FAST #24 / May 1999

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AIRBUS INDUSTRIE
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Editor: Denis Dempster, Product Marketing
Graphic design: Agnès Lacombe, Customer Services Marketing
Telephone: +33 (0)5 61 93 39 29
E-mail: fast.digest@airbus.fr
Telex: AIRBU 530526F
Telefax: +33 (0)5 61 93 27 67
Photo-engraving: Passion Graphic
Printer: Escourbiac
FAST may be read on Internet http://www.airbus.com
©
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
and are expressed in good faith. Where the supporting grounds
for these statements are not shown, the Company will
be pleased to explain the basis thereof.
FAST / NUMBER 24
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Support of leased Airbus aircraft
Hans Krauss
2
Supporting Airbus converted freighters
Gerard Rhemrev
7
Inflatable shelter for aircraft engine
maintenance
Michel Leonhardt
11
The Iron Bird
Captain Chris Krahe
12
Customer Services conferences
15
Fog in the cabin
Jed Traynor
16
Airplane upset recovery
A test pilot's point of view
Captain William Wainwright
18
Getting the aircraft out on time
Managing uncertainties in materiel
planning
Brian Wood
24
A test pilot's view point - Part 2
29
Resident Customer Support
representation
30
Articles in previous issues
32
This issue of FAST has been printed on paper
produced without using chlorine, to reduce waste
and help conserve natural resources.
Every little helps’.
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Page 2
he Customer Support Services
Division is involved during the
following phases in the life of
an aircraft:
● during contract negotiations with the
lessor for the sale and purchase of the
aircraft,
● from contract signature to entry into
service of the aircraft,
● operation of the aircraft,
● return and re-delivery of the aircraft
to a new operator,
● during its storage.
During the first two phases, the lessor
addresses questions to one single focal
point in Airbus Industrie Customer
Support - the Customer Support
Manager (CSM) dealing with Leased
and Pre-Owned Aircraft. This CSM is
based in the Airbus Industrie headquarters and provides assistance to the
lessor and lessee until the aircraft is
handed over to the airline. Prior to entry
into service, the account is passed over
to the CSM in charge of the airline. His
role is to act as the focal point for coordination, implementation and monitoring of all customer support services,
and this CSM is based either in
Toulouse, Beijing or Washington depending on the airline’s location.
Resident Customer Support representation can also be provided at the airline’s main base or any other location
to be mutually agreed. These Resident
Customer Support Managers (RCSMs)
are the airline’s permanent on-site interface with the CSM, providing continuous support matched to the airline’s
needs. In addition, advice on the technical operation of the aircraft is available
from the RCSM at transit stations,
where RCSM offices have been established for other Airbus operators. In
cities such as New York, London,
Paris, Istanbul, Frankfurt, Madrid, Abu
Dhabi, Hong Kong, Los Angeles and
Manchester, “city coverage” has been
developed to support several operators
based in the same city. In case of need,
operators may contact RCSMs at any
station. Their contacts are given on
pages 30 and 31.
There are generally four types of operators of leased aircraft:
● the start-up airlines,
● an existing airline that is not yet
Airbus operator,
● an existing Airbus airline, operating
the same Airbus type as the one being
leased,
● an existing Airbus airline, operating
a different Airbus type.
The Customer Support Package that
includes the following items can be
tailored to meet the specific needs of
either type of airline.
T
By Hans Krauss
Director, Customer Support
Airbus Industrie Customer Services
The leasing companies who buy Airbus aircraft
generally concentrate their efforts on marketing,
finance and sales, and have limited in-house
technical and engineering capabilities.
They rely on the aircraft and engine manufacturers
to provide the support of the aircraft in service.
Within Airbus Industrie’s Customer Support
Services Division, the department “Leased and
Pre-Owned Aircraft” provides support to leasing
companies (the lessors) and to the airlines
operating the aircraft (the lessees).
2
FAST / NUMBER 24
FAST / NUMBER 24
TRAINING
In order to ensure a successful entry into service and continued operation of the aircraft, Airbus
Industrie provides customised
training packages for the airline’s personnel at Airbus
Industrie training centres.
Courses are available for
Flight and Cabin Crews,
and Maintenance and
Performance personnel. Having customers
throughout the world,
Airbus Industrie has
located three training
centres, in Toulouse, Beijing
and Miami. Each centre has fullflight simulators available.
