FAST N°31 TECHNICAL DIGEST DECEMBER 2002 AIRBUS TECHNICAL DIGEST AIRBUS TECHNICAL

DECEMBER 2002

A340-500 Arctic flights 3 Capt. Michel Brandt

Just happened… Coming soon… 8

Potable water purity 9 Christian Sparr

Less maintenance, less costs 13 Christian Delmas PAGE 1 AirN@v: The Airbus solution for advanced 17

consultation of interactive E-documentation FAST 31 Jan Renette

Index of previous articles 26

From the archives... 29 Polar flying

Editor: Denis Dempster Customer Services 30 Art Director: Agnès Massol-Lacombe Around the clock… Around the world in association with Chandler Gooding London • Leeds •

Customer Services Marketing Tel: +33 5 61 93 39 29 Fax: +33 5 61 93 27 67 E-mail: [email protected] Printer Escourbiac

FAST may be read on Internet http://www.airbus.com under Customer Services/Publications

Airbus Customer Services

© AIRBUS 2002. All rights reserved The articles herein may be reprinted without permission except where copyright source is indicated, but with acknowledgement to Airbus. Articles which may be subject to ongoing review must have their accuracy verified prior to reprint. The statements made herein do not constitute an offer. This issue of FAST has been printed on paper They are based on the assumptions shown and are expressed in good faith. produced without using chlorine, to reduce Where the supporting grounds for these statements are not shown, waste and help conserve natural resources. the Company will be pleased to explain the basis thereof. Every little helps! PAGE 2 FAST 31 A340-500 ARCTIC FLIGHTS Customer Services

A340-500 Arctic flights

Two flights exceeding 10 hours each were required for Both flights were planned and operated by the Airbus the A340-500 fuel system certification and for the Flight Test Division: Toulouse-Keflavik and Keflavik- evaluation of the ADIRS performance. In addition, the Toulouse, each time via the North Pole. behaviour of the navigation system and the Electronic Instrument System (EIS) had to be checked in the polar This article recalls some aspects of the polar navigation area including flying over the North Pole itself. observed during these flights.

PAGE 3 FAST 31

Capt. Michel Brandt Airbus Test Pilot Flight Operations Support A340-500 ARCTIC FLIGHTS

DIGRESSION ON On TRUE heading MAGNETIC HEADING We left Toulouse on 12 September Although the Flight Management 2002 with 12 people on board, maxi- and Guidance System (FMGS) Traditionally, the polar area was defined mum fuel uplift and full flight-test remained in GPS PRIMARY mode as an area of magnetic compass equipment, including ballast, which of navigation update all the time, uncertainty and the limit was sometimes gave a take-off-weight (TOW) of we were able to cross-check the set where the earth magnetic field is less 325,000kg. Our flight plan led us to FMGS navigation with the Auto- than 6 microtesla. Except for the standby Vigra VHF Omnidirectional Range matic Direction Finder (ADF) compass, modern no longer have (VOR) in Norway to intercept the sometimes at a very great distance, magnetic sensors “slaving” the gyro- Polar Track System (PTS) route up to 500 nautical miles (nm) from compass to the magnetic north. The “November”. This route follows the the Non-Directional Beacon (NDB). magnetic variation is extracted from meridian 10°E to the North Pole. However, the wave propagation tables in the Air Data/Inertial Reference may not be always as good, for System (ADIRS) and the Flight Although Magnetic Heading (MH) example, during periods of aurora Management System (FMS). These tables is available until 82°N at this long- borealis. give an accurate magnetic variation up to itude, we selected TRUE heading a latitude of 82° N, or 73° N in function reference as soon as we were estab- Flying in NAVigation autopilot of the longitude. Beyond this latitude lished on the PTS. With this selec- (NAV) mode, nothing significant TRUE reference must be used. tion, the indications on navigation happened until approaching the Consequently, the 6 microtesla limit has display (ND) (Figure 1 below) and North Pole. We observed the rela- no meaning for these navigation systems. Multipurpose Control and Display tive position of each Inertial We nevertheless observed during these Unit (MCDU) were in line with the Reference System (IRS) to antici- flights that the standby compass True Tracks (TT) given on our nav- pate the system behaviour while indication was coherent well above the igation charts. flying over the North Pole. charted 6 microtesla limit. PAGE 4 When passing 65°N latitude the DIGRESSION ON GRID TRACK

FAST 31 grid track (GT) appeared on the navigation display. When flying east to west or west to east at very high latitude on an orthodromic (great circle) route, the true track changes quite rapidly due to the convergence of the meridians. On older aircraft, the true heading was not directly available to the crew. “Old style” Horizontal Situation Indicators (HSI) were set in a so-called free gyro mode on the Grid North reference. The characteristic of the grid track is that it remains constant on an orthodromic route as indicated in the drawing below, right. With our modern navigation system, the grid track would not be mandatory, as the true track is always available and the navigation charts indicate the outbound GRID North Direction and inbound true tracks at each waypoint for cross- Geographic check. But the grid track Pole indication on the navigation display provides the crew with at least a convenient GT Figure 1 stable indication for navigation monitoring in this moving display TT environment. GT 0º TT

L O N G

GT - TT+Long. W TT Variable GT - TT-Long. E GT Constant Note: Where words are spelt in capital letters it refers (Valid for a polar stereographic projection) to their use as labels, messages and displays. A340-500 ARCTIC FLIGHTS

Figure 2 Figure 3a

Note: The TAXI CAMERA was selected “on” in flight so the flight test engineers could see the landscape from their station in the cabin.

Figure 3b

HEADING BEHAVIOUR The ECAM procedure cannot be At 20nm outbound from the North followed, as all heading indications Pole, everything was nominal and At about 20nm before the Pole the start to move very quickly and it was time for us to turn left to heading discrepancies on ND switching ATT HDG on IRS3 intercept “another” 180° course to became noticeable and finally trig- would not help. The autopilot the VOR of Thule (THT). gered, as expected, the HDG DIS- remained engaged in NAV mode CREPANCY Electronic Central- and the aircraft continued nicely Despite the magnetic variation of PAGE ised Aircraft Monitor (ECAM) straight ahead. 66°W at Thule, the VOR THT is 5

caution (Figure 2) and CHECK magnetically oriented (some VORs FAST 31 HDG on the ND and Primary Flight When flying exactly (with GPS in north Canada are oriented to the Display (PFD) (Figures 3a and 3b). accuracy) over the North Pole the geographic North). As we were fly- ND display swung over by one ing with TRUE reference, the VOR The heading discrepancy is due to hundred eighty degrees from a needle on ND in MAP mode or the fact that each IRS has a differ- True Heading (TH) close to 000° to ROSE NAV mode is automatically ent position relative to the Pole. a TH close to 180° (the drift was corrected with the magnetic varia- small). But very quickly all head- tion, so as to get a TRUE bearing. ings were again in agreement as Otherwise the needle would not shown on the flight test traces indicate the direction to THT. This given in Figure 4 (below), and the is marked by the magenta color of ECAM caution disappeared. the needle and the label CORR next

Figure 4

HDG of each IRS plotted versus time in seconds.

359.00 The red line indicates the time of the flight over the 287.20 North Pole. Before reaching the 215.40 North Pole the heading calculated by each IRS was close to 360°/000°. 143.60 After passing the North Pole all headings 71.80 converged rapidly to approximately 180°."

0.00 0 20 40 60 80 100 120 Sec

GMT START: 13:54:56 A340-500 ARCTIC FLIGHTS

Figure 5 Leaving the oceanic airspace we deselected TRUE to revert to mag- netic reference and continued to destination, arriving at Keflavik after 10 hours 45 minutes flight time, having enough fuel to return to Toulouse with more than the required reserves.

The next day we left Keflavik for Toulouse and headed north east to join and follow the PTS route “Romeo” up to ROGSO, a way- point located 230nm to the north of Thule. At this waypoint we turned right to the North Pole. On PTS “Romeo” we selected TRUE refer- ence, as it is better for navigation monitoring; but this time, before crossing 82°N, we deselected TRUE to revert to magnetic refer- ence in order to see how the ECAM will advise us to select the right heading reference.

