Airbus Industrie Flight Airworthiness Support Technology Airworthiness Flight

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Cover / backcover/p 33 NEW 4/05/99 18:49 Page 2

AIRBUS TECHNICAL DIGEST

AIRBUS INDUSTRIE FLIGHT AIRWORTHINESS SUPPORT TECHNOLOGY AIRWORTHINESS FLIGHT

NUMBER 24 MAY 1999 AIRBUS TECH NICAL DIGEST

M A Y 1 9 9 9

Support of leased Airbus aircraft 2 Hans Krauss

Supporting Airbus converted freighters 7 Gerard Rhemrev

Inflatable shelter for aircraft engine 11 maintenance Michel Leonhardt

The Iron Bird 12 Captain Chris Krahe

Customer Services conferences 15

Fog in the cabin 16 Jed Traynor

Airplane upset recovery 18 A test pilot's point of view Captain William Wainwright

Getting the aircraft out on time 24 Editor: Denis Dempster, Product Marketing Managing uncertainties in materiel Graphic design: Agnès Lacombe, Customer Services Marketing planning Telephone: +33 (0)5 61 93 39 29 Brian Wood E-mail: [email protected] Telex: AIRBU 530526F Telefax: +33 (0)5 61 93 27 67 A test pilot's view point - Part 2 29 Photo-engraving: Passion Graphic Printer: Escourbiac Resident Customer Support 30 FAST may be read on Internet http://www.airbus.com representation

Articles in previous issues 32 © AIRBUS INDUSTRIE G.I.E. 1999 The articles herein may be reprinted without permission except where copyright source is indicated, but with acknowledgement to Airbus Industrie. Articles which may be subject to ongoing review must have their accuracy verified prior to reprint. The statements made herein do not constitute an offer. They are based on the assumptions shown This issue of FAST has been printed on paper and are expressed in good faith. Where the supporting grounds produced without using chlorine, to reduce waste for these statements are not shown, the Company will and help conserve natural resources. be pleased to explain the basis thereof. Every little helps’.

FAST / NUMBER 24 1 p 1 / 15 1/06/99 9:13 Page 2

he Customer Support Services TRAINING Division is involved during the T following phases in the life of In order to ensure a successful en- an aircraft: try into service and continued op- ● during contract negotiations with the eration of the aircraft, Airbus lessor for the sale and purchase of the Industrie provides customised aircraft, training packages for the air- ● from contract signature to entry into line’s personnel at Airbus service of the aircraft, Industrie training centres. ● operation of the aircraft, Courses are available for ● return and re-delivery of the aircraft Flight and Cabin Crews, to a new operator, and Maintenance and ● during its storage. Performance person- During the first two phases, the lessor nel. Having customers addresses questions to one single focal throughout the world, point in Airbus Industrie Customer Airbus Industrie has Support - the Customer Support located three training Manager (CSM) dealing with Leased centres, in Toulouse, Beijing and Pre-Owned Aircraft. This CSM is and Miami. Each centre has full- based in the Airbus Industrie headquar- flight simulators available. ters and provides assistance to the The training package consists of: lessor and lessee until the aircraft is ● Flight crew transition handed over to the airline. Prior to entry By Hans Krauss courses into service, the account is passed over Director, Customer Support Regular, adapted or to the CSM in charge of the airline. His Airbus Industrie Customer Services Cross Crew Qualifi- role is to act as the focal point for co- cation (CCQ). They ordination, implementation and moni- are a blend of lectures, The leasing companies who buy Airbus aircraft toring of all customer support services, computer-based train- and this CSM is based either in ing, system trainers, generally concentrate their efforts on marketing, Toulouse, Beijing or Washington de- fixed-base and full-flight finance and sales, and have limited in-house pending on the airline’s location. simulators combining aca- Resident Customer Support represen- demic instruction with prac- technical and engineering capabilities. tation can also be provided at the air- tical training. line’s main base or any other location They rely on the aircraft and engine manufacturers to be mutually agreed. These Resident ● Cabin Crew courses to provide the support of the aircraft in service. Customer Support Managers (RCSMs) Familiarisation with Airbus are the airline’s permanent on-site in- cabin features Within Airbus Industrie’s Customer Support terface with the CSM, providing contin- ● Performance/Operations Services Division, the department “Leased and uous support matched to the airline’s courses needs. In addition, advice on the techni- These courses provide flight Pre-Owned Aircraft” provides support to leasing cal operation of the aircraft is available operations staff with a companies (the lessors) and to the airlines from the RCSM at transit stations, training on Airbus per- where RCSM offices have been estab- formance documenta- operating the aircraft (the lessees). lished for other Airbus operators. In tion, systems and cities such as New York, London, computation pro- Paris, Istanbul, Frankfurt, Madrid, Abu grammes. These Dhabi, Hong Kong, Los Angeles and courses are designed Manchester, “city coverage” has been for, Flight Dispatchers, developed to support several operators Performance Engineers, based in the same city. In case of need, Weight and Balance Engineers and operators may contact RCSMs at any Load Masters. station. Their contacts are given on ● Maintenance courses pages 30 and 31. They are a blend of lec- There are generally four types of op- tures, computer-based erators of leased aircraft: training, maintenance training simulators and field trips ● the start-up airlines, combining academic instruc- ● an existing airline that is not yet tion with practical training. Airbus operator, Academic instruction, practi- ● an existing Airbus airline, operating cal and hands-on experience can the same Airbus type as the one being also be provided at the airline’s leased, base or any other airline’s base ● an existing Airbus airline, operating equipped with training aids and fa- a different Airbus type. cilities. In addition to the simulators The Customer Support Package that at the Airbus Industrie training cen- includes the following items can be tres, simulator capacity for Airbus tailored to meet the specific needs of aircraft is available worldwide. Lists either type of airline. of simulator locations can be provided.

2 FAST / NUMBER 24 FAST / NUMBER 24 3 p 1 / 15 1/06/99 9:13 Page 4 4 Typical documentation delivery sequence

▲ ▲ ▲ ▲ ▲ ▲ ▲ ▲

TEM/TED

VIM MFP

AC SES F Maintenance Facility Planning Live Stock Transportation Manual MFP LTM Radioactive and Hazardous Elements Illustrated Parts Catalog LRE IPC FM Flight Fuel Pipe Repair Manual FPRM Electrical Standard Practices Flight Crew Operating Manual Manual FCOM ESP Component Maintenance Manual Consumable Material List CMM Cargo Loading System Manual CML Check List, abnormal/emergency CLS Crash Crew Charts CL Aircraft Schematic Manual CCC ASM Aircraft Wiring Manual AWM Aircraft Wiring List AWL Aircraft Recovery Manual ARM Airplane Characteristics for Airport Planning Aircraft Maintenance Manual AMM AC MPD

(List of)

CMM

CLS PPM Originated Changes from the lessee, customisation changes. The Customer sion of the documentation and lessee. free of charge in the name Minimum Equipment List (MMEL) - (FCOM), Check List (CL), Master (FM), Flight Crew Operating Manual Operational manuals - Flight Manual Industrie will customise the from one lessee to another, Airbus use of manuals if necessary. tion. Airbus can train the lessee on porate the revisions in documenta- the responsibility of lessee to incor- according to set frequencies and it is tween the lessor and lessee. fined in the lease agreement signed be- the lessor provides to lessee is de- The technical publication package that

Airbus Industrie manages the revi- In the event an aircraft is transferred Technical documentation is revised

TECHNICAL DATA AND

DOCUMENTATION

NTM

SRM

MMEL

FCOM IPC

AWM

CML

TSM AMM ▲ ▲ ▲ ▲ ▲ Note : This list is not exhaustive

Airline customized manuals/data Weight and Balance Manual Vendor Information Manual WBM Trouble Shooting Manual VIM TSM Time Limits and Maintenance Checks Illustrated Tool and Equipment Manual TLMC Tool and Equipment Drawing TEM Structural Repair Manual TED SRM Standard Job Cards SM Standards Service Information Letter SJC Support Equipment Summary Manual SIL SES Performance Programs Manual SB Service PPM Production Management Data Base Bulletin PMDB T Nondestructive Testing Manual Maintenance Planning Document NTM MPD Master Minimum Equipment List MMEL

A/C DELIVERY

SIL WBM SB fly extended twin engine operations. if the operator wants authorisation to yet registered in a particular country or ness authority if the aircraft type is not rect support to the relevant airworthi- lessee, Airbus Industrie may provide di- Services Price List. tions stated in the Airbus Customer rated in the lessor’s manuals at condi- ment of the lessor and must be incorpo- manuals, must have the formal agree- generally not accepted for operational mendations cover initial provisioning Equipment and Tools. These recom- chase of Spares, Ground Support vides recommendations for the pur- specific needs, Airbus Industrie pro- principal store is in Hamburg. several strategically located stores. The spare parts distribution network with Airbus Industrie maintains a worldwide