The training package consists of:
● Flight crew transition
courses
Regular, adapted or
Cross Crew Qualification (CCQ). They
are a blend of lectures,
computer-based training, system trainers,
fixed-base and full-flight
simulators combining academic instruction with practical training.
● Cabin Crew courses
Familiarisation with Airbus
cabin features
● Performance/Operations
courses
These courses provide flight
operations staff with a
training on Airbus performance documentation, systems and
computation programmes.
These
courses are designed
for, Flight Dispatchers,
Performance
Engineers,
Weight and Balance Engineers and
Load Masters.
● Maintenance courses
They are a blend of lectures, computer-based
training, maintenance training simulators and field trips
combining academic instruction with practical training.
Academic instruction, practical and hands-on experience can
also be provided at the airline’s
base or any other airline’s base
equipped with training aids and facilities. In addition to the simulators
at the Airbus Industrie training centres, simulator capacity for Airbus
aircraft is available worldwide. Lists
of simulator locations can be provided.
3
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Page 4
TECHNICAL DATA AND
DOCUMENTATION
The technical publication package that
the lessor provides to the lessee is defined in the lease agreement signed between the lessor and the lessee.
Technical documentation is revised
according to set frequencies and it is
the responsibility of the lessee to incorporate the revisions in the documentation. Airbus can train the lessee on the
use of manuals if necessary.
In the event an aircraft is transferred
from one lessee to another, Airbus
Industrie will customise the
Operational manuals - Flight Manual
(FM), Flight Crew Operating Manual
(FCOM), Check List (CL), Master
Minimum Equipment List (MMEL) free of charge in the name of the
lessee.
Airbus Industrie manages the revision of the documentation and the
customisation changes. The Customer
Originated Changes from the lessee,
generally not accepted for operational
manuals, must have the formal agreement of the lessor and must be incorporated in the lessor’s manuals at conditions stated in the Airbus Customer
Services Price List.
Upon request of the lessor or the
lessee, Airbus Industrie may provide direct support to the relevant airworthiness authority if the aircraft type is not
yet registered in a particular country or
if the operator wants authorisation to
fly extended twin engine operations.
Airbus Industrie maintains a worldwide
spare parts distribution network with
several strategically located stores. The
principal store is in Hamburg.
In order to respond to the airline’s
specific needs, Airbus Industrie provides recommendations for the purchase of Spares, Ground Support
Equipment and Tools. These recommendations cover initial provisioning
A/C DELIVERY
MPD
TEM/TED
SES
AC
MFP
VIM
PPM
CLS
CMM
AC
Airplane Characteristics for Airport Planning
Aircraft Maintenance Manual
ARM Aircraft Recovery Manual
AWL Aircraft Wiring List
AWM Aircraft Wiring Manual
ASM Aircraft Schematic Manual
CCC
Crash Crew Charts
CL
Check List, abnormal/emergency
CLS
Cargo Loading System Manual
CML Consumable Material List
CMM Component Maintenance Manual
ESP
Electrical Standard Practices
FCOM Flight Crew Operating Manual
FPRM Fuel Pipe Repair Manual
FM
Flight Manual
IPC
Illustrated Parts Catalog
LRE
Radioactive and Hazardous Elements
(List of)
LTM Live Stock Transportation Manual
MFP
Maintenance Facility Planning
▲ AMM
▲
▲
▲
▲
▲
▲
▲
4
▲
▲
▲
▲
WBM
SB
SIL
FM
MMEL
MPD
NTM
PMDB
PPM
SB
SES
SIL
SJC
SM
SRM
TED
TEM
TLMC
TSM
VIM
WBM
Frankfurt
Washington
Beijing
Singapore
MATERIEL SUPPORT
Typical documentation delivery sequence
AMM
TSM
CML
AWM
FCOM
MMEL
IPC
SRM
NTM
Hamburg
Master Minimum Equipment List
Maintenance Planning Document
Nondestructive Testing Manual
Production Management Data Base
Performance Programs Manual
Service Bulletin
Support Equipment Summary
Service Information Letter
Standard Job Cards
Standards Manual
Structural Repair Manual
Tool and Equipment Drawing
Illustrated Tool and Equipment Manual
Time Limits and Maintenance Checks
Trouble Shooting Manual
Vendor Information Manual
Weight and Balance Manual
▲ Airline customized manuals/data
Note : This list is not exhaustive
FAST / NUMBER 24
(IP) of spare parts and tools, a spares
investment forecast (SIF), a fly-away
kit if necessary, information on possible
spares pooling arrangements with
Airbus operators, and spares available
for lease.