Ellesmere Island PAGE 6 FAST 31

Flight test engineers at station

Figure 6 to the VOR2 display as shown in After passing THT (Figure 6) the Figures 5 and 6. The indications of outbound true track to the 7440N the Digital Distance and Radio waypoint was 095°. On this leg the Magnetic Indicator (DDRMI) and true track changed significantly, the ND in ROSE VOR mode are not from 095° to 123° due to the con- corrected, as they would be on a vergence of the meridians, but the conventional aircraft. When we grid track remained conveniently were at 77nm to THT, the DDRMI constant and equal to 163°. needle of VOR2 (not shown here) was pointing towards 255° mag- netic instead of 184° True as shown in Figure 5. FAST 31 7 PAGE A340-500 ARCTICA340-500 FLIGHTS The time of exotic instruments like the astrocompass illustrated here is gone. Figure 8 With the polar navigation capability of the Airbus Long Range family of aircraft using the , polar flights are no longer different from standard navigation. Figure 9 Conclusion For the purpose of the test, we decided to fly nearby the North Pole this time with autopilot in As the North Pole was HDG mode. a turning point, to join the PTS “November” route southward we passed abeam it by about 10nm. to limit This distance was sufficient so that we the heading discrepancy, were able to steer the aircraft with The recom- accuracy. sufficient mended procedure is to fly with the autopilot in NAV mode, but in a sit- uation where the BACK UP NAV would have to be used, this test confirmed that flying in HDG is Pole. even close to the North easy, continued heading south on PTS We VOR Trondheim “November” until oceanic Leaving the in Norway. area, we resumed normal navigation after 10 Toulouse and landed in hours flight time. and on . we were on . (Figure 7) (Figure (Figure 9) (Figure Figure 7 Figure 7, Figure Michel Brandt (Figure 8) (Figure Capt. Pilot Airbus Test Flight Operations Support Tel: +33 561 93 35 52 Fax: +33 561 93 29 68 [email protected] CONTACT DETAILS CONTACT The autopilot went off as well, The autopilot went off because each IRS crosses the lati- tude limit at slightly different performed the ECAM We times. TRUE procedure, confirming the reference selection and re-engaged the autopilot. As shown on MCDU a magnetic track of 090° on course Alert NDB (identification code to corresponding to a true track of LT) 025°, giving a magnetic variation of 65°W. When we reached 82°N, we got the amber message SELECT TRUE REF on ND Intentionally we did not follow this instruction, waiting for the next step, the ECAM caution at 82°30’At this latitude, the IRSs N. TRUE switched automatically to reference, which triggered the ECAM EXTREME LATITUDE amber caution JUST HAPPENED… COMING SOON…

Just happened…

AIRBUS TRAINING SYMPOSIUMS 1ST AIRBUS WARRANTY 1ST TECHNICAL DATA SUPPORT Seville, Spain SYMPOSIUM & SERVICES SYMPOSIUM Maintenance Training 15-17 October 2002 Barcelona, Spain Barcelona, Spain Flight Crew Training 21-23 October 2002 2-5 December 2002 9-12 December 2002 The 6th Airbus Training Symposium was The purpose of this symposium was to Airbus has successfully added this new organised in two separate events for the launch a series of meetings regarding symposium to its regular conference4 cycle firstI/2 time with content specific to the areas Airbus warranty processes. The aim was to as an exchange of information on technical of Maintenance Training and Flight Crew develop a frank and constructive exchange data, products, services and media. Training. Maintenance attracted 134 atten- of ideas for the benefit of all parties con- dees, 71 of which represented 48 airlines; cerned, be they customers,3 vendors or More efficient and cost effective digital Flight Crew Training attracted 242 partici- Airbus. This symposium offered the oppor- technical data and solutions are now rapid- pants, of which 146 were from 70 airlines. tunity to analyse and debate the most ly replacing the ‘classic’ paper and micro- Generally speaking, attendees were highly important subjects and to present the film used for decades. These replacements satisfied and both events were perceived as enhancements already implemented by require adaptations by customers, manu- beneficial and well organised. Innovations Airbus. Each daily session contained pre- facturers and service providers and, in such as a cyber café and a brand new audio- sentations, Q&A sessions and workshops order to benefit from increased efficiency visual display generated positive feedback. on selected subjects. potential, this may require significant mod- ification of existing processes. 16TH HUMAN FACTORS SYMPOSIUM With these changes in mind, customer Singapore, 8-10 October 2002 needs and issues are of paramount concern (in association with ) for Airbus and the symposium was an This 16th Human Factors Symposium was held in co-operation with Singapore Airlines, was excellent opportunity to express these issues. It provided a forum for Airbus to PAGE attended by 160 delegates from 23 airlines and covered topics ranging from A380 Cockpit 8 Human Factors to Fatigue and Alertness Management Solutions for long-haul operations. present actions that addressed known air- The feedback from participants was very positive, praising the practical operational per- line needs and issues, plus improvement of FAST 31 spective and highlighting the uniqueness5 of these symposiums. General Bey Soo Khiang, Airbus data content. Executive Vice President (Technical) from Singapore Airlines said he would like to have such a symposium organised every two years. Airbus’ vision of future products, services Preparations for the 17th Airbus Human Factors symposium in Helsinki, July 2003, are and improvements was also presented. already well under way. The event coincides with Daily sessions included Airbus and airline the 80 year anniversary of the co-host, . presentations along with Q&A sessions.

JUNE 02 JUL 02 AUG 02 SEP 02 OCT 02 NOV 02 DEC 02 5 I 2 3 4

Coming soon… 1 2 JAN 03 FEB 03 MAR 03 APR 03 MAY 03

12TH PERFORMANCE AND A318/A319/A319CJ/A320/A321 OPERATIONS CONFERENCE TECHNICAL SYMPOSIUM Rome, Italy Puerto Vallarta, Mexico 7-11 April 2003 11-16 May 2003

Flight crews, operations, flight operations engineering and performance specialists are This next Technical Symposium, one invited to attend and actively participate in the four-day conference, which will offer day longer than in the past, was due to numerous opportunities to constructively exchange views and information, and increase take place in November 2002 but was mutual co-operation and communication. More than 80 subjects will be addressed, rescheduled due to the hurricanes in including LPC, Flight operations, Performance and New Cockpit Operation Information Mexico. It will include actual in-service Management. issues covering2 the A320 programme and general interest subjects concerning Along1 with the different sessions, numerous daily booths will be available in order to dis- the A320 family with a dedicated session cuss issues and view demonstrations of the newly developed Airbus Flight Operations for the A319 Corporate Jet customers. software. Our 12th Performance and Operations Conference represents a significant The main themes will be structures, milestone in Airbus’ Flight Operations Support & Line Assistance activities. This event engines and systems with time for Q&A has been organised every two years since 1980. sessions and general topic discussions. PASSENGER AIRCRAFT POTABLE WATER PURITY Customer Services

Passenger aircraft

PAGE 9 Potable water purity FAST 31

Have you ever thought about the or other transport.” However, this is purity of water coming out of the not the end of the story. Sometimes water faucets at your home? you wash your hands and face on Probably yes. “Oh, what a taste (or board aircraft and you expect accept- odour) of chlorine today!” When you able water purity. travel, have you ever thought about the purity of water coming out of the “Are there specific regulations to water faucets in hotels, trains, ships ensure a certain water purity?” Yes … and passenger aircraft? there are, but they vary, from country to country. In any case: water provid- Maybe not. If yes, you might say: ed for use as potable water in lavato- “Well, I do not use that water for ries and galleys of passenger aircraft drinking or brushing my teeth – I use has to be treated within given limits bottled mineral water only and I do as per the regulations of the country not brush my teeth on board aircraft where the aircraft is registered.

