f ND S ble ce nd A S wil L ion. Hyd , s, A i it a ervice of r eq n- or if (M rat rate irb cal requid t s n ed E e or en th s Yes og tis sa P e AJ) ent alysi eq e ui servic D t rom prod quipment: exte us io at e e rog e ffort (H t air B* pm et ui SER is by fy n ist (C t AZ) exp Fa ES he cr pm co det ec he AT) the actives nsi en s/te ramme G o ic t uc / s af ti yp f h ermind VIC G e N o Sevr al nti r en t, result pu erie gue on an t ha l o al at ts, 2 es: wi finding Par l sti rc an t if nuo E ic adit has est an ve st t e 2 t nc o ng al h Mec o G t by Major Te & lysi udy n alysi study er con s ur of Numb OAL t us ben t e ha f a he st, and a ailure of iona If O AN h vai to s c t . sid UT t , ani he li i s ust nvo etc.) ALY the Eq revi the w ad f - some er, lab defi CO e deg er l i cal E ere eval spe n A300- u N o l di rates SI ipm imit to ma l S ME A an vem m le r A F C M a F T Ai A3 Pro BLI S tion up n / w adt e a n or nt use ON ndr er ua e H a rb the in e l usa x: dre en NG 0 O lys : pli g na g ydromec quipme at 0/ us upda s + tenac Str F en TAC ra 600 al tio + t é ion er, L 33 .d d H is A31 T 3 a ON (w me ge e Eng D HE uc AZ t el irc 3 n r Desi T ELA ex GE (0 hat coul . te, an D (0 tures 0 r or DETAIL L i )5 R e e e n a nt ) s no I & 5 s i hani evr rcis FE e ft NOY LA /Co f gn C i d t wi be e a fr G fo of on pr m 6 gn ta A3 61 any y he A STI are 1 le rin na di om : i @ E rou e r sk mpai e T A C l e yon E 3 l cal XTEN v 9 a NG i t s sen D ai 9 g a . F r bl 0 S e 3 be St he nd S points a t t 3 V A gei C a rbu /A3 l, p i i A uranc s ES G2 i ng 3 er O ona ruc L f or T ng Yes 3 ar d r ( - - Y fe 30 PE Anal 0 or ) fol te S (S M a SI es 8 he i L s. saf n 4 fic for W whe ex t Tha e El G1 cted t RAT tu 7 bl h 0 imit O d whi 1 g e b he c TG) a 0 a if hic = an t lo A l 4 is ect re 0 ati he o N anlys e e y et in B4 na Fam t e re out t a wh t n a I w m chec s i ON h i 1 nsure o ng Levl s t y de te f is i t fi the on E- c roni ation m ven o r s: im r t n i o l ound no -600 cr r yse i obj i h t rg te 0 s c na i st he pa l E 2 t f co of i h t s a k) a a es wi de work c is o t S c u d o da i ecti ue il nc rs ft f Ex o (D ure c ai / n te G2. ope sa Se r l t t /B4-6 could om l io s Avion a a t m a A ct nec lu j Fa T Ai A3 De Jea Fo e a t ves t in f b ea n: r ke ct el ct L) fe n en h ai abl ety a re rbus d e El i e p Pr x: te r ue ng d 0 put ty nte a : ra n-m i T i esa lianc ons n-Mi e ect vi 0/ +3 de Sy t h rate of be is +3 o he ogra t ic t by na 00R be bj obje t c y el h N seni A31 or n i ope a l i stems 3 En o roni i d e e an ei nce ot / 3 c ne H a s d y r we ( cti s e St n s. chel hel E (0 summar AL ea r gi Se ( 0 A an agei le 0) ve m i w ctiv r dur fi ) ra a n c be a ru c ne ti d 5 Th . to F ct t i ctr 5 ith s pas i on me ve S) N rvi wr / a rc : t A o io ct 6 f e ac PAS in 6 Avi m o es, r ng in f e 1 ic ri g n pri om ra 1 be s c sequ e n i h t r o ur Pa c Sy i g ng en afety g al ly t 1 r e ual wi oni 93 i iz ft e l C 8 e ve t r s this t Pro su G er 2 UA a tem e l he the @ 5 l Task c 4 de d 4. 0 oa 6 en a fo be 8 lts a / gram ob L 1 te 5 i s w STG E ss rbu 0. 2 rum l, ce 8 jec lec 8 d ill s. s m to tives tri co e cal m A300 - FIRST ROLL-OUT