Upon request of the lessor or In order to respond the airline’s MATERIEL SUPPORT FAST / NUMBER 24 warder in a minimum of two hours. placed in the hands of an assigned for- Parts ordered under this scheme can be inventory of Airbus proprietary parts. abling Airbus customers to reduce their an approach to just-in-time delivery en- days a year FAST / NUMBER 24 Industrie, which is analysed every provide operating data to Airbus the new aircraft. All Airbus operators from previous aircraft into the design of to incorporate the in-service experience sign phase of each aircraft. The aim is in service, but starting during the de- aircraft is taken very seriously, not only Maintainability and reliability of Airbus ● ● and Beijing: Frankfurt, Washington DC, Singapore spares centres located in Hamburg, shortest possible time from its five processing times. have also agreed to reduce their shop mum, not an average. Airbus suppliers endar days. This is a guaranteed maxi- completed within a maximum of 15 cal- pairs of its proprietary parts will be Airbus Industrie guarantees that its re- that a failed part is in the repair circuit. stock are required to cover the period sioned, as spare parts removed from mining the level of spares to be provi- for lease. Airbus operators, and spares available spares pooling arrangements with kit if necessary, information on possible investment forecast (SIF), a fly-away (IP) of spare parts and tools, a spares Airbus supplies the right spares in Repair time is a key factor in deter-

Customised lead-time (CLT). CLT is AOG service 24 hours a day, 365

MAINTAINABILITY AND

RELIABILITY Washington

maximum benefit from the aircraft. make sure that the airline is getting discussed and analysed in order to flight hours and cycles will be ity, in-flight shut downs, cancellations, maintenance reports, dispatch reliabil- Reliability. Data such as pilot and of Maintenance, Engineering and Programme Directors and the Director Customer Support Directors, Customer Services, and attended by the month in a meeting chaired by the V.P. enue service, the aircraft, reliability. department improve aircraft in-service veloped to assist the airline’s technical economical levels of reliability. achieve and maintain competitive mance. All this to assist the airline and component engine perfor- lot’s reports, operational interruptions with individual airline variations, pi- Airbus can provide fleet reliability data ceipt of the data from operators. service data is totally dependent on re- The ability to monitor and analyse in- ● ● ● ● Maintenance Planning Data Support): Maintenance Planning Document / nance Review Board Document / Maintenance Programmes (Mainte- Airbus can provide customised RELIABILITY MONITORING Customised programmes can be de-

minimise maintenance costs. maximise aircraft availability for rev- optimise maintenance planning, to facilitate the entry into service of

Frankfurt

AND ANALYSIS MAINTENANCE

ENGINEERING Hamburg

Singapore Beijing 5 p 1 / 15 1/06/99 9:14 Page 6

6 that their aircraft meet the high reliability standards necessary for successful airline operation today. the aircraft. This requires teamwork and here Airbus can provide necessary assistance to lessors lessees ensure contract signature, throughout the life of aircraft. In service it is essential that airline gets maximum benefit f Airbus Industrie Customer Services Directorate can provide the full range of services needed by lessors and lessees, from CONCLUSION ated kits. Commitment. Policy and Supplier Interface Spare Parts Warranty, Service Life ments such as the Standard Warranty, warranties and contractual commit- high quality support. Airbus aircraft provide accurate and that suppliers of equipment fitted on the Equipment Manufacturers, and ensures between the lessor, lessee and Original sists in developing good relationships The Business Management Division as- redelivery of an aircraft to the next patch to a repair site. During return and of tools are available for immediate dis- and repairs. Working parties with stock maintenance checks, major layovers Division can assist with the planning of Bulletins. The Technical Services quire assistance to incorporate Service From time to the airline may re- tenance plan, can also be provided. in the formulation of airline’s main- on changes, if necessary, and assistance taining the aircraft. Recommendations and equipment for servicing main- engineers to evaluate facilities, tools Airbus Industrie can provide qualified Bulletins and manufacture of associ- the creation or validation of Service lessee, Airbus can provide service This department also administers ready short aircraft downtime, and may require the reduction of an al- use ytenwoeao.This quested by the new operator.

other customization changes re- airworthiness authorities and MAINTENANCE AND modifications required by the mentation, MTOW changes, bulletins and associated kits for indicators, placards and docu-

units of measurement affecting

MANAGEMENT configurations, changes of ENGINEERING

ing, for example, cabin re- aircraft conversions, cover-

RELIABILITY

BUSINESS SERVICES n FAST / NUMBER 24 rom

FAST / NUMBER 24

channel express Freighters Converted Airbus Supporting

Freighters Converted Airbus Supporting

The Airbus wide-body aircraft are gradually becoming the aircraft of choice for conversion into rihes Although the conversions are done by freighters. two independent companies who provide the support for their conversion, Airbus Industrie still provides the full support for basic aircraft. Airbus Industrie Customer Services Leased & Pre-owned Aircraft Support Customer Support Manager By Gerard Rhemrev 7 p 1 / 15 1/06/99 9:14 Page 6

other customization changes re- airworthiness authorities and MAINTENANCE AND modifications required by the mentation, MTOW changes, bulletins and associated kits for indicators, placards and docu-

units of measurement affecting

MANAGEMENT configurations, changes of ENGINEERING

ing, for example, cabin re- aircraft conversions, cover-

RELIABILITY

BUSINESS SERVICES n FAST / NUMBER 24 rom

FAST / NUMBER 24

channel express Freighters Converted Airbus Supporting

Freighters Converted Airbus Supporting

The Airbus wide-body fuselage is ideally suited for freight transport, present. Twelve operators already have them in service and leasing companies AIRBUS INDUSTRIE are buying them on speculation for con- Manager (CSM) to them 88 inches 125 inches 96 inches version. This has rejuvenated the who will be their point of A300B4 market and particularly the contact in the company. residual value of the aircraft. The two Airbus has a large Engineering and Technical conversion centres have slightly differ- Customer ent approaches to the modification but Services Division whose the end result is the same, the converted staff can be contacted 24 Services aircraft can carry the same payload. hours a day. They provide engineering recommenda- Catalog 96 inches The BAeAS conversion has an electri- cally operated main deck door and tions including trouble- strengthened floor beams. The EFW shooting advice, develop- conversion has a hydraulically operated ment of modifications for LD-3 LD-3 LD-6LD-7 door and new floor beams, similar to product improvement, op- the A300-600F. tional modification, on-site The downtime for the conversion is technical assistance includ- about 14 weeks but this time varies ing trouble-shooting, retrofit considerably depending on the addi- and repair. tional work programmed such as for Spares support is also available 24 hours a day. ... can carry a wide variety of containers and pallets, modifications and D-check. The A300B4 has an excellent relia- The CSM will monitor the bility record, the fleet average for the progress of all queries the operator sends to Airbus. Accepts the full range of existing underfloor cargo containers and pallets last twelve months being 99%, with The full list of additional Full interlining capability flight duration varying between 1.12 1999 and 3.5 flight hours. The twelve opera- services available is given in No need for special containers the Customer Services 106 in. forward cargo door tors averaged over 99.5% in January 1999. Catalog. here are different types of Details of the principal The services included in the Pallet (*) Airbus freighter currently in services are given in the previous arti- Catalog are: service: cle “Support of Leased Airbus T THE SUPPORT TREE ● T Technical Publications LD7/LD9 ● the A300C4, A300F4, A300-600F Aircraft”. However it should be noted on paper and A300-600ST (Super Transporter) that, to reduce operating costs, Airbus The A300-600F and A300-600ST ● Customising of Technical AAF/AMF which are built and sold by Airbus Industrie provides a low utilisation (Super Transporter), being sold by Publications Industrie maintenance programme, for aircraft LD6 Airbus Industrie as new aircraft, receive ● Maintenance planning ● the A300B4F which is converted the same full support package as for operating less than 2000 flight hours per year. This programme was incorpo- data support LD5/10/11/21 through a Supplemental Type any other purchased Airbus aircraft. ● Spares provisioning Certificate (STC) either by, Elbe This includes all parts associated with rated in Revision 21 to the Maintenance Planning Document (MPD) which documentation LD3 - the most commonly used cargo container Flugzeuge Werke (EFW), a subsidiary the main deck cargo modification. ● Engineering and technical of DaimlerChrysler Aerospace, in Operators of A300s and A310s con- should be provided with the aircraft. Over 160 000 in worldwide use Also, Airbus Industrie no longer pro- assistance Dresden, Germany, or British verted to freighters by the STC holders ● Field service representation. LD1 Aerospace Aviation Services (BAeAS) do not buy the conversion direct from vides training for the A300B4, but ten in Bristol, England Airbus Industrie, however they still re- training centres in the Americas, 125" system (164" overall) (*) 125"x88" or x96" Africa, Europe and Asia have simula- ● the A310-200F which is an A310- ceive complete support from Airbus for the basic aircraft. The support for all tors for flight crew training and can 200 converted by EFW (DASA) also provide maintenance training. through STC. parts associated with the main deck freight conversion, is provided by the To increase payload and revenue, ... and special loads. Each conversion centre holds STCs STC holders. Airbus offers two Service Bulletins (SB issued by the FAA. The A300B4F, A300-00-032 and A300-53-0342) that -600F and A310F have the same fuse- allow an increase of Max Zero Fuel lage cross-section, (see figure above), SUPPORT FROM Weight (MZFW) by two tonnes. and can carry a wide variety of con- AIRBUS INDUSTRIE SB A300-00-0032 allows the aircraft to Engine transport tainers and pallets. This allows excel- be certificated at the new weight and Core unit Fan unit lent interlining possibilities with other Airbus Industrie provides a full range calls for the installation of SB A300- genuine wide-bodied aircraft. Over 60 88x125" pallet 88x125" pallet of Customer Services for the basic air- 53-0342, the structural modification. are in service and commitments al- craft throughout its operational life. To They are applicable to all A300B4- ready exist to convert a further 120. assist the operators obtain and make 200s . The STC holders are capable of Payloads for these three versions best use of the services available, adapting these service Bulletins to the vary between 39 and 55 tonnes Airbus allocates a Customer Support aircraft they convert. (86,000lb Ð 121,000lb). The Super Transporter, affectionately known as the “Beluga”, has an enlarged main deck with a volume of 1400m3 (49,400ft3) and carries a payload of 47 tonnes (103,600lb). It is designed to carry out- size loads. The A300B4-200 is the aircraft that is attracting the most conversions at