Christian Sparr Engineer Passenger and crew facilities Seats and emergency equipment Engineering Services PASSENGER AIRCRAFT POTABLE WATER PURITY

bacteria found in the samples. Bacteria are living Key question organisms. They reproduce themselves rapidly if their living conditions are good; they reproduce themselves How can the purity of potable water, stored and supplied slowly if their living conditions are bad. on board passenger aircraft be ensured and controlled? Bacteria live in water. Potable water to be supplied to the airport by the local public supply system is controlled and treated as per local authorities’ rules and regulations. Answer To protect the public health the presence of some bacteria in potable water is forbidden or strictly limited Water purity on board passenger aircraft is ensured (e.g. coli and coliforme bacteria types, or pseudomonas by following procedures to disinfect or sterilise potable aeruginosa). To control the presence of bacteria in water systems at regular intervals. Water purity is potable water, local authorities require regular or controlled by analysis of water samples. The degree of periodic sampling and analysis of the water. purity is measured by the number of certain types of

DEPOT EFFECT IMPROVING WATER PURITY

Certain amounts of disinfectants (up The existing disinfection or sterilisa- to maximum limits given by local tion procedures for potable water authorities’ rules and regulations) are systems do work, using certain chem- added systematically to the potable icals based on chlorine or hydrogen water supplied in the public water peroxide. supply system to avoid bacteria and reduce bacteria reproduction. Local However, they are long, need prepa- PAGE authorities are responsible for the ration and a lot of manual control. 10 purity of the water from the public Water filters remove chlorine (taste)

FAST 31 potable water supply system. The air- from the water, but the interior of the line is responsible for the purity of housing for the water filter has been the potable water supplied on board identified as a good place for bacteria Water filter their aircraft, whenever and wherever to build biofilms or colonies. they fly passengers. Biofilms (deposits) are thin layers of The chlorine level in the potable bacteria, a mix of dead and live ones. water from the public supply or the The living bacteria eat the dead ones airport ground cart is in general not and all of them are ‘bonded’ to the sufficient to ensure the required inner surface of water tanks, tubing water purity on board an aircraft, or filter housings. because the maximum allowed level of chlorine in this water is too low to These biofilms are hard to remove as ensure the required water purity level the outer layer of dead bacteria protects on board. For this reason, sterilisation the deeper layers of live bacteria from or disinfection of aircraft potable the disinfecting action. In other words: water systems using disinfectants The disinfection or sterilisation proce- with higher chlorine levels or other dures for potable water systems in disinfectants is needed. service have to be improved. Water filter housing plus bacteria deposit

COLI AND COLIFORME BACTERIA CONSEQUENCES They should never be present in the potable water from the public supply system to be used in the aircraft potable water system. They can cause ill- Airlines have to ensure a certain level ness as diarrhoea or infections in human beings. Their presence has been of purity of the potable water on observed after accidental ‘short-circuits’ between public potable water board their aircraft, whenever and and waste water systems (e.g. after flooding). wherever they fly passengers. The level of purity has to be controlled PSEUDOMONAS AERUGINOSA BACTERIA regularly, following the regulations This type of bacteria is always present on human skin where it can cause given by authorities where the air- wounded skin infections (pus in skin wounds). craft is registered. PASSENGER AIRCRAFT POTABLE WATER PURITY

WATER SERVICE GROUND EQUIPMENT WITH AIRCRAFT CONNECTIONS

PAGE 11 FAST 31 Airbus provides a procedure for DEPOSITS IMPROVING POTABLE disinfection and sterilisation of the WATER SYSTEM DESIGN onboard potable water systems, includ- ing dosing recommendations for Certain features are already under certain Airbus-approved disinfectants. Bacteria, light deposit study to improve the design of the on-board potable water systems: The purity of potable water com- ing from the local airport’s aircraft • To avoid concentration of bacteria, water service vehicle is often beyond the water tubing network should not the control of the airline. For that contain water filters. The equipment reason the successful disinfection or suppliers of potable water system sterilisation of the aircraft’s potable equipment in any part of the aircraft water system can take a very long shall ensure that the self-ventilating time, and it has to be repeated until and self-draining features meet Bacteria, medium deposit the analyses of water samples show Airbus specifications. For example, that the acceptable limits for bacteria in galleys and lavatories, no air bub- presence are reached. bles shall remain in the system when it is filled and no water shall remain As the repetition of the disinfection in the system when it is drained. or sterilisation procedure can have a significant effect on maintenance • An efficient procedure with alter- costs, Airbus now provides improved nate and efficient disinfectants and procedures and recommendations for suitable dosing shall be used and a Bacteria, heavy deposit using approved alternate and more tool to make the procedure more effective disinfectants. efficient shall be developed. PASSENGER AIRCRAFT POTABLE WATER PURITY

• An automatic on-board disinfec- Water supply vehicles and any equip- tion system (to be developed and ment or tool used to fill the aircraft tested) would provide continuous potable water system must be disin- disinfection and reduce deposits fected regularly. without adding a ‘bad (chlorine) taste’ to the water, so that water Disinfectants based on hydrogen filters are not required. peroxide showed higher efficiency than disinfectants based on calcium AIRBUS EXPERIENCE AND or sodium hypochlorite. Disinfectants ACTIONS FOR AN IMPROVED based on chlorine dioxide are harder DISINFECTION PROCEDURE to handle and showed deteriorating effects on rubber materials. Airbus experience is based on regu- lar sterilisation of the aircraft potable An updated Potable Water System water system prior to delivery of new If analyses of potable water Sterilisation Procedure is scheduled aircraft to their customers. Further samples show persisting to be implemented in the AMM with experience was got, in close co-oper- bacteria presence in the system, the January 2003 Revision. ation with some airlines, during exe- special attention should be paid cution of the disinfection procedure to the cleaning and disinfection on in-service aircraft. of water boilers and water FUTURE OUTLOOK filter housings or other AND FOLLOW UP With the objective to improve the equipment with limited existing disinfection procedure and self-draining or self-ventilating The development of an on-board qualify for use alternative disinfect- capabilities. water purity control and disinfection ants with higher efficiency, Airbus system is planned for application on performed tests with different disin- the A380 aircraft. A continuous flow PAGE fectants in the laboratory to identify of water in the system to avoid stag- 12 possible effects on metals, rubber Common cleaning equipment pro- nant pools and continuous production

FAST 31 and plastic materials used in the air- viding pressurised and heated water of disinfectant will significantly craft water and waste systems. at up to 2 bars (28psi) initial water reduce the bacterial development in pressure and 85° Celsius initial water the potable water system. Water sam- On the A340 and A320 family air- temperature was used with good pling would still be recommended to craft efficiency tests were performed results for cleaning and disinfection of verify the proper functioning of the to optimise the procedure and doses water filter housings. disinfection system and that the when handling disinfectants. Exper- amount of bacteria was within the ience showed that coli and coliforme The water for this purpose was of the authorised limits. However, the bacteria are easier to remove from same disinfectant solution as used for maintenance tasks for disinfecting the aircraft potable water system the sterilisation of the potable water and sterilising potable water systems than pseudomonas aeruginosa bacte- system. on passenger aircraft would be very ria. More frequent flushing of the significantly reduced if not removed. potable water supply system with fresh disinfectant is more efficient than long soaking with a high con- centration disinfectant solution. Conclusion CONTACT DETAILS Most passengers nowadays shown in the AMM, to Christian Sparr assume that potable water undertake regular water Engineer systems in aircraft are to sampling to ensure that the Passenger and crew facilities drinking quality. To ensure their water quality meets the Seats and emergency equipment passengers are not authorised standard. Engineering Services Tel: +33 (0)5 62 11 83 76 disappointed, airlines are Fax: +33 (0)5 61 93 30 82 recommended to frequently Airbus continues to search for [email protected] flush the potable water system ways to make these tasks by performing the potable water easier, more efficient and less system servicing procedure as time-consuming. LESS MAINTENANCE, LESS COSTS Customer Services

Less maintenance, less costs

With the next issue of the A330/A340 Maintenance Review Board (MRB) Report and related Maintenance Planning Document (MPD), the A, C and 2C check intervals have been escalated to 600 PAGE 22 flight hours (FH) from 500FH, to 18 13 months from 15 months, and to 36 months from 30 months respectively. FAST 31 A simple message, which is good news for Airbus customers and a further step to reduce the maintenance costs for the A330/A340 aircraft.

Many people believe that the decision to escalate maintenance check intervals is taken by the manufacturer alone. This article describes the processes and requirements behind the evolutions and developments of a maintenance programme.

Christian Delmas Director Maintainability & Maintenance Engineering Customer Services LESS MAINTENANCE, LESS COSTS

ORIGIN WHAT IS As per JAR/FAR 25-1529 “Instruction for Continuous Airworthiness”, MSG-3? manufacturers have to deliver an approved aircraft maintenance programme at entry into service at the latest. An aircraft maintenance programme is essential It is the use of to safe and economical aircraft operation, and is also part of the Type pre-defined decision Certificate. Any change in the manufacturer’s maintenance programme diagrams for a logical requires the approval of the Airworthiness Authorities. analysis of maintenance programmes. It was first Typical Industrial Steering Board (ISC) developed by ATA in 1969 Airbus Maintenance Engineering as MSG-1, and since then Design Office Experts further refined until today’s MSG-3 revision 2002.1. Engine Manufacturers The MSG-3 method was used first during the Airlines development of the A310 maintenance programme. New maintenance regulations, new

technologies and Airworthiness economical constraints are Authorities the main factors that trigger MSG-3 method evolution.