The first A300

The Airbus A300 is a short to medium-range widebody aircraft. It was the first product of the Airbus consortium of European aerospace companies, wholly owned today by EADS. The construction of the A300 began in September 1969. The first two aircraft were designated A300B1 and the first (F-WUAB) made its maiden flight on 28 October 1972, the second following on 5 February 1973. These were followed by the first pair of A300B2s, considered as the production model. Complete aircraft sections were manufactured by consortium partners all over Europe. These were airlifted to the final assembly line at Toulouse-Blagnac by the AeroSpace Super Guppy aircraft. The General Electric CF6 turbo-fan was chosen as the main powerplant, but any engine in the same class could be substituted on production models according to the customer wishes. The cylindrical fuselage could accommodate seating layouts from 220 to a maximum of 336 passengers. The European certification was granted on 15 March 1974, followed by the U.S. certification on 30 May. Air France then started the first airline service between Paris e g and London. The A300-600 first flew in July 1983, and has a t i been the major production version since, the last A300B4 r e H

leaving the production line late 1984. Versions include e t a the A300-600R with increased take-off weight and tail r o p plane trim tank for long-range operations, and the A300- r o C

600 Convertible passenger/cargo version. S D A

The A300 ceased production in July 2007, along with the E f smaller A310. Today, the evolution of the A300/A310 Family o y

Maintenance Programme through the Extended Service Goal s e t r

(see article page 22) enables the operators to benefit from u o the addition revenue that can be generated from the C extended life of the aircraft. 5 4 T S A F

31 Customer Services events

Just happened market conditions. Airbus received very positive feedback by the customers and Outcome of the A300/A310 Family symposium participants. The main outcome from the The A300/A310 Family symposium took place caucus was concerning the specific needs and in Bangkok mid-November with 30 different requirements from the lessors. airlines, 18 MRO (Maintenance Repair & Overhaul) organizations and suppliers. Coming soon Altogether, 138 participants were gathered allowing productive and fruitful discussions, Airbus Corporate Jetliner Forum either during the main meeting sessions or The next Airbus Corporate Jetliner forum will during networking breaks. The prime goals of take place in Dubai, United Arab Emirates, the A300/A310 Family symposium were as from 8 to 10 March 2010. This yearly event is always, two-way communication leading to an a valuable opportunity for our customers and ever more safe and efficient fleet management operators to be updated on the latest but also to clearly focus on economic long- developments in Airbus Corporate Jets and to term operation. Therefore, the symposium meet and network with each other. agenda was built on the three main themes The 6 th Technical Data symposium being long-term support initiatives, main fleet The sixth Technical Data Symposium will be issues review and services proposed by Airbus organized from 5 to 8 April 2010 in Bangkok, to allow aircraft operation at the lowest Thailand. This event will gather persons from possible maintenance cost. airlines, MRO (Maintenance Repair Overhaul) Charles CHAMPION (Executive Vice organizations and suppliers. President Airbus Customer Services) awarded The theme selected will be: "Deliver innovative five operators for their 2008-2009 Operational solutions". Our symposium will encompass Excellence, namely MNG Cargo Airlines for presentations such as the Technical Data vision A300B2/B4, Air Transat for A310, Korean Air and strategy, products, future changes, for A300-600, Air Hong Kong for freighter innovation, A350 aircraft, as well as product fleet and finally, a special award was given to demonstrations and interactive workshops with Thai Airways as a mark of recognition for their the customers on specific subjects. kind hospitality in Bangkok. Last but not least, the 2009 operator caucus A330/A340 Family symposium session, co-chaired by Mr. Supanit The next A330/A340 Family symposium will CHANTARASIRI (Thai Airways Director be held from 31 May to 3 June 2010 in Berlin, Engineering) and Mr. Cem AKIN (ULS Airline Germany. Airbus will propose a basic agenda Cargo, Technical Manager) was run efficiently. in February that may be augmented with your After a one-hour discussion, the operators suggestions. As usual, adequate facilities will ended up with a clear prioritized roadmap that be available for side meetings and break-out will be used as a valuable baseline for the sessions. coming years. Formal invitations will be sent in February. The prime function of this meeting is to enable The 6 th Leasing Support conference two-way communication regarding actual in- Airbus 6 th Leasing Support conference, service issues affecting A330/A340 Family