8 FAST / NUMBER 24 FAST / NUMBER 24 9 p 1 / 15 1/06/99 9:18 Page 10 10 A300B4 Converted Freighters are excellent value in today’s freighter market. Operators of these aircraft can expect the same high standard support that all other Airbus operators now take for granted. available can be purchased and converted at a good price they meet today’s more stringent environmental standards. that many operators of old 1960s era, noise limited freighters, now have viable, efficient replacements available. The A300B4s This new task acquired by the Airbus A300s, as wide-body freighters, has not only increased their residual values but means repairs related to the structure of Airbus Industrie will co-ordinate major and pass on any query related to the Airbus Industrie’s engineers can identify the conversion centres. This ensures that by MSN, and all the contact names at parts, the operating data for each aircraft the conversion and lists conversions’ sions has been developed. It summarises sponse, a data-base about the conver- operators get a quick and adequate re-

To ensure that technical queries from CONCLUSION aircraft queries. directly to basic converted part, responding to the whilst holder STC ■ with the STC holders. has efficient lines of communication basic aircraft and the conversion, it answer. Airbus Industrie to provide the proper craft, the STC holder will liaise with the converted part and basic air- tions concerning the interface between dressed to the STC holder. For ques- verted part of the aircraft should be ad- tion. for example, supplement documenta- main deck freight conversion including, support for all parts associated with the The STC holders provide matching

Technical queries linked to the con-

THE STC HOLDERS SUPPORT FROM FAST / NUMBER 24

FAST / NUMBER 24 INFLATABLE SHELTER FOR AIRCRAFT ENGINE MAINTENANCE Practical experience from a Resident Customer Support Representative P engines can be a demanding job. This is particularly true when these tasks have to be performed in the open air in inclement weather conditions.

need for a temporary shelter to alleviate the problems associated with carrying out some engine maintenance tasks in the open. These problems were over- come when a company from Cork, in Ireland pro- Recently a European A330 operator had an urgent posed to manufacture an inflatable shelter, able to erforming a maintenance action on wide body jet cover a complete wing-mounted engine on a wide- body aircraft. The basic requirement was to have equipment able to enclose a complete engine, allow- ing opening of all the cowlings, and permitting an engine change inside the shelter.

● people ● By Michel Leonhardt ● Resident Customer Design criteria were the following: ● Support Representative Airbus Industrie three persons in thirty minutes Lightweight, to be handled by a maximum of two ● Customer Services mechanically or by ballast. Manoeuvrable Weatherproof signed an inflatable shelter that could be installed by Quick assembly / installation by maximum of two persons in 5 minutes. The shelter is inflated with the help of a 240 volt / 2000 watt blower. This Provision should be made for anchorage, either blower keeps running for the whole time the shelter This manufacturer, J.B.Roche (MFG) Ltd., de- is used. Once the blower is stopped, the shelter can be collapsed and stowed in 10 minutes.

For further information, please contact: J.B. ROCHE (MFG) Ltd., Unit Centrepoint, 11 Centre Park Road, Cork, Ireland Phone: +353.21 320 320 - Fax: +353.21 320 323 - e-mail: [email protected] Web: www.jbroche.com

placement with the shelter in position. It is manufac- tured from fabric designed to withstand harsh conditions, and is resistant to oil, acids and hydraulic fluids. As the fabric is made of white and translucent Removable front and back doors allow engine re- material, working conditions inside the shelter are very good. The shelter can also be equipped with lighting, heating and air-conditioning if required.

and 50cm in diameter and weighs only 110kg. The blower weighs 20kg. This bag is very easy to transport and store. The whole package is stowed in a bag 150cm long 25kt with no problem. It is not fixed to the ground mechanically, however it is kept in place by placing some ballast, such as water containers or sandbags, on the skirts provided for that purpose. This shelter is now used frequently, in winds up to jets are available at present, but the manufacturer is willing to extend the range, and is ready to design similar shelters based on the same principle, and able to protect other aircraft, or parts of aircraft. Only shelters designed for use on wide body twin- in the past, this one has the great advantage of being very easy to use, and doesn't need foundations on the ground. A small team can install it very quickly. This may be ideal for a working party in charge of aircraft Unlike other movable shelters or hangars proposed repair or recovery, or unscheduled engine change on a remote airfield.

n 11 p 1 / 15 1/06/99 9:19 Page 12

The use of Iron Birds

The flight deck of the Iron Bird has a long history in Europe.

he first were developed for the Sud Aviation T Caravelle which first flew in 1955, followed by the de Havilland Trident, the VC-10, the BAC 1-11 and British Aircraft Corporation (BAC)/Sud Aviation Concorde. Airbus Industrie has been happy WHAT IS THE IRON BIRD? The Iron Bird is an engineering tool to continue with this tradition. used to design, integrate, optimise and validate vital aircraft systems such as: ● Electrical Generation ● Hydraulic Generation ● Flight Control System ● Auto Flight System by Captain Chris Krahe ● Warning System (ECAM) Engineering Test Pilot ● Centralised Fault and Maintenance Bird needs a cockpit for its control. The electronics bay. Airbus Industrie Customer Services System. Three Fixed Based Simulators (FBS) Computer installation The Iron Bird is the physical integra- are used along with a mobile visual tion of the above systems with each one system which can be connected to ei- laid out representing the geometry of ther one. Here again, in order to work the aircraft as far as dimensions of hy- efficiently, each FBS can be used ei- draulic lines (length, diameter, shape) ther as an A340 or as an A330, since are concerned. They are mounted in an the architecture of the systems is nearly easy accessible rack with all the com- identical. General view of the Iron Bird ponents installed at the same place as From the flight deck, the Iron Bird on the real aircraft. For space saving, can be flown like the aircraft. The the wings are folded to lie parallel to aerodynamic model and the environ- the fuselage systems. One can recog- mental conditions such as air density, The electronics bay. nise the hydraulic jacks of ailerons and air temperature, airspeed, Mach num- The wiring behind spoilers along the wing and all other ber, etc. are generated in a computer. the computers components such as valves, solenoids or accumulators, etc. Aircraft hardware such as Integrated Drive Generators and/or hydraulic pumps, which would normally be driven by the aircraft’s engines, is driven by electrical motors, via gear-boxes. The hydraulic actuators are powered by the respective hydraulic system and move the “control surfaces”. Superimposed is the electrical system, which physically supplies the aircraft via the various buses. As in the real aircraft, all the necessary wiring of the installed systems is represented, including a full installation of the electronic bay with all the plugs, connectors and computers in racks. In order to be able to use the equipment efficiently, there are three electronic bays installed in parallel; they can be used to make back-to-back tests with computers consisting of different hardware or software combinations. This obviously allows a quicker progress of the development work of the systems. Since all aircraft systems are controlled from the flight deck, the Iron

12 FAST / NUMBER 24 FAST / NUMBER 24 13 p 1 / 15 1/06/99 9:20 Page 14 14 The Iron Bird’s rudder Electrical generation and stabiliser

systems and to plan the flight test pro- test crews use it to adapt the new of development “flight-hours”. Flight in place and has accumulated thousands prior to the first flight, Iron Bird is phase of an aircraft, more than one year In the early stages of development