A specific aircraft PAGE maintenance programme is Industry Steering Committee chaired by an airline representative 14 developed according to a

FAST 31 Policy and Procedure Handbook (PPH). PPH is Developing a maintenance programme dedicated to an aircraft The overall industry process for the A senior engineer from the Airbus type, covers ATA MSG-3 initial development and evolution of Maintenance Engineering Depart- procedures and provides maintenance programmes, has been ment chairs each MWG. The MWGs specific information defined by the Air Transport Assoc- are divided by specialty (systems, regarding aircraft operation iation (ATA) and is followed by each structure, powerplant, zonal, avion- and ISC organisation as aircraft manufacturer. The main body ics…) and develop their part of the well as more detailed is the Industry Steering Board (ISC) maintenance programme using the guidelines for MSG-3 and associated Maintenance Working MSG-3 analysis method. As an analysis development. Groups (MWG). In both are a num- example, for the recent revision of ber of representatives from airlines, the A330/A340 MRB Report, includ- Airbus PPHs have authorities, engine manufacturers, ing development of the maintenance always been developed suppliers and aircraft manufacturer programme for the A340-500/600, and updated according to maintenance organisations. there were seven MWGs with, in the latest MSG-3 revision. total, about 70 participants. Together with additional Every airline operating Airbus aircraft guidelines, this has led to is invited to become a member of the The ISC consolidates and validates optimised and consistent ISC. They thus have an active role in the output of the various MWGs, and maintenance programmes the development and evolution of a a maintenance programme proposal in terms of integration of maintenance programme, and are also (MPP) is then presented to the Main- latest maintenance informed in detail about the upcoming tenance Review Board (composed of regulation constraints and changes. The chairman of the ISC for representatives of the Airworthiness significant economical Airbus aircraft is from an airline, with Authorities) for formal approval. advantages in maintenance, co-chairman and an assistant from the The maintenance programme is compared with other Airbus Maintenance Engineering therefore the result of the joint efforts aircraft for which older Department. The pie chart on this of the airline representatives, suppli- versions of MSG-3 page provides a typical composition ers, airworthiness authorities and air- were used. of an ISC. ISC meetings can have up craft manufacturer. to 50 participants. LESS MAINTENANCE, LESS COSTS

Maintenance programme revision cycle

AIRBUS A330/A340 FAMILY (LONG RANGE) MAINTENANCE ENGINEERING On the occasion of the revision of the A340 MRB Report to include the A340-500/600 models, Airbus decid- ed to perform at the same time a task ISC MRB MRBR MPD interval escalation exercise based on the in-service experience of the A340-200/-300. Due to the Airbus Long Range family concept, this exercise also benefits the A330, as CUSTOMERS well as the A340-500/-600 at their MRBR+ MRB REVISION entry into service.

The initial objective was an A-check IN SERVICE interval of 700 flight hours and EXPERIENCE REPORTING FINDINGS/ C-check interval of 18 months for the NO FINDINGS A340-500/-600. Approval of such ISC: Industrial Steering Committee: proposes maintenance programme MRB: Maintenance Review Board: Airworthiness Authorites approve maintenance programme escalations is obtained based on sound justifications from in-service MAINTENANCE PLANNING DOCUMENT experience together with engineering judgement. The airlines participating All the concerned Airworthiness Authorities approve the MRB Reports for all in the ISC are thus providing for each Airbus models. Once the MRB Report is approved, the related Airbus concerned maintenance task their Maintenance Planning Document (MPD) is issued. See Revision Cycle above. task findings – or preferably no find- Strictly speaking, the MRB Report is thus not a manufacturer’s document but ings – to the MWG for further evalu- a certification one, providing the initial minimum maintenance and inspection ation. About 1100 individual mainte- PAGE requirements, which are used as the basis for the operator’s initial mainte- nance tasks have been investigated, 15 nance programme. The MPD represents the manufacturer’s maintenance and the whole process, including FAST 31 planning recommendation. MSG-3 analysis was equivalent to about 50,000 man-hours of work. There are manufacturers for whom the MPD content is almost a copy of the MRB Report. This means that an airline’s maintenance planning department Although there were technical will have to separately collect and plan other inspection requirements coming justifications to show that the from Inspection Service Bulletins, Service Letters etc, in order to build their A330/A340 could operate with an maintenance programme. It is the Airbus policy that the MPD not only A-check interval of 700 hours, as per reflects the content of the MRB Report, but also incorporates the maintenance the MSG-3 analysis, the ISC took the requirements from other sources, resulting in a complete list of maintenance decision to increase it to 600 hours in tasks and their respective intervals. The advantage is that the Airbus MPD has, the MRB Report/MPD. The objec- in only one document, all the information required to establish a customised tive for the C-check escalation of up maintenance programme. to 18 months, and 2C interval up to 36 months has been achieved. As the A340-200/-300 entered service only 10 years ago, the ISC has considered that such escalation cannot be justified for the 4C/8C intervals today. Striving for continuous improvement and further contribu- tions to maintenance cost reductions, and once sufficient in-service experi- ence allows, the next target for the A330/A340 fleet will be to extend the 4C/8C as well as structure inter- vals, currently at 5/10 year intervals, to 6/12 years. LESS MAINTENANCE, LESS COSTS

A318/A319/A320/A321 FAMILY (SINGLE AISLE) A300/A310/A300-600 FAMILY (WIDE BODY) Improving the competitive advantage of the Airbus aircraft in terms of main- tenance costs is an ongoing process. That’s why Airbus proposed and got sup- Currently most evolutions on Wide port from the A320 ISC to embark on an escalation exercise for the single aisle Body (WB) family maintenance pro- fleet. grammes are dedicated to considera- The objective is set to increase: tion of Extended Service Goals • A-interval from 500 flight hours (FH) to 600 FH (ESG) and new maintenance regula- • C-intervals from 15 months to 18/20 months tions. The next WB ISC is scheduled • 4C/8C and structure intervals from 5/10 years to 6/10 years, for last quarter 2003 and will offer including, of course, also other evolutions in the A320 family maintenance the opportunity to discuss future programme. maintenance programme evolutions. Improvements A320 escalation of check periods

Interval (flight hours) 600 Planned "A" check escalation position 600 500 500 400 350 Entry into service Current 400 position 300 1988 1993 1998 2003

Interval (months) 18/20 Planned A380 "C" check escalation 20 position 15 Entry into service The A380 maintenance programme 15 Current PAGE position development has already started. At 16 10 the time this article is being written, 1988 2003

FAST 31 an exhaustive preparatory meeting "Heavy" check escalation with all involved MRB authorities is Interval (years) 12 Planned 10 position 9 taking place. Thanks to early consid- 12 Entry into 8 service 6 eration of maintenance programme 8 5 Current objectives in the aircraft’s design 4 position 4 process – including associated verifi- 1988 1994 1999 2003 cation and validation plans – it is likely that the A380 will have the The A320 Family maintenance programme escalation process has just started highest maintenance thresholds and with approval estimated for the 4th quarter of 2003. The diagram shows the intervals ever achieved for a new air- progress achieved since Entry Into Service. craft entering service. Conclusion An MRB Report is under the provides the airlines with a CONTACT DETAILS responsibility of the relevant Industry comprehensive list in one document Steering Committee approved by the of all maintenance tasks with their Christian Delmas Airworthiness Authorities. Any recommended intervals. Director evolution or revision has to be initiated This allows the airlines to easily Maintainability & by an ISC, illustrated through an prepare their own customised task Maintenance Engineering Customer Services updated Policy and Procedure cards should they so desire. Tel: +33 561 93 14 04 Handbook and approved by the Reducing the amount of Fax: +33 561 93 28 72 Airworthiness Authorities. maintenance on Airbus aircraft, by [email protected] increasing the periods between The MPD is a non-approved scheduled checks, is an ongoing document under the responsibility of process, incorporating the the Aircraft Manufacturer, although it experience of the Airlines, includes information in the approved Airworthiness Authorities and Airbus MRB Report. The Airbus MPD engineers. AIRN@V Customer Services

AirN@v The Airbus solution for advanced consultation of PAGE interactive E-documentation 17 FAST 31 AIRBUS WAS ALREADY SETTING THE STANDARD IN DIGITAL DATA…

The aviation industry has only recently started to fully recog- nize the value of digital technical data, but Airbus has been working on the necessary foundations for today’s digital data products and services since the beginning of the .

Let’s go back to the 90s. Airbus was already working hard towards the “paperless” aircraft/hangar, not quite the “paper- less” hangar that airline maintenance executives and techni- cians dreamed about for years, but Airbus was well on the way to decrease costly and voluminous paper and microfilm documentation that comes with every aircraft and must be updated.