5 recently held in Dublin, was a great success operations, as well as topics of more general 4 T

S gathering 38 leasing companies coming from interest (forthcoming regulatory requirements, A F all over the world, despite the actual difficult industry initiatives, maintenance costs, etc.). 32 Fa Fa Te Te Ha x: x: l: us Airb hmv.spares Fax: Tel: Fax: Tel: th Nor S a Fax: Tel: should S Fax: Tel: a S a Fax: Tel: us Airb us Airb S Fax: T US Tel: Beiji ng, Fax: Fax: Customer Tel: Miami , Tel: S Ba us Airb Ai S uce Br W i nard Jean-Ber Customer S P CHI Cu S Fax: Tel: i us Airb & TE Fax: RESID E Tel: Di Fax: Tel: l: n n +49 mb og.spares dresd tac@ ir om pares pares pares hangi vices er enior enior ier enior +3 ORLD +49 T u rb re CHN Ft rankfur u Hamb A/C ng a +3 s RAIN NA to re urg ct +1 + + + + + + + + + + + + + + + + + + + + + AND ( s me ( or 49 49 3 3 49 49 1 1 3 3 3 3 86 1 86 1 1 3 3 86 86 lor 40) ANA ( America IC 0) JONES STEF NT ( Vice V V Ma 40) A A , WI related be Trai Techni Trai op ha (703) 0) us airb (7 (7 (7 (3 (3 Fl ING Ge AL, R 5 Chi e, ice ice r OGs OGs ( ( ( ( ( ( ( ( ( ( 1 1 ( ( 1 1 & 5 D s 74 and erates rg, 40) 40) 0)5 0)5 40) 40) 03) 03) 0)5 0)5 0)5 0)5 03) 05) 05) 0)5 0)5 CU ori es Se inte DA adres vi Ser vi Ser @ 0 0 0 0 61 ERS to: 74 I @ E r ning ning its 61 ndia C , ma i M na S Pre Pre 80 80 804 804 P FEN ST us airb vi r den da 38 Was us airb and 93 ust UPP resi na 834 38 .com 50 50 61 61 50 50 729 729 61 61 61 67 834 871 871 61 67 GALY cal A outs in Si m 93 HMV ny OM ON TER ce 48 48 sid sid should ces ces - 85 nc t ngapor omer 20 ain 24 ( Centr subidiar th Nor sed 82 76 76 93 93 76 76 93 93 93 19 93 19 Ma dent U.S.A AOG C hington OR regi 3 s 612 61 ER ide e 348 437 90 346 46 36 ent ent 65 63 .com IAL ust om er .com 94 & hour Trai Mater T , 4013 403 20 3 401 401 35 34 18 19 49 04 int 3 to: S isue onal 49 5 76 40 th Nor e S I UPP LOGISTI ena nal nter be America e. Centre 94 3 0 0 18 80 64 13 tupor E nin Toulouse, s xt ies D a ad ia nc O wa g Sup .C, R day 502 outside l Am e Cen T rehous L resd tr a CS ADM O (A ogistics p D ey ver erica or tre should perations in IRT ubai, France t in INISTRAT Ad g) to: AC) day. mi Beiji centre be ni st ION ng, rati on CUSTOMER Abu RCS M Lond Lis na Lar Lanzho Lag Kuwa Kar Jo Honlu Kual Kita Jed Ja India Ist Hong He Algie Ams Al- A Almat Atla Athe Ba Auck Beijng Ba Berlin Beirut Bud Buc Br Bo Chang Hano For Cas Cair Bue Hang Ham Haik Fra Dus Gu Gu