WHAT IS THE IRON BIRD USED FOR? Airbus products. of safety, efficiency and comfort, in the making technology work for the benefit which represents real wealth when birds have a rich backlog of experience have worked many years with the Iron Iron Bird and in flight. They have already been tested on the could lead to an all-electric aircraft. tro-hydraulic actuators (EHA) which such development is the study of elec- modification on the aircraft type. One ments before they are introduced as a to try new developments and enhance- what happened in special scenarios or ware, in order to understand depth scenario with the real hard and soft- are used from time to replay a A330/A340 are still operational. They then A310 to the A319/A320/A321 and starting with the “classic” A300B2/B4, with components or systems. to trace anomalies that may show up aircraft systems as well a test bench is used for further development of the craft is in revenue service, the Iron Bird valuable tool. developed, tested and validated on this phase of the new aircraft type is first or fine-tuning during the development cal flight control system. Any changes cluding the control laws of electri- are “loaded” on the aircraft systems, in- validated on the Iron Bird before they ware of the computers are tested and craft, the various hardware and soft- for the first flight of prototype aircraft during its initial flight test period. costly and less safe with the real air- achieved “the hard way”, i.e. very without such a tool could only be ders the new aircraft a maturity that interference (EMI). The Iron Bird ren- termine the effects of electro-magnetic whole system assembly is done to de- components, computers, wiring and the other components. Extensive testing of sess their impact on the computers or terruptions and times are studied to as- procedures, are developed. with the relevant checklists or ECAM normal and emergency procedures, and recorded. Like this the normal, ab- the systems can be studied in full detail the treatment of failures introduced in the very early stages. The effects and aly that may require a change during to discover an incompatibility or anom- sented as they “play together” or even ponents of the systems which are repre- mise the characteristics of all com- gramme. It is the perfect tool to opti- The team of engineers and pilots who The Iron Birds of all the Airbus types After certification and when the air- In the final stages of preparation Electrical switching with variable in- FAST / NUMBER 24 n FAST / NUMBER 24 Wolfgang FIEGLMÜLLER, Production Manager ¥ , Managing Director, Wolfgang KURTH ¥ Operational Excellence A310 Markus HAKALA, Manager A300 Project ¥ Highest Utilisation A300 Mr Abdel AL-RHEDA, General Manager ¥ Highest Utilisation A300-600 (first from right) presented awards to (from left right): GEST (fourth from left) and Eberhard Roger LECOMTE and more than 36,000 flight-cycles. 20 million flight hours and more than 10 take-offs. The high time A300B4s have logged 53,000 flight-hours Director A300/A310 Programme from the Customer Services Directorate. chaired by Eberhard GEST, Airbus Industrie. The symposium was hosted by Roger LECOMTE, Vice President Engineering and Technical Support,and Lumpur and which are still Airbus operators (in the photo above from left to right): in Kuala awards were presented to the 15 airlines which operated Airbus when first conference was organised in 1980 Training & Flight Operations Support. This 10th conference being a milestone, chaired by Christian MONTEIL, Deputy VP Training & Flight Operations Support and BAUD, VP It was hosted by Captain Pierre organisations attended this conference. tta ie nyteA0B/4wsfyn.Tdy15arie prt ee Airbus aircraft types. Today 165 airlines operate seven At that time, only the A300B2/B4 was flying. The other recipients were Iran Air, Japan Air System, Olympic Airways and Philipine Airlines. - Hapag Lloyd, Eckhard FEDERHEN Capt. ¥ - Airbus Industrie, Capt. Pierre BAUD ¥ - Lufthansa, Ingo TEGTMEYER Capt. ¥ - Egyptair, Ahmed MOUNIB Capt. ¥ - Air France, Jacques GROS Capt. ¥ - Indian Airlines, Capt. Ron NAGAR ¥ - Korean Air, Capt. Su Nam LEE ¥ A310/A330/A340 Fleet, Austrian Airlines Hapag-Lloyd Flugdienst Engineering, Finnair Engineering, Emirates During the traditional award ceremony, Four of the 25 formal presentations were dedicated to ageing aircraft part a fleet which has now accumulated almost One hundred and seventy three flight operations representatives from 81 airlines 21 delegates vendors other : the civil aircraft market, attracted more than 200 representatives from 46 airlines, 19 vendors and : :

This Technical Symposium, for the aircraft which successfully launched Airbus Industrie into

TECHNICAL SYMPOSIUM A300/A310/A300-600 30 November - 5 December 1998 in Bangkok

AND OPERATIONS CONFERENCE THE 10TH PERFORMANCE 28 September - 2 October 1998 in San Francisco atDnl NOET - Alitalia Capt Danilo INNOCENTI ¥ - Malaysian Airlines System, Mr Zulkifli AHMAD ¥ - South African Airways, Grant MCALPINE Capt. ¥ - Thai Airways, Tuantong POOKBOONCHERD Capt. ¥ - Pakistan International Airlines, Saleem ANWAR Capt. ¥ - Airbus Industrie, Christian MONTEIL ¥ 15 p 16 / 32 1/06/99 9:02 Page 16

Under such conditions the air at the level of the distribution outlets, although cold, would be unsaturated and as such not the source of the visible water vapour. As this air exits the distribution ducting it would be travelling with sufficient veloc- ity to create a 'jet pump' effect, drawing ambient cabin air into the airflow. Since the cold blown air would be significantly below the dew point* temperature of the cabin air, condensation will immediately form as the two bodies of air mix, this giving the appearance of smoke. Such a phenomenon would normally be more ap- parent on the ground with the cabin doors open although it may be evident to a From time to by Jed Traynor lesser extent just after take-off, this being due to the remaining humidity in the time passengers Air Conditioning Engineering Services cabin and the demand for a slightly lower cabin temperature. and flight attendants notice the Airbus Industrie Customer Services This effect is not however seen systematically, the reason being the variation in conditions that can be encountered. As already stated, it is necessary to have a rela- presence of water vapour or fog tively high humidity level within the cabin and low temperature air entering the in the cabin, apparently cabin. Clearly the ambient humidity levels can vary significantly but, even in cases discharging from above the of high outside ambient humidity, the use of air conditioned walkways from the overhead stowage bins. This is espite appearances, the fog in the cabin does not in fact originate from the air passenger terminal would tend to minimise internal aircraft humidity levels. With D regard to temperature, when water vapour is seen in the cabin it indicates a high usually encountered on the distribution ducts, but is the result of cold air entering a relatively humid cabin. In level of performance from the air conditioning packs. In the event that this level of ground and at first glance takes order to explain this phenomenon it is first necessary to understand some of the features incorporated within the environmental control system of the latest generation performance can not be attained, for reasons such as degradation of Auxiliary a smoke-like form that, for the Power Unit (APU) bleed pressure or contamination of the heat exchangers in the unseasoned traveller, can of Airbus aircraft (A320/A330/A340). In particular, attention is drawn to the high- pressure water extraction capability of the air conditioning packs. This ensures air-conditioning packs, the air entering the cabin would not be sufficiently below generate some concern. moisture removal from the air before it reaches the turbine of the air cycle machine, the dew point temperature to create the necessary condensation. Although it is quickly evident thereby preventing build up of ice on the turbine blades at temperatures below In conclusion, the water vapour seen as fog within the cabin is perfectly normal, that the passengers are only freezing point (0¡C/32¡F). This in turn allows the air being discharged from the air providing only an indication of the high performance attainable from the air condi- conditioning packs to reach much colder temperatures in conditions of high ambi- tioning packs. Without such performance the quantity of air required for tempera- witnessing a cloud of water ture control would be significantly higher. This in turn would have a negative im- vapour, questions are ent humidity. Consequently, in conditions that would normally lead to a high cool- ing demand, the air entering the cabin will be significantly lower in temperature pact on nuisance drafts and noise level and necessitate an increase in the size and frequently asked, many of than the cabin air, a feature that is necessary to ensure optimised passenger comfort weight of the APU and the air conditioning packs. which are answered below. levels. *Dew point is the temperature at which vapour begins to condense.

CONDITIONED INDIVIDUAL AIR Moist warm air AIR OUTLETS OUTLETS

Cold dry air Moist warm air

Cold dry air Condensation

Condensation

16 FAST / NUMBER 24 FAST / NUMBER 24 17 p 16 / 32 1/06/99 9:03 Page 18

AAIIRRPPLLAANNEE UUPPSSEETT RREECCOOVVEERRYY

By Captain William Wainwright Chief Test Pilot A test pilotÕs point of view Airbus Industrie

industry working group to produce an Airplane Upset Recovery TrainingTT Aidhe idea for a joint proposed by ATA in June 1996. It was in response to increasing interest* was by firstthe NTSB in aircraft loss of control accidents which, together members of the joint industry group agreed that with Controlled Flight Into Terrain, cause a the package is aimed at preventing loss of large proportion of all accidents. They were control accidents on conventional aircraft. It is putting a lot of pressure on the FAA to produce not aimed at protected Fly-by-Wire aircraft. new regulations covering this subject. There is no need for this type of continuation The working group was a voluntary industry training on protected aircraft, although a initiative to see what could be done within the general knowledge of the principles involved is existing regulations to improve the situation. useful for every pilot. The joint industry team consisted of The content of the package is not the subject representatives of all sides of industry: aircraft of this article, but there are a few issues of manufacturers, airlines, governmental general interest which I gained from my * The Training Aid itself was authorities, and pilots’ unions. It was a good experience as a member of the working group the basis of the article entitled which I would like to mention. example of how the entire industry, designers, manufacturers’ training pilots and that “AERODYNAMIC PRINCIPLES THE BEGINNING T here is no need users, and regulators can co-operate on safety expressed by those of the principal air- OF LARGE AIRCRAFT UPSETS” lines already practising upset training. issues that are common to everyone. It also The issue of upset training was not for this type of that appeared as a Special Edition new; major airlines around the world, They naturally considered themselves of FAST in June 1998. marked a “first” in showing that the “Big 3” and in particular in the USA, had al- to be the experts on this subject, based continuation training on aircraft manufacturers could and will work ready produced Upset Recovery on the many hours of training that they Training Programmes, or were using had already conducted on a large num- protected together on technical, non-commercial issues. one produced by another company. ber of pilots in their simulators. More than 80 persons coming from all around Amongst the members of the group At the beginning of 1997, the Flight fly-by-wire aircraft were training pilots from American Test Departments were asked to come the world, but principally from the USA, Airlines, Delta, and United who were in to support their training pilots. From participated from time to time. already running such training pro- then on, the chief test pilots of the three grammes in their simulators. Since this major manufacturers became members The end result of two years work is a training was essentially seen as a training issue. of the working group. But the conflict package including a video and a CD-ROM, Initially the Flight Test Departments of over the different opinions on aircraft giving an airplane upset recovery training aid. the three main manufacturers were not handling and recovery techniques con- involved. Airbus was represented by tinued for a long time until we finally This package is on free issue to all our Larry Rockliff, Chief Pilot at Airbus achieved agreement at the last meeting customers, to use as they wish. However, all Training Centre in Miami. Right from in January 1998. The reasons for these the beginning there was a conflict be- differences of opinion are the subject of tween the technical advice given by the this article.