This was being achieved by the introduction of interactive CD-ROM (Compact Disc – Read Only memory) retrieval systems for aircraft documentation.

Jan Renette Project Manager Technical Data Services AIRN@V

ADRES, CAATS WHY CD-ROM APPLICATIONS?

In 1994, after several years of development and pilot testing with In the mid-1990s, Airbus produced (DLH) and Canadian (CDN), Airbus introduced digital data a business case in which the bene- consultation tools using this CD-ROM technology. It was developed in fits of the CD-ROM technology, two parts: ADRES (Aircraft Documentation Retrieval System) contain- (like ADRES/CAATS) were obvi- ing the Aircraft Maintenance Manual (AMM) and Illustrated Parts ous: Catalog (IPC), and CAATS (Computer Assisted Trouble Shooting), • Due to the replacement of paper/ being a specific trouble shooting tool. microfilm by the compact CD- ROM, no more voluminous These services were designed to simplify and streamline the access to library space needed. information for trouble shooting and consulting documentation. Today, • No more time-consuming about a decade later, ADRES and CAATS are still very popular and near- updating of the paper manuals. ly all Airbus customers operating fly-by-wire aircraft use these products. Thus, sorting and filing mistakes In the meantime Airbus has distributed already about half a million are eliminated. copies of these trend-setting products all over the world. • Due to the speed of access to the data on CD-ROM, document consultation time is reduced by up to 40% compared with paper/ microfilm.

AirN@v facts and (switching between documents, Why aircraft programmes and highlights… customisations without leaving the AirN@v? application). PAGE AirN@v design is based on Web 18 • Delivery off-line on DVD (Digital Technologies have evolved since the technology which gives our cus- Versatile Disk).

FAST 31 90s, new ATA Spec 2200 standards tomers the possibility to deploy it (functional retrieval requirements “stand-alone”, but also on their • Being based on ADOC and SGML data) have been devel- Intranet, Extranet and even Internet. N@vigator, one module of the oped, and more demanding cus- Furthermore, Airbus has planned to ADOC Family, easy integration tomers have convinced Airbus to deploy it also via the Airbus On-Line with other modules of this family. react and set the standard again for Services (AOLS) starting mid-2004. the 21st century. The result is the AirN@v will offer, amongst others, Implementation birth of AirN@v; a new-generation the following advantages compared tool for troubleshooting and techni- with the previous product: aspects… cal documentation retrieval. • New value-adding functions, like AirN@v Version 1.0 is (after intensive highlights and revision bars, colour pilot testing) planned to be available schemes for Warnings/Cautions, with the A320 family February 2003 special navigation buttons. revision and A330/A340 April 2003 revision, and will cover the following: • In addition to AMM, IPC and Trouble Shooting Manual (TSM), • Scope of all functions available in extension of the document family existing ADRES/CAATS. to include Aircraft Schematics Manual (ASM), Aircraft Wiring • Interactive trouble shooting in Manual (AWM), Aircraft Wiring autonomous mode, or in Lists (AWL), and Electrical connection with AIRMAN 2000. Standard Practices Manual (ESPM) for A320 and A330/A340 aircraft • Generation of Requests For programmes. Information (RFI) and Requests For Revision (RFR). • Enhanced interactive aircraft troubleshooting. • Extended dynamic update for Airbus Temporary Revisions, • Multi-document, multi-programme Technical Follow Ups (TFUs) and and multi-customisation application customer internal data. AIRN@V

To ease introduction of AirN@v, existing ADRES/CAATS applica- HARDWARE/SOFTWARE RECOMMENDATIONS (STAND-ALONE) tions will be supported in parallel until the end of 2003. One year after Computer PC Pentium III based AirN@v introduction, with A320 - 128 MB of RAM for Windows 98, Me family February 2004 and - 256 MB of RAM for Windows NT4.03, 2000, XP A330/A340 April 2004 revisions, AirN@v will become the only prod- Environment Windows 98, Me, NT4.03, 2000, XP uct available. Pointing Device Any MS-Windows compatible mouse AirN@v future developments… Monitor (colour) 17”: 1024x768 64K colours minimum. Printer PostScript compliant for PDF attachments Later versions planned in 2004/2005 will introduce: Devices DVD Drive Compatible Pioneer 106S (-RW)

• Integration into AOLS Software Microsoft Internet Explorer (MSIE) V5.5 or 6.0 only

• Job Card generation Plug-ins MSIE Active CGM Browser 7.1 ScriptX 5.5 • Shopping List generation This software is delivered and installed with AirN@v

• Extensions of document scope JAVA Java Runtime Environment (JRE) V1.3 Structure Repair Manual (SRM) This software is delivered and installed with AirN@v and Non destructive Test Manual (NTM). Hard disk 100 MB without AirN@v database, or 2.5 GB with PAGE AirN@v database on hard disk 19 Information FAST 31 to airlines HARDWARE/SOFTWARE RECOMMENDATIONS (NETWORK)

A revision of the Digital Deliver- Description Server Client Stations ables Status – SIL 00-075 and Operator Information Telex (OIT) Computer Processor: PC Pentium III PC Pentium II SE 999.0100/02/MA were issued to Memory: 256 MB RAM 256 MB RAM inform airlines of the improvement Disk: 300 MB 3 MB features, functions and supply con- Devices: DVD Drive Compatible ditions of AirN@v. Pioneer 106S (-RW)

System Microsoft Windows Microsoft Windows Hardware and NT4.0 Server, NT4.03, 2000, 98, software Windows NT4.0 Sp5, Me, XP requirements 2000, XP Pointing device Any MS-Windows compatible mouse Considering the above, it would be advisable for airlines to prepare for Monitor (colour) 17”: 1024 x 768 with 64K colours the introduction of AirN@v in 2003 by being ready to read DVDs. Printer PostScript compliant for PDF attachments Therefore it is Airbus’ recommenda- tion to acquire DVD drives, which Software JRE 1.3, Apache 1.3.19 Microsoft Internet Explorer are backward compatible with CD Tomcat 3.2.1. (All (MSIE) 5.5 or 6.0 only technology. delivered with AirN@V)

Plug-ins MSIE Active CGM Browser 7.1 and ScriptX 5.5 (delivered with AirN@V) AIRN@V

AirN@v functions and features

WHY A BRAND-NEW Documentation layout has also been Menu Bars in the top of the AirN@v USER INTERFACE? adapted for electronic viewing: application and their applicable sub- menus (“pull-down menus”) are You will notice that user interface • Search through forms replaces always applicable. and documentation layout differ sorted lists or cross-reference from ADRES/CAATS and from PDF tables (IPC detailed Parts List and ACCESS TO ANY documentation (Figure 1). Part Number information, Wiring PIECE OF INFORMATION Lists), The main reasons for changing the • After first log-in, the “CATALOG” application layout are: • Links allow the user to jump easily page will be displayed. Select the from one piece of information to manual by clicking. If you have • Proposing a Windows-like interface another. Information duplication is already opened the document to minimize specific training no longer required. during the session, you may select requirements (menus, toolbars, tree the document by clicking the view for table of contents, tabs, etc. FUNCTIONS corresponding Manual tab. including a comprehensive on-line Help function). Functions can be accessed through • Within the manual (AMM, IPC both Menu and Icon Bars. Users not etc.), you may access any document • Giving access to all new value yet familiar with AirN@v, may posi- by the Document view (“tree type” adding functions of AirN@v. tion the mouse pointer for a moment Table of Contents – TOC). Click on on the Icon and a “ToolTip” will “+” or “- ” to respectively • Accommodate Web Technology appear with the icon’s specific mean- deploy/collapse a given element of PAGE constraints as easily as possible ing. The same will happen for the the TOC. For full-sized text of the 20 while preserving performance. (truncated) Document Views, table of title/ effectivity, leave the mouse for

FAST 31 One of the consequences is that contents (TOC) titles and effectivities, a moment on the title (see sample). technical manuals are divided into which are displayed full-size when Then, click the title of the element a set of HTML pages. holding the cursor selected on them. you want to view.