Char Che Chic Delhi Dam Colgne Denv Cop Colmb Dublin Duba Doha Dhak Training centres Services Resident M ma at ka anb hane aterial ngk rc bon lsink got M ay angzhou nkf t os da ab -K nta o har nos ngdu ap isla enha ou t ago chi rt elo ns bur Laud D lot a nap r e land a e on e aq i zhou i ca it s y sc nam a a ul K ldor urt h y Lump ok r hab lanc rd n chun e loc ation es u i ush va City na ong uil st o g e us A am sb olis Logistics ge SERVICES and t Customer Support Managers(RCSM) er ire f i a urg h n dal ur s Customer Supportcentres e centres / Regional warehouses /Regional centres Uni Portug Cy Chi Ni Kuwa M Pak South Uni Ja Saud Indoe Turk Uni S.A Finl yCountr Uni Jor Al Ne Ka B Uni Gre Ne Thai V Chi Uni Ger Chi Sp Ger Chi Ec Chi Ger Ger Leb R Sl Hunga Col Chi M Ar Eg Uni Chi Uni Indi Sy De Sri Ger Ire Uni Qat Uni B WORLDWIDE ie ahr oma angl al ova oroc ge ger genti pan la ria uad yp zak pr ain nm t w tnam da ted na ted ted te te na ted na na na na te na te ted te La om and her .R ec ma ma ma m m a is ano ey nd la ria r us ys t i Z ta d d d d d ia ki a a it n . ad nka in nd hsta nia a e or A co ry e bi Af al la ny ny ny ny ny s i C a rk na n Ki Sta Sta A Sta Sta Sta Sta Ar Sta a al rab ia es nds a hina ri r ngd and ab ab c n h i a es es es es es es es a E E om m m of of of of of of of ira ira Am Am Am Am Am Am Am te te s s e e e e e e e ri ri ri ri ri ri ri AROUND ca ca ca ca ca ca ca THE CLOCK. 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N O I R U U Lux M yCountr U Sp C C U Phi C F M A U I M U U B U U Sa U U C B C Y E C B Si C So I U A J I U Ta Li M T A I C C C Sw A R U nd t t ra sra uni em a ra a a l ust ust ust lb usi hut ra ul usi ew nite nite nite hina a nite zech nite nite nite nite nite nite nite hina hile hina hina nite zbeki hina hina a nite m by o exi a ng exi A iw p ly ly n Sa udi ut ai na ai na ur it i lip nc r g a zil el . e a a a o sia a R en zer a n n a ni ra ra ri a h co co a m n n it lv d d Ca c d d d d d d d d d d d d d a a pines n e po . ri a n a A co lia lia a a K b s a us R a Chi K K S S S S S S S S A S S l t and r d led o or r epub an a t t t t t t t t t t ing ing ra e o ur a a a a a a a a a a bia ea na r te te te te te te te te te te b onia g do do s s s s s s s s s s Em l i o o o o o o o o o o m m c f f f f f f f f f f i ra A A A A A A A A A A te m m m m m m m m m m s e e e e e e e e e e ri ri ri ri ri ri ri ri ri ri c c c c c c c c c c a a a a a a a a a a 33 FAST 45