18 FAST / NUMBER 24 FAST / NUMBER 24 19 p 16 / 32 1/06/99 9:05 Page 20

THE DIFFERENCES be considered and used as appropriate STALLING OF OPINION I f altitude permits, to the situation. It is not meant to repre- Another aspect that was being The differences of opinion were mainly sent rigid procedures that must be fol- ignored in the existing training was the flight tests have shown concentrated in the following areas: lowed in an exact sequence. However, stall. By this I mean the difference be- the order can be used in training scenar- ● Procedures versus general advice tween being fully stalled and the ap- that an effective method ios if a procedural approach is needed ● Ease of training versus failure cases proach to the stall. In training, you for training. ● Stalling do an approach to the to get a nose-down pitch The airline instructors also wanted ● stall with a recovery Use of rudder procedures which would apply to all the ● Use of simulators. from stick shaker, which is often done by rate is to reduce the aircraft in their fleets. This meant that applying full thrust and maintaining ex- It is worth saying that there was they were against certain actions, never any difference of opinion be- isting pitch attitude in order to recover Remember, in an upset sit- power on underwing because they were inappropriate on with minimum loss of height. Height can- uation, if the airplane is tween the three test pilots on the group. others. For example, the thrust effects Although we come from different back- not be maintained if an aircraft is actually stalled, it is first necessary to mounted engines. of underwing-mounted engines were stalled and should be of secondary impor- recover from the stall before grounds and have worked in different being ignored, whereas it has a signifi- organisations with different work cul- tance. initiating upset recovery tech- cant influence on recovery. Again, we Even those pilots who do stalls on niques. tures, we always agreed on our techni- reached a compromise by using the fol- cal advice. airtests, as might be done after a heavy This is something that we are lowing words: “ if altitude permits, maintenance check, only do them with well aware of in testing, but it flight tests have shown that an effective gentle decelerations, and they recover im- was either being totally ignored PROCEDURES method to get a nose-down pitch rate is mediately without penetrating very far or misunderstood. I consider the to reduce the power on underwing- VERSUS beyond the stalling angle of attack. There inclusion of this note to be one of GENERAL ADVICE mounted engines”. is a world of difference between being our most important contributions. just before, or even just at, the stall, and USE OF RUDDER The airlines wanted simplified proce- EASE OF TRAINING going dynamically well into it. dures which were common to all air- VERSUS When we started our discussions, the We also spent a lot of time dis- craft in their fleets and which were easy FAILURE CASES training being given in the airlines to re- cussing the use of rudder. The exist- to teach and easily reproducible. This is cover from excessive nose-up pitch atti- ing training courses all emphasised understandable because everyone is in- The training that was already being tudes emphasised rolling rapidly towards using rudder for roll control at low terested in having a standard product at done, considered upsets as being due to 90¡ of bank. This is fun to do, and it was speeds. It is true that the rudder re- the end of his training programme. momentary inattention, with a fully ser- not surprising to find that most of the in- mains effective down to very low And this is what they already had viceable aircraft, that was in trim when structors doing the training were speeds, and fighter pilots are with the Airplane Upset Recovery it was upset. We wanted to consider ex-fighter pilots who had spent a lot of accustomed to using it Training that they were already doing. other cases that involve aircraft with time performing such manoeuvres in an- for “scissor” temporarily insufficient control author- other life. The training was being For the training managers from ity for easy recovery. This of course done in the same way, with an aircraft American Airlines, Delta, and United, complicates the situation, because re- starting in trim with a lot of energy and the only thing necessary was to give covering an aircraft which is in trim, recovering while it still had some. an overall industry approval to their possessing full control authority and However, the technique being taught eva- existing programmes; they al- normal control forces, is not the same only works if the aircraft is not stalled. sive ma- R emember, in an upset ready worked, because the as recovering an aircraft with limited We start our briefing on recovery tech- noeuvres when many pilots that had un- control available or with unusual con- niques with the following caution: flying not far from situation, if the airplane dergone training all trol forces. Recovery techniques assume that the the stall. But large airlin- came out of it with Thus, for us, an aircraft that is airplane is not stalled. If the airplane is ers, with all the inertias that they pos- is stalled, it is first the same stan- out-of-trim, for whatever reason, should stalled, it is imperative to first recover sess, are not like fighter aircraft. Based dardised reactions be re-trimmed. Whereas the airline in- from the stalled condition before initiat- on our experience as test pilots we are necessary to recover from to the standard structors were against the use of trim ing the upset recovery technique. very wary of using rudder close to the upsets. For them, this was the because of concerns over the possibility stall. It is the best way to provoke a loss D o not confuse an Do not confuse an approach to the stall the stall before initiating necessary proof that their of a pilot overtrimming and of trim run- and a full stall. An approach to stall is of control if not used very carefully, training programme worked. aways which are particularly likely on particularly with flaps out. approach to the stall and controlled flight. An airplane that is upset recovery Where we differed was in our convic- some older aircraft types which are still stalled is out of control and must be re- We finally got the training managers tion that there is no such thing as a in their fleets. to agree to play down the use of rudder a full stall. An approach covered. techniques. standard upset and our reluctance to en- We spent a lot of time discussing the A stall is characterised by any, or a in their existing courses. But we do not dorse simplified procedures for recov- use of elevator trim and we never say never use the rudder at low speed. to stall is controlled combination of the following: ery from an upset. reached agreement. All the major US We say that, if necessary, the aileron We wanted a general knowledge airlines were adamant on their policy to inputs can be assisted by coordinated flight. An airplane that is based approach, as opposed to a rule recover first using “primary controls” ● Buffeting, which could be heavy at rudder in the direction of the desired based one. For this, after proposing which excluded any reference to trim- times roll. However, we also caution that “ex- stalled is out of control ● some initial actions, we talk about “ad- ming. Lack of pitch authority cessive rudder can cause excessive E xcessive rudder ditional techniques which may be Again, a compromise was necessary. ● Lack of roll control sideslip, which could lead to departure and must be recovered. ● tried”. This obviously is more diffi- What we have done is to talk about us- Inability to arrest descent rate. from controlled flight”. can cause excessive cult to teach. ing trim if a sustained column force is To recover from a stall, the angle of at- But why did we have so much diffi- Where we reached a compromise was required to obtain the desired response tack must be reduced below the stalling culty in convincing the training pilots sideslip, which could lead in the order of presenting the various whilst mentioning that care must be angle. Apply nose down pitch control and that it is not a good idea to go kicking actions that might be considered to re- used to avoid using too much trim. maintain it until stall recovery. Under the rudder around at low speed? to departure from cover the situation. For us, the order of And, the use of trim is not mentioned in certain conditions with under-wing Their reply was always the same; but presentation is for guidance only; it rep- the simplified lists of actions to be mounted engines, it may be necessary to it works in the simulator! This leads me controlled flight. resents a series of options that should taken. reduce thrust to prevent the angle of on to my last point. attack from continuing to increase.

20 FAST / NUMBER 24 FAST / NUMBER 24 21 p 16 / 32 1/06/99 9:05 Page 22

The complete data package includes a part that is drawn from actual flight Table 2 tests, a part that uses wind tunnel data, Sideslip Angle of attack and the rest which is SLATS OUT pure ex- From +18¡ to -18¡ From -5¡ to 25¡ trapolation. SLATS IN, LOW MACH From +18¡ to -18¡ From -5¡ to 12¡ It should be obvi- SLATS IN, HIGH MACH From + 8¡ to -8¡ From -2¡ to 8¡ ous that firm conclusions about aircraft behaviour can only be drawn from the parts of the flight envelope that are based on hard data. This in (based on a simplified model of wind trainees that the rudder is far fact means being not far from the centre tunnel data) or for possible asymmetric more effective than aileron of the flight envelope; the part that is stalling of the wings. Also, the range and induces less drag and has no used in normal service. It does not for one engine inoperative is much less vices! In short, they were devel- USE OF SIMULATORS cover the edges of the envelope. I than the range for all engines operating oping handling techniques from should also add that most of the data and linear interpolation is assumed be- simulators that were outside their We manufacturers were very concerned actually collected in flight is from tween low and high Mach numbers. guaranteed domain. over the types of manoeuvres being quasi-static manoeuvres. Thus, dy- Wind tunnel data goes further. For ex- Simulators can be used for upset flown in simulators and the conclusions namic manoeuvring is not very well ample, a typical data package would training, but the training should be con- that were being drawn from them. represented. In fact, a typical data pack- cover the areas described in table 2. fined to the normal flight envelope. For S imulators should not be Simulators, like any computer system, age has flight test data for the areas de- In fact, this is a perfectly adequate example, training should stop at the are only as good as the data that goes scribed in Table 1. coverage to conduct all normal training stall warning. They are “ virtual” air- used to develop into them. That means the data package In other words, you have reasonable needs. But it is insufficient to evaluate craft and they should not be used to de- that is given to the simulator manufac- cover up to quite high sideslips and recovery techniques from loss of con- velop techniques at the edges of the techniques at the edges turer. And we test pilots do not deliber- quite high angles of attack (AOA), but trol incidents. Whereas, the training flight envelope. This is work for test pi- ately lose control of our aircraft just to not at the same time. Furthermore, the managers were all in the habit of lots and flight test engineers using their of the flight envelope. get data for the simulator. And even matching between aircraft stalling tests demonstrating the handling characteris- knowledge gained from flight testing when that happens, one isolated inci- and the simulator concentrates mainly tics beyond the stall; often telling their the “ real” aircraft. dent does not provide much informa- on the longitudinal axis. This means tion because of the very complicated that the simulator model is able to cor- equations that govern dynamic manoeu- rectly reproduce the stalling speeds and vres involving non-linear aerodynamics the pitching behaviour, but fidelity is and inertia effects. not ensured for rolling efficiency