Figure 1 AIRN@V

• Hyperlink buttons in the icon bar of the frame are designed for easy navigation within and between manual(s). Crossing a link is performed by a simple click. In Figure 1 selecting the “See IPC” button leads directly from the “AMM Installation of the IDG Oil Filter” to the corresponding IPC Figure, Detailed Parts List (DPL) with part number, vendor code and replacement information, if any. Links can also be highlighted in the text flow itself as standard web links (e.g. hyperlinks to figures/ sheets, other tasks etc. A mechanism of off-line links is also used to access to attached document. WORD SEARCH • When receiving a new revision, the engineer and mechanic are A Word Search can be accomplished • Wild cards at any location (“*” for specially interested in that piece of through the “Search” menu (Figure 2) any sequence of characters and information that has been revised or by clicking the corresponding icon. “?” for a single character). since the last revision. To respond to this requirement, the Manual The panel appears, offering the pos- • Exact content search for combined Front Matter includes Change sibility to type in the word(s) to be words. highlights, classified by ATA searched and to select the docu- PAGE chapters, including the elements ment(s) for which the search should • Proximity search with Boolean 21

subject to change, the reason for be performed. AirN@v will search in operators (connectors AND, OR, FAST 31 the change and a link to the the AMM and IPC for the exact con- NOT). considered part of the manual. Of tents, for example “bleed valve”. course, modified text is clearly (Word search is not case sensitive, After having opened the required displayed with a yellow thus typing in lower or upper case is document, the number of hits is dis- background for easy reference. possible). Furthermore, also more played for each table of contents advanced Word Searches are offered entry. “Next hit” and “previous hit” • If the whole element (task, page by AirN@v within a page, with buttons allow navigation among the block, SB-List etc.) fits in a single number of occurrences (hits) at all hits. When an entry is selected in the "HTML page", it is completely levels in the table of contents, navi- table of contents, the button “Next loaded and the Windows-like gation through next hit and previous hit” will display the first hit in this slider bar may be used to scroll hit, and the possibility to filter hits selection. through the pages (scroll up, down by effectivity: etc,). However, when the element is too large to be loaded, the beginning of the Figure 2 element is displayed with mention “Truncated page” at the bottom. Arrows in the Icon bar (see figure 1) can be used to access next or previous information pages.

• For more advanced retrieval, “word search” may be used and search through “forms” features in AirN@v. AIRN@V

SEARCH Figure 3 THROUGH FORMS

Searching for technical informa- tion may be much more complex than simply searching for words; for example, when searching in the AWL for all Wire Numbers connected to the Connector pin “AB” with Functional Item Number (FIN) “1CA1”. To perform such queries, search forms, accessed through the menu bar (as depicted in Figure 3) have been designed.

The list of relevant wires is then displayed. It may be trun- cated if there are too many results. In this case a more specific query is required. To view the information on the wire, double-click on the appropriate line in the results table. This line can be selected by pressing “Open”. PAGE 22 When entering data in the

FAST 31 search form, when the exact value of a the field is unknown, possible val- ues may be obtained through a Drop-down list, or by using (*, ?) wildcards in the text field.

AIRCRAFT TROUBLESHOOTING

AirN@v offers also intelligent inter- lected from the aircraft, being the active guided trouble-shooting (as Logbook and the Central previously covered by CAATS) and Maintenance System reports, as shown in figure 4. It guides the i.e. the Post Flight Report (PFR). mechanic to the right trouble-shoot- ing procedure based on the data col- From the Trouble-Shooting Manual (TSM) procedure, AirN@v gives access directly to any AMM proce- Figure 4 dure referenced in it (test, Selection of entry point & ATA Chapter removal/installation, servicing,...) and allows also further navigation inside the AMM and ASM. Access to the list of records for selected entry point AirN@v provides also the possibili- ty to associate complementary data Possible causes Trouble Shooting Manual CMS fault messages coming either from the airline, “Airline comments” or from Airbus “Technical Follow-up (TFU)”, to Comlementary Information Aircraft Maintenance Manual TFUs the Airbus documentation. The Aircraft Schematic Manual information is stored on the hard disk and integrated in AirN@v. A340-500 ARCTIC FLIGHTSAIRN@V

Figure 5 The Trouble Shooting function (Figure 5) allows selection of a primary Entry Point. It then propos- es a sequence of possible associated “Warnings/mal- functions”.

The Selected Entry Points are displayed on the upper part of the screen and the proposal of associated “Warning/malfunction” messages in the lower part of the screen.

An isolation procedure is displayed when it corresponds to a complete Fault Symptom.

From the TSM, hyperlinks to PAGE AMM/ASM or other documents can 23

be used to perform the fault isola- FAST 31 tion.

Other AirN@v features... EFFECTIVITY SELECTION

AirN@v supports data filtering by the list of selected aircraft, then dou- the “>” button. When pressing effectivity. In other words, either cus- ble-click on the desired aircraft “Apply” only the information tomised fleets (Effectivity: “ALL”), number. The desired aircraft number applicable to the selected aircraft or individual aircraft data – only valid can also be selected by clicking on will be displayed. for that aircraft – can be retrieved.

To activate this function, select Effectivity in System menu or click on the appropriate aircraft icon.

A panel appears with two columns (see Figure 6). The first column lists the aircraft to which the documenta- tion is applicable. The second col- umn lists the selected aircraft. By default, selected effectivity is “ALL”. To select a particular air- craft, first click on “<<” to empty Figure 6 A340-500AIRN@V ARCTIC FLIGHTS

GO BACK, GO FORWARD AND HISTORY • Go Back function gives access to the piece of information previously displayed. • Go Forward can be used to undo the Back function. • A History function allows viewing and access to information already accessed during the session. An option in Preferences (“System” menu) allows automatic saving and restoring of historical information.

ANNOTATIONS, BOOKMARKS AND ATTACHED DOCUMENTS

Bookmarks (markers in document for later access or printing) and notes or links to external attached documents (PDF, TIFF etc.) may be created, at any level in the doc- ument structure. The Modifications may be defined as Public, giving access for all Airn@v users, or Private when only for the current log-on user.

Figure 7 GRAPHICS

PAGE 24 The Active CGM Browser 7.1 gives advanced graphic manipulation fea-

FAST 31 tures, which may be accessed by click- ing the corresponding Icon shown in the top right of the window, see figure 7: • Previous image • Next image • Synchronise with view (show corresponding text) • Zoom in/out • Select area • Rotate • Pan • Print. PRINT

Two print modes are proposed.

• Clicking the print icon prints out that information block.

• A print icon is also included in the TOC of the document. This icon prints the complete content of the selection in the table of contents including referenced graphics.

Caution: Please note that when clicking e.g. on the AMM manual in the TOC, the whole AMM will be printed, when not out of buffer capacity. A340-500 ARCTIC FLIGHTSAIRN@V

Conclusion

Endless hours have been spent Airbus is once again setting the by engineers and mechanics standards with its modular set- looking for technical information up…. Airlines who want to extend on traditional supports such as the AirN@v capabilities to other in- paper, micro-film or even PDF. house manuals or to other aircraft Huge amounts of time and energy types can do so by acquiring one have been put in updating the or several modules of the ADOC documentation before it can be Family. released to the end users. The ADOC family is a In 1994, Airbus paved the way to comprehensive modular software easy access to technical data suite for multi-fleet SGML with its two interactive products Technical Data handling. ADRES/CAATS. Various modules can be chosen With the replacement of independently for airlines to build ADRES/CAATS by AirN@v in a Technical Data Management 2003, Airbus is now taking one system tailored to their needs. major step forward in terms of giving end-users easy access to The main modules of the ADOC information at the right time Family are (see figure below): wherever they are. • ADOC Manager for Content and Compared to previous supports Revision Management and applications, AirN@v (based on a fully owned Airbus • ADOC Electronic Publisher for PAGE technology “ADOC N@vigator”) – data preparation and 25

significantly reduces information customisation of applications FAST 31 look-up time, information distribution and aircraft trouble- • ADOC N@vigator for interactive shooting time, thus generating consultation and aircraft significant cost savings for Airbus troubleshooting operators. • ADOC Job Card Publisher for dynamic production of COMMERCIAL customised Job Cards triggered CONDITIONS from the Maintenance Planning FOR ORDERING AND System. SUPPLY

For any commercial questions on ordering and supply of AirN@v, please contact your regular Airbus Customer Support Manager.