Repair time is a key factor in determining the level of spares to be provisioned, as spare parts removed from
stock are required to cover the period
that a failed part is in the repair circuit.
Airbus Industrie guarantees that its repairs of its proprietary parts will be
completed within a maximum of 15 calendar days. This is a guaranteed maximum, not an average. Airbus suppliers
have also agreed to reduce their shop
processing times.
Airbus supplies the right spares in the
shortest possible time from its five
spares centres located in Hamburg,
Frankfurt, Washington DC, Singapore
and Beijing:
● AOG service 24 hours a day, 365
days a year
● Customised lead-time (CLT). CLT is
an approach to just-in-time delivery enabling Airbus customers to reduce their
inventory of Airbus proprietary parts.
Parts ordered under this scheme can be
placed in the hands of an assigned forwarder in a minimum of two hours.
MAINTAINABILITY AND
RELIABILITY
Maintainability and reliability of Airbus
aircraft is taken very seriously, not only
in service, but starting during the design phase of each aircraft. The aim is
to incorporate the in-service experience
from previous aircraft into the design of
the new aircraft. All Airbus operators
provide operating data to Airbus
Industrie, which is analysed every
FAST / NUMBER 24
month in a meeting chaired by the V.P.
Customer Services, and attended by the
Customer
Support
Directors,
Programme Directors and the Director
of Maintenance, Engineering and
Reliability. Data such as pilot and
maintenance reports, dispatch reliability, in-flight shut downs, cancellations,
flight hours and flight cycles will be
discussed and analysed in order to
make sure that the airline is getting
maximum benefit from the aircraft.
MAINTENANCE
ENGINEERING
Airbus can provide customised
Maintenance Programmes (Maintenance Review Board Document /
Maintenance Planning Document /
Maintenance Planning Data Support):
● to facilitate the entry into service of
the aircraft,
● optimise maintenance planning,
● maximise aircraft availability for revenue service,
● minimise maintenance costs.
RELIABILITY MONITORING
AND ANALYSIS
The ability to monitor and analyse inservice data is totally dependent on receipt of the data from the operators.
Airbus can provide fleet reliability data
with individual airline variations, pilot’s reports, operational interruptions
and component and engine performance. All this to assist the airline to
achieve and maintain competitive and
economical levels of reliability.
Customised programmes can be developed to assist the airline’s technical
department improve aircraft in-service
reliability.
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Page 6
Supporting
Airbus
Converted
Freighters
MAINTENANCE AND
RELIABILITY
Airbus Industrie can provide qualified
engineers to evaluate facilities, tools
and equipment for servicing and maintaining the aircraft. Recommendations
on changes, if necessary, and assistance
in the formulation of the airline’s maintenance plan, can also be provided.
ENGINEERING
SERVICES
From time to time the airline may require assistance to incorporate Service
Bulletins. The Technical Services
Division can assist with the planning of
maintenance checks, major layovers
and repairs. Working parties with stock
of tools are available for immediate dispatch to a repair site. During return and
redelivery of an aircraft to the next
lessee, Airbus can provide service
bulletins and associated kits for
aircraft conversions, covering, for example, cabin reconfigurations, changes of
units of measurement affecting
indicators, placards and documentation, MTOW changes,
modifications required by the
airworthiness authorities and
other customization changes requested by the new operator. This
may require the reduction of an already short aircraft downtime, and
the creation or validation of Service
Bulletins and manufacture of associated kits.
By Gerard Rhemrev
Customer Support Manager
Leased & Pre-owned Aircraft Support
Airbus Industrie Customer Services
channel
express
The Airbus wide-body aircraft are gradually
becoming the aircraft of choice for conversion into
freighters. Although the conversions are done by
two independent companies who provide the support
for their conversion, Airbus Industrie still provides
the full support for the basic aircraft.
BUSINESS
MANAGEMENT
The Business Management Division assists in developing good relationships
between the lessor, lessee and Original
Equipment Manufacturers, and ensures
that suppliers of equipment fitted on the
Airbus aircraft provide accurate and
high quality support.
This department also administers
warranties and contractual commitments such as the Standard Warranty,
Spare Parts Warranty, Service Life
Policy and Supplier Interface
Commitment.