CONCLUSION

It may seem that there is a gulf between the world of testing and that of training, but the message that I would like to get over in this article is that we can all learn from each others’ experiences and that we should not do things in isola- tion. It is all about working together, which is what we all did when we met to prepare and review this training aid, even though we sometimes had some very lively sessions. And there is one word that crops up frequently: compromise. Table 1 Life is a compromise, and you always have to search for that ideal point between two extremes which Aristotle called “the golden mean”. By finding suit- Sideslip Angle of attack oncentrate everyoneÕs able compromise solutions, our two worlds of testing and training were able to C SLATS OUT resolve their differences and develop something that satisfied everyone. attention on taking ● All Engines Operating Around neutral Between 0¡and 22¡ Of course there are also some points about piloting that were raised during Between + 15¡ and -15¡ Between 0¡ and 12¡ our discussions which I feel should have a larger audience. They are important, action early enough to but they should be kept in context. On the whole they are related to recovery of ● One Engine Inoperative Between +8¡ and -8 Between 5¡ and 12¡ an aircraft which is already out of control, or is about to be. This is an area in prevent the occurrence of which the test pilots have some experience which other pilots do not normally have, because the aim of training should be to prevent an aircraft getting into SLATS IN, LOW MACH loss of control. such a situation. The end result of all the discussions that took place was to con- ● All Engines Operating Around neutral Between 0¡ and 12¡ centrate everyone’s attention on taking action early enough to prevent the oc- Between +10¡ and -10¡ Between 2¡ and 9¡ currence of loss of control. We put the emphasis on training within the known ● One Engine Inoperative Between +8¡ and -8¡ Between 2¡ and 8¡ flight envelope, and to avoid going into that part which cannot be guaranteed one hundred per-cent and which may have a negative effect. In conclusion, we must use each other’s competences in the areas where they SLATS IN, HIGH MACH are expert. Of course the training programmes must be designed by training pi- ● All Engines Operating Around neutral Between 0¡ and 5¡ lots, but these training programmes must stay in a reasonable flight envelope. Between +5¡ and -5¡ Between l¡ and 3¡ And the test pilots are best qualified to define the flight envelope that should be used. That is what we now have with this joint industry training aid, which is a ● One Engine inoperative Between +2¡ and -2¡ Between 1¡ and 3¡ very good example of how we can all work together in everyone’s interest. n

22 FAST / NUMBER 24 FAST / NUMBER 24 23 p 16 / 32 1/06/99 10:40 Page 24

By Brian Wood Senior Analyst, Materiel Support, Airbus Industrie Customer Services

he materiel manager THE HEAVY must deal with an un- MAINTENANCE VISIT T predictable level of un- Managing uncertainties in materiel planning scheduled maintenance during an air- Commercial jet aircraft undergoing craft heavy maintenance visit (HMV), heavy maintenance visits receive in- Uncertainty is a common phenomenon in our world: meteorologists use numerical computer usually requiring the replacement or depth inspections of airframe and sys- models to forecast the routes of developing hurricanes, traders work with sophisticated software repair of thousands of individual spare tems, requiring removal of cabin interi- when making share purchase or sale decisions, to increase the probability of success of their parts. These can vary from fasteners to ors, furnishings, panels and floors, and Line Replaceable Units (LRUs). The actions. Materiel planners of aircraft maintenance also use various information tools in order examination of areas with difficult ac- majority of these parts can not be pre- cess. The cost and duration of HMVs to predict spare parts requirements. What is common with the above examples, is the need to live planned or ordered in advance since the varies greatly, dependent on the work with the limitations of forecasting tools, being flexible and able to respond rapidly to unforeseen aircraft must first be stripped in order to package, aircraft type, age and condi- situation changes. identify what spare parts are required. tion Additional pressure was on the ma- The A330 4C/5 year check covers teriel and maintenance managers of additional inspection items, not under- ... in short, you are forced to play your ‘hand’ well. Sabena and SR Technics for the first taken at the 15-month C check. These 4C/5 year check of an A330, as such a include: maintenance event had never been un- ● dertaken before on that aircraft type. Systems’ and components’ inspec- Three challenges were foremost in their tion programme: mainly visual inspec- minds: maintenance quality, total cost, tions and function tests of air condition- and aircraft turnaround time. ing, electrical power, equipment / SR Technics, the maintenance furnishings, fire protection, flight con- provider, were contracted to perform trols, hydraulics, undercarriage, pneu- the checks. Each aircraft was to be re- matic systems, doors and wings. turned to Sabena where the A330s are ● Zonal inspection programme, which in service over 13 flight hours a day on has additional visual inspection items in the airlines’ African and North the airframe, cabin, cargo and passen- American route network. ger zones. SR Technics and Sabena together are ● Structure programme, which includes currently developing A330/A340 total 5-year airframe inspection items, where maintenance capability for their own detailed examination of key structural Airbus fleets and third party customers. areas of the airframe is undertaken. The The key to success of the checks is to purpose of this programme is to main- plan the ‘plannable’ and to establish tain continuous airworthiness of the air- clear communication lines, enabling ef- craft, and control corrosion. fective response to the unplannable ● Time controlled items. Most A330 which would arise during the Heavy rotable components are classified as on- Maintenance Visits. condition. These items are only re- At the close of 1998 there were 85 moved as a result of unscheduled main- A330 aircraft in service with 15 opera- tenance. The few life-controlled items tors with a further 165 outstanding or- are limited to batteries, fire bottles, ders. Aircraft manufacturer serial num- evacuation slides and other safety ber (MSN) 030 (the first A330 to equipment. undergo a 4C check) first flew in June 1993, entering revenue service with Air Inter in March 1994. To date the first AIRCRAFT MODIFICATIONS three A330s that entered commercial HMVs often represent a rare service (currently in service with opportunity for many operators to Sabena) are undergoing their first in- incorporate service bulletins (SBs) and depth structural inspections. The first modifications into the aircraft, while it took place in October 1998, the second is on the ground for sufficient time and third through February and March Much of the A330s ATA53 1999. Sabena undertakes 4C/5 year modification work is attributable to the checks of its A330s in accordance with results of cumulative fatigue testing, their maintenance schedule, developed requiring structural inspection or from the Airbus A330 Maintenance reinforcement around fuselage frames, Planning Document (MPD). main landing gear, cabin doors and at the engine pylon.

24 FAST / NUMBER 24 FAST / NUMBER 24 25 p 16 / 32 1/06/99 9:07 Page 26

● The first meeting took In addition to the planning meetings a Percentage of modification kits as little as a few washers, clamps and place on 21st August and specialist from Airbus Materiel brackets to airframe modification kits included Airbus Industrie Support’s vendor department met with consisting of several hundred compo- Materiel Support Sabena and SR Technics to discuss nents (including standard hardware 25 representatives from the tooling requirements for the check. items) made up from several sub-kits. vendor, customer order With the SB list established, the These kits are assembled at the Airbus, AUG desk, modification kit, and 20 SR Technics maintenance planning Materiel Support Centre and dispatched customer support team design a schedule so that SBs can in accordance with the operators’ ship- departments. Material 15 be incorporated simultaneously with the ping instructions or by the most effi- representatives from check. Early delivery of kits and spare SR Technics participated cient route the customer selects. parts is essential. Unavailability of a kit 10 and single points of With the number of SBs and opera- could hold up other work items, in the tors' modifications to be carried out on contact between the two parties were established. worst case resulting in late delivery of 5 Sabena’s A330s, careful co-ordination the aircraft. between parties and logistics planning Requirements for was vital, to ensure the arrival of modi- proprietary parts, service fication kits and spares on time for fit- bulletins, tools and 23 25 28 29 52 53 54 57 92 Others customized lead-time Percentage of parts required ting in order to prevent work stoppages. ATA Chapters issues were discussed. The majority of service bulletins are A consignment stock of embodied on current production air- Airbus proprietary parts, 70 craft, hence the SB workload affecting positioned at Zurich was 60 About 75% of the SBs Service bulletins are raised by Airbus operators of new production aircraft is also considered. However, selected by Sabena for Industrie and its Vendors to improve minimal. with the benefit of 50 incorporation at the first the product, reduce maintenance costs, experience both parties 40 A330 HMV had a materiel or correct in-service anomalies. SBs are MATERIEL SUPPORT agreed this was not an input (modification kit). also raised at the request of customers, PLANNING FOR effective solution as only 30 These SBs mainly involved examples being embodied during the a limited number of THE HEAVY HAM 20 ATA chapters 53 fuselage Sabena HMV include satellite commu- MAINTENANCE EVENT airframe parts consumed and ATA 29 hydraulics. nications telephone system / antenna in- during a heavy check 10 could be pre-planned. stallation, and IFE system upgrade. In Prior to commencement of the first addition cabin refurbishment and re- ZRH SR Technics agreed that A330 HMV in October 1998, a series Airbus Industrie’s 1234 5 placement of passenger windows were of pre-planning meetings took place be- undertaken in the interest of customer “Customized Lead Time” Number of times same part number required tween materiel representatives of programme would provide satisfaction. Airbus Industrie, Sabena and SEPT Modification kit contents vary from satisfactory support. SR Technics. ● A second meeting took Planning of supply of consumed, by value) during a place in Zurich, proprietary parts is limited, HMV. Airbus Industrie 25th August, to introduce even for long in-service produces a cabin inspection Airbus Materiel Technical, aircraft types. Airbus research report document to assist representatives to the commercial, indicates there is very little operators to determine which SR Technics system, finance and stores repetition of spare parts cabin, door and cargo which included consumption between similar compartment parts should be departments of familiarisation with the heavy maintenance checks. repaired or replaced. The each of the parties departments and also played processes. ATA 25 Equipment & report details which areas can important ● A third and final Furnishings usually be inspected prior to the supporting roles. planning meeting took represents the highest parts HMV, enabling planning of the place between consumption category majority of ATA 25 parts SR Technics, Sabena (typically about one third of requirements. and Airbus Industrie in the proprietary parts Brussels on 17thBRU September. The purpose was to coordinate applicable SBs for Sabena, materiel kit planning lead times, shipping details, locations and destinations.