For technical questions, please contact

Jan Renette Project Manager Technical Data Services Directorate Customer Support, Airbus Tel: +33 (0)561 93 49 71 Fax: +33 (0)561 93 59 44 e-mail: [email protected] Customer Services INDEX OF PREVIOUS ARTICLES

Index of previous articles

Advanced technology and the pilot 14 Feb. 1993 AAerodynamic deterioration. Getting hands-on experience 21 May 1997 Ageing - The electrical connection 14 Feb. 1993 Ageing - The electrical connection – Part 2 18 June 1995 Ageing aircraft. Understanding… 11 Jan. 1991 AIDS installed on ’ Airbus A300 2 1984 AIM-FANS wins growing number of orders 22 Mar. 1998 Airbus’ air-transportable hangar 15 Sep. 1993 Airman – Simplifying and optimising aircraft maintenance 29 Dec. 2001 Airworthiness Directives. Improving… 15 Sep. 1993 Auto-flight architecture and equipment 1 1983 A300-600/A310. Digital Avionics workshop - What’s new 9 July 1988 A318: Enhancing the A320 family 29 Dec. 2001

Bar coding on airbus aircraft parts 29 Dec. 2001 BBatteries - Control and maintenance 7 Jan. 1987 Braking management 2 1983 Braking management. Some additional facts… 1 1984

Cabin air comfort 19 Mar. 1996 Cabin air quality. Only the best 20 Dec. 1996 CCabin maturity programme 30 July 2002 Cabin steps for Malaysian Airlines System A300 6 Nov. 1985 Carbon brakes 7 Jan. 1987 Cargo door warning system. Bulk… 1 1984 Cargo loading - Retrofitable semi-automatic system for A300 2 1984 Cathode ray tubes - Their effects on maintenance practices 7 Jan. 1987 Central maintenance system on A330/A340 16 Apr. 1994 Central maintenance system on A330/A340 Option package to simplify maintenance 21 May 1997 Centre of gravity control system on A310-300. Refinement of … 12 Feb. 1991 Cold weather tests 9 July 1988 PAGE Commonality 14 Feb. 1993 26 Composite materials 8 July 1987 Computer software in Aircraft 11 Jan. 1991

FAST 31 Condensation and smoke warnings. A330/A340 cargo bay 21 May 1997 Conferences: ETOPS 16 Apr. 1994 A320/A321 Flight Operations 19 Mar. 1996 2nd A330/A340 Technical Symposium 20 Dec. 1996 4th Training symposium 20 Dec. 1996 4th Materiel Symposium 21 May 1997 A320 Family Technical Symposium in SFO 22 Mar. 1998 A330/A340 Technical Symposium on KUL 23 Oct. 1998 10th Operations and Performance Conference 23 Oct. 1998 A300 /310 /300-600 Technical Symposium, Bangkok 24 May 1999 4th A330 /A340 Technical Symposium, Cairo 25 Dec. 1999 5th Training Symposium, Toulouse 25 Dec. 1999 11th Human Factors Symposium, Australia 26 Sep. 2000 A319/A320/A321 Technical Symposium, Seville 27 Dec. 2000 A300 /310 /300-600 Technical Symposium, Munich 28 Aug. 2001 11th Performance & Operations Symposium, Puerto Vallarta 28 Aug. 2001 13th Human Factors Symposium, Toronto 28 Aug. 2001 Airbus Training & Flight Operations Conference, China 29 Dec. 2001 1st Flight Ops Monitoring & Safety Development Conference, Hong Kong 30 July 2002 5th A330 /A340 Technical Symposium, Montreal 30 July 2002 15th Human Factors Symposium, Dubai 30 July 2002 Containerisation on A320 and A321. Advantages of… 12 Sept. 1991 Converted Airbus freighters support 24 May 1999 Convertible in action 1 1983 Corrosion - A natural phenomenon 2 1983

Dispatch reliability 6 Nov. 1985 Part 2 7 Jan. 1987 D Part 3 8 July 1987 Drag reduction 13 Aug. 1992

EGT margin on A300/CF6-50C2 9 July 1988 Electrical generation A330/ A340 – No Break Power Transfer (NBPT) 30 July 2002 EElectrical wiring installation – Working practices 15 Sep. 1993 Engine bleed air system on A300-600 and A310 10 July 1990 Engine maintenance - Inflatable shelter 24 May 1999 Environment protection. Combining with windshield rain protection 23 Oct. 1998 ETOPS conference 16 April 1994 ETOPS for the A330. Accelerated… 16 April 1994 INDEX OF PREVIOUS ARTICLES

Fatigue testing. A320 full scale… 10 July 1990 FFCC retrofit ? 1 1983 FFFCC retrofit concept 2 1983 Fire resistance. Superior… 1 1984 rigging on the A320 family: Making it easier with the shark fin tool 27 Dec. 2000 Flap system. Developments on the A300 9 July 1988 Flight control system 5 May 1985 Flight control system. Evolution of hydro-mechanical components in… 10 July 1990 Flight operations monitoring program 30 July 2002 Flora and fauna. Flying… 20 Dec. 1996 Fly-by-Wire. Performance analysis of… 9 July 1988 Fly-by-wire at a glance. A pilot’s first view 20 Dec. 1996 Fog in the cabin 24 May 1999 FQI probes - Reprofiled fuel quantity capacitance probes for improved A300 FQI accuracy 2 1984 FQI system installed on the A300-600 and A310 5 May 1985 Freighters, Supporting Airbus converted 24 May 1999 Fuel conservation: Part 1 - Consequence of aerodynamic deterioration 1 1983 Part 2 - Consequence of aerodynamic deterioration 2 1983 Part 3 - Ground operations 1 1984 Part 4 - Take-off and flight operations 2 1984 Part 5 - Descent and landing operations 5 May 1985 Fuel leak repair – Quick curing sealant device 27 Dec. 2000 Fuel system A319 Corporate Jetliner 28 Aug. 2001 Fuel system A330/A340 14 Feb. 1993 Fuel system A340-500 /-600 26 Sep. 2000 Fuel system and centre of gravity control A310-300 7 Jan. 1987 Fuel system. Detecting leaks using helium 22 Mar. 1998 . Auxiliary… 1 1984 Fumigation of aircraft with carbon dioxide (CO2) 27 Dec. 2000

Hot. Is your aircraft too… 18 June 1995 PAGE Hydraulic system - Preventing leaks 22 Mar. 1998 27 HHydraulic system - Working practices 13 Aug. 1992 FAST 31 Ice accretion. Understanding the process of… 16 Apr. 1994 IDG servicing on A310 and A300-600. Improved… 8 July 1987 I Illustrated parts catalogue: New features 25 Dec. 1999 Inspection. Infrared thermography for in-service… 18 June 1995 Integrated drive generator servicing 29 Dec. 2001 Interferences. Electromagnetic 5 May 1985 Interferences. Electromagnetic 7 Jan. 1987 Iron bird 24 May 1999

JAR-OPS. Implementing with Airbus ops. Documentation 22 Mar. 1998 JJT9D-7R4. Lower operating costs for the thrust reverser system 11 Jan. 1991 JT9D-7R4. Rigging for enhanced durability 8 July 1987 KKnowledge based engineering – a prize winning team 30 July 2002 Lateral trimming 6 Nov. 1985 LLeased Airbus aircraft support 24 May 1999 Less paper in the cockpit - The Airbus concept 27 Dec. 2000 Lightening strikes and Airbus fly-by-wire aircraft 22 Mar. 1998 Long range operations – A safe operating environment 28 Aug. 2001 Lufthansa A300B4 1 1984

Main A320: Servicing the 2nd stage shock absorber 25 Dec. 1999 MMaintenance. Airman – Simplifying and optimising aircraft 29 Dec. 2001 Maintenance cost analysis – IATA/Airbus activities and results 25 Dec. 1999 Maintenance Planning Data Support 12 Sept. 1991 Maintenance programme development 10 July 1990 Maintenance and repair - Do you need help? 10 July 1990 Maintenance status A380 28 Aug. 2001 Maintenance. Ten years experience with Air A300 2 1983 Materiel planning - Managing uncertainties and getting the aircraft out on time 24 May 1999 Material provisioning for heavy maintenance. Are you ready? 11 Jan. 1991 Maturity programme A340-500 /-600 28 Aug. 2001 Maturity programme. Cabin 30 July 2002 Mercury attacks. When… 19 Mar. 1996 Minimum crew cockpit certification 1 1984 Mini side stick controller 2 1983 Modern Technology – what has changed? 26 Sep. 2000 INDEX OF PREVIOUS ARTICLES

NNew home for Airbus Product Support 16 April 1994 On-line access to Airbus engineering drawings 25 Dec.1999 OOn-line maintenance of A320 electronic systems - A true revolution 8 July 1987 Operation in areas contaminated by crude oil smoke 12 Feb. 1991 Operational interruption costs: Methodology for analysis 26 Sep. 2000 Operations on short runways. A300… 2 1984 Operational reliability improvement programme - Spurious smoke warnings on A300 and A310 10 July 1990 Operational reliability performance 13 Aug. 1992 Oxygen supply. Planning adequate… 15 Sept. 1993

Paint scheme. Choosing an external 18 June 1995 Paint systems. Maintenance of aircraft… 19 Mar. 1996 PPerformance as planned. A340… 19 Mar. 1996 Performance on wet or contaminated runways 9 July 1988 Pilot guard systems 19 Mar. 1996 Pitch damper improvements 1 1983 PW4000 Fadec, improved operational reliability 15 Sept. 1993 QQuarterly service report - A new format: QSR-WEB 25 Dec. 1999 Radio frequency identification for tracking tools 30 July 2002 Radomes: Portable equipment for testing 26 Sep. 2000 RRamp handling. A330/A340… 16 April 1994 Regulatory climate. The international… 22 Mar. 1998 Repair fasteners 28 Aug. 2001 Rigging for enhanced durability - Ring laser gyro 2 1984 trim control. A310/A300-600… 15 Sept. 1993 PAGE Service Bulletin computerisation. Airbus… 13 Aug. 1992 28 Service Bulletin reporting.