OCT A330 CHECK START

From the third meeting an updated SB tracking list was produced. This summarised details of all SBs for embodiment, including shipping dates, purchase-order numbers, kit numbers, etc.

26 FAST / NUMBER 24 FAST / NUMBER 24 27 p 16 / 32 1/06/99 9:08 Page 28 28 period. seven year consumption ATA chapter over a by part number of each percentage contribution maximum and minimum chart shows the Airbus aircraft. The sample of over 30 chapter based on a consumption by ATA annual proprietary parts Shown is an example of Percentage of proprietary parts consumption 10 20 30 40 50 12 72 25 35 7Others 57 54 53 52 32 29 27 25 21 ATA Chapters of planning. underlines the difficulty requirements and maintenance due to unscheduled and minimum is partially between the maximum The wide variation min max these kits on time, is also crucial. revised kits and produce deliver ers and Airbus suppliers, to complete customer. Support from kit manufactur- on orders via direct contact with the ceived orders, providing status reports Desk will give priority status to re- stages of the check Customer Order staff may have had. spares related inquiries SR Technics spares requirements and any other livery, dealing with any unscheduled ing parts, organising shipping and de- mod-kit and spares availability, locat- was to provide assistance regarding the Materiel Support Centre. His role support representative to Zurich, from Industrie dispatched an on-site materiel contractually agreed time frame. work could be completed within the maintenance provider accepted that all aircraft’s condition was such that the performed in order to ensure that the spection and wet fuel leak check were acceptance check. A general aircraft in- Zurich the aircraft underwent a pre- Information Technology system. schedule) by SR Technics’ own in line with Sabena’s maintenance documentation on CD -ROM (modified were produced from Airbus Industrie excellence on component repair. facilities and developing centres of simplified, with each partner sharing maintenance and materiel support is cabin interior. As a result A330 nor differences, limited mainly to a standardised aircraft, with only mi- A330 production aircraft) to achieve craft (a combined fleet of 25 new specification of their own A330 air- Airlines closely cooperated on joint from Sabena and Airbus suppliers. realised with on-site representatives provements in materiel support were tion dates. Further efficiency im- new targets for task start and comple- ning schedule was revised to reflect dition, the master maintenance plan- on the second an third checks. In ad- ence reduced man hour consumption learning curve benefits and experi- However, seen or pre-planned. ties arose which could not be fore- tion of the first A330 HMV, difficul- ensure smooth trouble-free comple- Although every effort was made to

During the last week and critical In support of the first HMV Airbus Prior to the HMV check, on arrival at Job-cards for the maintenance check

Swissair, Sabena and Austrian CONCLUSION FAST / NUMBER 24 n 29 FAST / NUMBER 24 FAST / NUMBER 24 FAST / NUMBER 24 FAST / NUMBER 24 29 29 p 16 / 32 1/06/99 9:09 Page 30

RESIDENT CUSTOMER SUPPORT REPRESENTATION USA / CANADA Thierry van der Heyden, Vice President Customer Services Telephone: +1 .703. 834 3484 / Telefax:+1 .703. 834 3464 CHINA Emmanuel Peraud, Director Customer Services Telephone: +86 .10. 6456 7720 / Telefax: +86 .10. 6456 76942 /3 /4 REST OF THE WORLD Mohamed El-Borai, Vice President Customer Support Services Division Telephone: +33 (0) 5 61 93 35 04 / Telefax:+33 (0) 5 61 93 41 01 GENERAL ADMINISTRATION Philippe Bordes, Director of Resident Customer Representation Administration Telephone: +33 (0) 5 61 93 31 02 / Telefax:+33 (0) 5 61 93 49 64

LOCATION COUNTRY TELEPHONE TELEFAX ABU DHABI United Arab Emirates 971 (2) 706 7702 971 (2) 757 097 AMMAN Jordan 962 (6) 445 1284 962 (6) 445 1195 ATHENS Greece 30 (1) 981 8581 30 (1) 983 2479 BANGKOK Thailand 66 (2) 531 0076 66 (2) 531 1940 BEIJING Peoples Rep. of China 86 (10) 6457 2688 86 (10) 6457 0503 BEIRUT Lebanon 961 (1) 601 300 961 (1) 601 200 BERLIN Germany 49 (30) 887 55 245 49 (30) 887 55 248 BOGOTA Columbia 57 (1) 414 8095/96 57 (1) 414 8094 BRUSSELS Belgium 32 (2) 723 4824/25/26 32 (2) 723 4823 BUENOS AIRES Argentina 54 (1) 480 9408 54 (1) 480 9408 CAIRO Egypt 20 (2) 418 3687 20 (2) 418 3707 CARACAS Venezuela 58 (3) 155 2210 58 (3) 155 2210 CHARLOTTE USA (North Carolina) 1 (704) 359 8507 1 (704) 359 8573 LOCATION COUNTRY TELEPHONE TELEFAX CHENGDU Peoples Rep. of China 86 (28) 570 3851 86 (28) 521 6511 MONTREAL Canada 1 (514) 422 6320 1 (514) 422 6310 CHICAGO USA (Illinois) 1 (773) 601 4602 1 (773) 601 2406 MOSCOW Russia 7 (095) 753 8061 7 (095) 753 8006 COLOMBO Sri Lanka 94 73 2197 / 2199 94 (1) 253 893 MUMBAI India 91 (22) 618 3273 91 (22) 611 3691 DAKAR Senegal 221 8201 615 221 8201 148 91 (22) 611 7147 91 (22) 611 7122 DHAKA Bangladesh 880 (2) 896129 880 (2) 896130 NAIROBI Kenya 254 (2) 822 763 254 (2) 822 763 DAMASCUS Syria 963 (11) 224 9325 963 (11) 224 9162 NANJING Peoples Rep. of China 86 (25) 248 1030/32 86 (25) 248 1031 DELHI India 91 (11) 565 2033 91 (11) 565 2541 NEW YORK USA (New York) 1 (718) 656 0700 1 (718) 656 8635 DERBY England 44 (1332) 852 898 44 (1332) 852 967 NUREMBERG Germany 49 (911) 365 68219 49 (911) 365 68218 DETROIT USA (Michigan) 1 (734) 247 5090 1 (734) 247 5087 PARIS (CDG) France 33 (0)1 48 62 08 82 / 87 33 (0)1 48 62 08 99 DUBAI United Arab Emirates 971 (4) 2085 630/31/32 971 (4) 244806 PARIS (ORY) France 33 (0)1 49 78 02 88 33 (0)1 49 78 01 85 DUBLIN Ireland 353 (1) 705 2294 353 (1) 705 3803 PHILADELPHIA USA (Pennsylvania) 1 (610) 362 4096 1 (610) 362 4097 DULUTH USA (Minnesota) 1 (218) 733 5077 1 (218) 733 5082 PHOENIX USA (Arizona) 1 (602) 693 7445 1 (602) 693 7444 DUSSELDORF Germany 49 (211) 9418 687 49 (211) 9418 035 PITTSBURG USA (Pennsylvania) 1 (412) 472 6420 1 (412) 472 1052 FRANKFURT Germany 49 (69) 696 3947 49 (69) 696 4699 PUSAN South Korea 82 (51) 971 6977 82 (51) 971 4106 FUZHOU Peoples Rep. of China 86 (591) 801 4401 86 (591) 801 3851 RALEIGH USA (North Carolina) 1 (919) 840 4712 1 (919) 840 4313 GUANGZHOU Peoples Rep. of China 86 (20) 8612 8813 86 (20) 8612 8809 ROME Italy 39 (6) 6501 0564 39 (6) 652 9077 GUATEMALA CITY Guatemala 502 (3) 318 222 502 (3) 317 412 SAN’A Yemen 967 (1) 344 439 967 (1) 344 439 GUAYAQUIL Ecuador 593 (9) 744 734 593 (4) 290 432 SAN FRANCISCO USA (California) 1 (650) 6344375/76/79 1 (650) 6344378 HANGHZOU Peoples Rep. of China 86 (571) 514 5876 86 (571) 514 5916 SAN JOSE Costa Rica 506 4417 223 506 4412 228 HANOI Vietnam 84 (4) 8731 613 84 (4) 8731 612 SAN SALVADOR El Salvador 503 339 9335 503 339 9323 HELSINKI Finland 358 (9) 818 6047 358 (9) 818 6797 SAO PAULO Brazil 55 (11) 644 54 364 55 (11) 644 54 363 HONG KONG Peoples Rep. of China 852 2747 8449 852 2352 5957 SEOUL South Korea 82 (2) 665 4417 82 (2) 664 3219 INDIANAPOLIS USA (Indiana) 1 (317) 7573119 1 (317) 7573158 SHANGHAI Peoples Rep. of China 86 (21) 6268 4122 86 (21) 6268 6671 ISTANBUL Turkey 90 (212) 574 0907 90 (212) 573 5521 SHANNON Ireland 353 (1) 705 2084 353 (1) 705 2085 JAKARTA Indonesia 62 (21) 550 1993 62 (21) 550 1943 SHENYANG Peoples Rep. of China 86 (24) 8939 2699 86 (24) 2272 5177 JOHANNESBURG South Africa 27 (11) 978 3193 27 (11) 978 3190 SHENZHEN Peoples Rep. of China 86 (755) 777 0690 86 (755) 777 0689 KARACHI Pakistan 92 (21) 457 0604 92 (21) 457 0604 SINGAPORE Singapore 65 5455 027 65 5425 380 KINGSTON Jamaica 1876 924 8057 1876 924 8154 TAIPEI Taiwan 886 (2) 25 450 424 886 (2) 25 450 438 KUALA LUMPUR Malaysia 60 (3) 746 7352 60 (3) 746 2230 886 (3) 38 34 410 886 (3) 38 34 718 KUWAIT Kuwait 965 474 2193 965 434 2567 TAMPA USA (Florida) 1 (813) 396 4758 1 (813) 396 3163 LANZHOU Peoples Rep. of China 86 (931) 8791050 86 (931) 8969473 TASHKENT Uzbekistan 7 (371) 254 8552 7 (371) 240 7049 LARNACA Cyprus 357 (4) 643 181 357 (4) 643 185 TEHRAN Iran 98 (21) 603 5647 98 (21) 603 5647 LISBON Portugal 351 (1) 840 7032 351 (1) 847 4444 TOKYO (HND) Japan 81 (3) 5756 5081 81 (3) 5756 5084 LONDON (LHR) England 44 (181) 751 5431 44 (181) 751 2844 81 (3) 5756 8770 81 (3) 5756 8772 LUTON England 44 (1582) 39 8706 44 (1582) 70 6173 TORONTO Canada 1 (905) 677 8874 1 (905) 677 1090 MACAO Macao 853 898 4023 853 898 4024 TULSA USA (Oklahoma) 1 (918) 292 3227 1 (918) 292 2581 MADRID Spain 34 (1) 329 1447 34 (1) 329 0708 TUNIS Tunisia 216 (1) 750 639 216 (1) 750 855 MANCHESTER England 44 (161) 489 3155 44 (161) 489 3240 ULAN BATOR Mongolia 976 (1) 379 930 976 (1) 379 930 MANILA Philippines 63 (2) 831 5444 63 (2) 831 0834 VANCOUVER Canada 1 (604) 231 6965 1 (604) 231 6917 MAURITIUS Mauritius 230 637 8542 230 637 3882 VIENNA Austria 43 (1) 7007 3688 43 (1) 7007 3235 MEDELIN Columbia 57 (4) 5361027 57 (4) 5361024 WINNIPEG Canada 1 (204) 985 5908 1 (204) 837 2489 MELBOURNE Australia 61 (3) 9338 2038 61 (3) 9338 0281 XIAN Peoples Rep. of China 86 (29) 870 7651 86 (29) 870 7255 MEMPHIS USA (Tennessee) 1 (901) 224 4842 1 (901) 224 5018 YAKUTSK Russia 7 (411) 242 0165 7 (411) 242 0165 MEXICO CITY Mexico 52 (5) 784 3874 52 (5) 785 5195 YEREVAN Armenia 374 (2) 593 415 374 (2) 151 393 MIAMI USA (Florida) 1 (305) 871 1441 1 (305) 871 2322 ZAGREB Croatia 385 (1) 456 2536 385 (1) 456 2537 MINNEAPOLIS USA (Minnesota) 1 (612) 726 0431 1 (612) 726 0414 ZURICH Switzerland 41 (1) 812 7727 41 (1) 810 2383