FAST 31 S Tech. Pubs. which reflect the configuration of your aircraft 23 Oct. 1998 Service Bulletins: What has changed with computerisation 29 Dec. 2001 Simplified English 7 Jan. 1987 Spares Center. Airbus Service Co. Inc. … 12 Sept. 1991 Spares costs. The path to lower 23 Oct. 1998 Spares Investment: Initial cost reduction 27 Dec. 2000 Spare parts: Cost benefit management 21 May 1997 Spare parts. Frankfurt store – expanding our service 21 May 1997 Spare parts. Material provisioning for heavy maintenance. Are you ready? 11 Jan. 1991 Suppliers Conference 12 Sept. 1991 Supporting leased Airbus aircraft 24 May 1999 Sustained operations in hot weather 6 Nov. 1985 Symposium. Materials… 13 Aug. 1992 Symposium. A300/A310/A300-600 Technical… 13 Aug. 1992 Symposium. A320 Technical… 12 Sept. 1991

TCAS II 12 Sept. 1991 Technical publications combined index 18 June 1995 TTraining. State-of-the-art 19 Mar. 1996 Training philosophy for protected aircraft in emergency situations 23 Oct. 1998 Trent - Reliability by design 14 Feb 1993 Trouble Shooting - The impact of modern data recording and monitoring systems. Improved... 11 Jan. 1991 Turbulence. Flight in severe… 18 June 1995 Tyre servicing with nitrogen 9 July 1988

Upgrade services 30 July 2002 Upset recovery – a test pilot’s point of view 24 May 1999 UUpset training. Aerodynamic principles of Large airplane upsets Special June 1998

Vasp. Innovative… 6 Nov. 1985 VVibration on A320 Family. Avoiding … 23 Oct. 1998

Weight and balance system 6 Nov. 1985 WWindshear 6 Nov. 1985 of the A310. The modern… 5 May 1985 FROM THE ARCHIVES:A340-500 POLARARCTIC FLYING FLIGHTS

The first flights over the North Pole took place in the They over flew the Pole 11h 30min later and continued late 1920s. Richard Byrd and Floyd Bennett in a Fokker- in a straight line towards Nome in Alaska. VII tri-motor called Josephine Ford were the first on 9th May 1926. It took them 23 hours on a return flight from They eventually moored nearby at Teller at 08:30 on the Spitzberg (Svalbard) during which they circled the Pole 14th of May 1926. The flight, which covered 5100 for 14 minutes. kilometres and took 68h 30min, was severely hampered by a build up of ice on the nose of the airship. A ton of Two days later on the 11th of May at 14:00 Roald ice destabilised the airship and froze over the antenna, Amundsen the well-known explorer and Umberto Nobile depriving the crew of vital weather information took off from Spitzberg in an Italian built airship named Two years later on 15th April 1928 the Australian Norge. explorer Wilkins and his pilot Eielson, in a Lockheed Vega powered by a single Wright 230hp, crossed the North Pole from Point Barrow to Spitzberg in 20 hours. PAGE The wooden “provided good insulation”. 29 FAST 31

Airship Norge at the entrance to its open-roofed hanger in Spitzberg. It was 106m long and powered by three Maybach 230hp engines.

The Lockheed Vega1 at Spitzberg following its flight from Point Barrow in Alaska. CUSTOMER SUPPORT AROUND THE CLOCK... AROUND THE WORLD

Customer support AROUND THE CLOCK...AROUND THE WORLD

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

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

CHINA Ron Bollekamp Director Customer Support Tel: +86 10 804 86161 Fax: +86 10 804 86162 / 63

RESIDENT CUSTOMER SUPPORT ADMINISTRATION Philippe Bordes Training centres Spares centres / Regional warehouses PAGE Director Resident Customer Representation 30 Administration Resident Customer Support Managers (RCSM) Tel: +33 561 93 31 02 FAST 31 Fax: +33 561 93 49 64 RCSM LOCATION COUNTRY TECHNICAL, SPARES, TRAINING Airbus has its main Spares centre in Hamburg, Abu Dhabi United Arab Emirates and regional warehouses in Frankfurt, Algeria Amman Jordan Washington D.C., Beijing and Singapore. Athens Greece Bangkok Thailand Airbus operates 24 hours a day every day. Beirut Lebanon AOG Technical and Spares calls Brussels Belgium in should be addressed to: Buenos Aires Argentina Cairo Egypt Tel: +1 (703) 729 9000 Caracas Venezuela Fax: +1 (703) 729 4373 Charlotte USA - North Carolina Chengdu China AOG Technical and Spares calls outside Colombo Sri Lanka North America should be addressed to: Copenhagen Denmark Damascus Syria Tel: +49 (40) 50 76 3001/3002/3003 Delhi India Fax: +49 (40) 50 76 3011/3012/3013 Denver USA - Colorado Derby Airbus Training centre Detroit USA - Michigan Toulouse, France Dhaka Bangladesh Doha Qatar Tel: +33 561 93 33 33 Dubai United Arab Emirates Fax: +33 561 93 20 94 Dublin Ireland Duluth USA - Minnesota Airbus Training subsidiaries Dusseldorf Germany Miami, USA - Florida Frankfurt Germany Guangzhou China Tel: +1 (305) 871 36 55 Hangzhou China Fax: +1 (305) 871 46 49 Hanoi Vietnam Beijing, China Helsinki Finland Tel: +86 10 80 48 63 40 Hong Kong S.A.R. China Fax: +86 10 80 48 65 76 Indianapolis USA - Indiana CUSTOMER SUPPORT AROUND THE CLOCK... AROUND THE WORLD

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RCSM LOCATION COUNTRY RCSM LOCATION COUNTRY

Istanbul Turkey Noumea New Caledonia Jakarta Indonesia Palma de Mallorca Spain Jinan China France Johannesburg South Africa Philadelphia USA - Pennsylvania Karachi Pakistan Phoenix USA - Arizona Kingston Jamaica Pittsburgh USA - Pennsylvania Kuala Lumpur Malaysia Port of Spain Trinidad and Tobago Kuwait city Kuwait Qingdao China Lanzhou China Rome Italy Larnaca Cyprus San Francisco USA - California Lisbon Portugal San Salvador El Salvador London United Kingdom Santiago Chile Louisville USA - Kentucky Sao Paulo Brazil Luton United Kingdom Seoul Macau S.A.R. China Shanghai China Madrid Spain Shenzhen China Manchester United Kingdom Shenyang China Manila Philippines Singapore Singapore Mauritius Mauritius Stockholm Sweden Medelin Columbia Sydney Australia Memphis USA - Tennessee Taipei Taiwan Mexico City Mexico Tampa USA - Florida Milan Italy Tashkent Uzbekistan Minneapolis USA - Minnesota Tehran Iran Monastir Tunisia Tokyo Japan Montreal Canada Toronto Canada Moscow Russia Tulsa USA - Oklahoma Mumbai India Tunis Tunisia Nanchang China Vancouver Canada Nanjing China Verona Italy New York USA - New York Vienna Austria Ningbo China Xi'an China Zurich Switzerland www.airbus.com

One pilot fits all.

Thanks to fly-by-wire technology, the flight deck, flight procedures and handling characteristics on Airbus planes are virtually identical. The same goes for our aircraft systems and maintenance programs. So everything from training pilots to managing spare parts is easier and more cost-efficient. Obviously making our planes the smart choice. Airbus. Setting the standards.