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ARTICLES IN PREVIOUS ISSUES

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 Ð Part 2 18 June 1995 Ageing aircraft. Understanding… 11 Jan. 1991 AIDS installed on South African Airways’ Airbus A300 2 1984 AIM-FANS wins growing number of orders 22 Mar. 1998 Airbus’ air-transportable hangar 15 Sep. 1993 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

Batteries - Control and maintenance 7 Jan. 1987 BBraking management 2 1983 Braking management. Some additional facts… 1 1984

Cabin air comfort 19 Mar. 1996 CCabin air quality. Only the best 20 Dec. 1996 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 Commonality 14 Feb. 1993 Composite materials 8 July 1987 Computer software in Aircraft 11 Jan. 1991 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 Containerisation on A320 and A321. Advantages of… 12 Sept. 1991 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 wiring installation Ð Working practices 15 Sep. 1993 EEngine bleed air system on A300-600 and A310 10 July 1990 Environment protection. Combining with windshield rain protection 23 Oct. 1998 ETOPS for the A330. Accelerated… 16 April 1994 ETOPS conference 16 April 1994

Fatigue testing. A320 full scale… 10 July 1990 FFCC retrofit ? 1 1983 FFFCC retrofit concept 2 1983 Fire resistance. Superior… 1 1984 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 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 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 system A330/A340 14 Feb. 1993 Fuel system and centre of gravity control A310-300 7 Jan. 1987 Fuel tank. Auxiliary… 1 1984 Fuel system. Detecting leaks using helium 22 Mar. 1998 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

Hot. Is your aircraft too… 18 June 1995 HHydraulic system - Working practices 13 Aug. 1992 Hydraulic system - Preventing leaks 22 Mar. 1998 32 FAST / NUMBER 24 Cover / backcover/p 33 NEW 1/06/99 9:21 Page 4

Ice accretion. Understanding the process of… 16 Apr. 1994 J IDG servicing on A310 and A300-600. Improved… 8 July 1987 Inspection. Infrared thermography for in-service… 18 June 1995 Interferences. Electromagnetic 5 May 1985 Interferences. Electromagnetic 7 Jan. 1987

JAR-OPS. Implementing with Airbus ops. Documentation 22 Mar. 1998 JT9D-7R4. Lower operating costs for the thrust reverser system 11 Jan. 1991 JT9D-7R4. Rigging for enhanced durability 8 July 1987

Lateral trimming 6 Nov. 1985 Lightening strikes and Airbus fly-by-wire aircraft 22 Mar. 1998 LLufthansa A300B4 1 1984

Maintenance. Ten years experience with Air France A300 2 1983 Maintenance Planning Data Support 12 Sept. 1991 MMaintenance programme development 10 July 1990 Maintenance and repair - Do you need help? 10 July 1990 Material provisioning for heavy maintenance. Are you ready? 11 Jan. 1991 Mercury attacks. When… 19 Mar. 1996 Mini side stick controller 2 1983 Minimum crew cockpit certification 1 1984 NNew home for Airbus Product Support 16 April 1994 On-line maintenance of A320 electronic systems - A true revolution 8 July 1987 Operation in areas contaminated by crude oil smoke 12 Feb. 1991 OOperations on short runways. A300… 2 1984 Operational reliability performance 13 Aug. 1992 Operational reliability improvement programme - Spurious smoke warnings on A300 and A310 10 July 1990 Oxygen supply. Planning adequate… 15 Sept. 1993

Paint systems. Maintenance of aircraft… 19 Mar. 1996 Paint scheme. Choosing an external 18 June 1995 PPerformance on wet or contaminated runways 9 July 1988 Performance as planned. A340… 19 Mar. 1996 Pilot guard systems 19 Mar. 1996 Pitch damper improvements 1 1983 PW4000 Fadec, improved operational reliability 15 Sept. 1993

Ramp handling. A330/A340… 16 April 1994 Regulatory climate. The international… 22 Mar. 1998 RRigging for enhanced durability - Ring laser gyro 2 1984 Rudder trim control. A310/A300-600… 15 Sept. 1993

Service Bulletin computerisation. Airbus… 13 Aug. 1992 Service Bulletin reporting. S Tech. Pubs. which reflect the configuration of your aircraft 23 Oct. 1998 Simplified English 7 Jan. 1987 Spares costs. The path to lower 23 Oct. 1998 Spare parts: Cost benefit management 21 May 1997 Spare parts. Frankfurt store Ð expanding our service 21 May 1997 Spare parts. Material provisioning for heavy maintenance. Are you ready? 11 Jan. 1991 Spares Center. Airbus Service Co. Inc. … 12 Sept. 1991 Suppliers Conference 12 Sept. 1991 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 TTrent - Reliability by design 14 Feb 1993 Training. State-of-the-art 19 Mar. 1996 Training philosophy for protected aircraft in emergency situations 23 Oct. 1998 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 UUpset training. Aerodynamic principles of Large airplane upsets Special June 1998 Vasp. Innovative… 6 Nov. 1985 VVibration on A320 Family. Avoiding elevator… 23 Oct. 1998 Weight and balance system 6 Nov. 1985 WWindshear 6 Nov. 1985 Wing of the A310. The modern… 5 May 1985

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