CONCLUSION
Airbus Industrie Customer Services Directorate can provide the full range of services needed by lessors and lessees, from
contract signature, throughout the life of the aircraft. In service it is essential that the airline gets the maximum benefit from
the aircraft. This requires teamwork and here Airbus can provide the necessary assistance to the lessors and lessees to ensure
that their aircraft meet the high reliability standards necessary for successful airline operation today. n
6
FAST / NUMBER 24
FAST / NUMBER 24
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Page 6
Supporting
Airbus
Converted
Freighters
MAINTENANCE AND
RELIABILITY
Airbus Industrie can provide qualified
engineers to evaluate facilities, tools
and equipment for servicing and maintaining the aircraft. Recommendations
on changes, if necessary, and assistance
in the formulation of the airline’s maintenance plan, can also be provided.
ENGINEERING
SERVICES
From time to time the airline may require assistance to incorporate Service
Bulletins. The Technical Services
Division can assist with the planning of
maintenance checks, major layovers
and repairs. Working parties with stock
of tools are available for immediate dispatch to a repair site. During return and
redelivery of an aircraft to the next
lessee, Airbus can provide service
bulletins and associated kits for
aircraft conversions, covering, for example, cabin reconfigurations, changes of
units of measurement affecting
indicators, placards and documentation, MTOW changes,
modifications required by the
airworthiness authorities and
other customization changes requested by the new operator. This
may require the reduction of an already short aircraft downtime, and
the creation or validation of Service
Bulletins and manufacture of associated kits.
By Gerard Rhemrev
Customer Support Manager
Leased & Pre-owned Aircraft Support
Airbus Industrie Customer Services
channel
express
The Airbus wide-body aircraft are gradually
becoming the aircraft of choice for conversion into
freighters. Although the conversions are done by
two independent companies who provide the support
for their conversion, Airbus Industrie still provides
the full support for the basic aircraft.
BUSINESS
MANAGEMENT
The Business Management Division assists in developing good relationships
between the lessor, lessee and Original
Equipment Manufacturers, and ensures
that suppliers of equipment fitted on the
Airbus aircraft provide accurate and
high quality support.
This department also administers
warranties and contractual commitments such as the Standard Warranty,
Spare Parts Warranty, Service Life
Policy and Supplier Interface
Commitment.
CONCLUSION
Airbus Industrie Customer Services Directorate can provide the full range of services needed by lessors and lessees, from
contract signature, throughout the life of the aircraft. In service it is essential that the airline gets the maximum benefit from
the aircraft. This requires teamwork and here Airbus can provide the necessary assistance to the lessors and lessees to ensure
that their aircraft meet the high reliability standards necessary for successful airline operation today. n
6
FAST / NUMBER 24
FAST / NUMBER 24
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Page 8
The Airbus wide-body fuselage is ideally suited for freight transport,
125 inches
96 inches
96 inches
88 inches
LD-3
LD-3
LD-7
LD-6
... can carry a wide variety of containers and pallets,
Accepts the full range of existing underfloor cargo containers and pallets
Full interlining capability
No need for special containers
106 in. forward cargo door
Pallet (*)
LD7/LD9
AAF/AMF
LD6
LD5/10/11/21
LD3 - the most commonly used cargo container
Over 160 000 in worldwide use
LD1
125" system (164" overall)
(*) 125"x88" or x96"
... and special loads.
Engine transport
Core unit
88x125" pallet
8
Fan unit
88x125" pallet
T
here are different types of
Airbus freighter currently in
service:
● the A300C4, A300F4, A300-600F
and A300-600ST (Super Transporter)
which are built and sold by Airbus
Industrie
● the A300B4F which is converted
through a Supplemental Type
Certificate (STC) either by, Elbe
Flugzeuge Werke (EFW), a subsidiary
of DaimlerChrysler Aerospace, in
Dresden, Germany, or British
Aerospace Aviation Services (BAeAS)
in Bristol, England
● the A310-200F which is an A310200 converted by EFW (DASA)
through STC.
Each conversion centre holds STCs
issued by the FAA. The A300B4F,
-600F and A310F have the same fuselage cross-section, (see figure above),
and can carry a wide variety of containers and pallets. This allows excellent interlining possibilities with other
genuine wide-bodied aircraft. Over 60
are in service and commitments already exist to convert a further 120.
Payloads for these three versions
vary between 39 and 55 tonnes
(86,000lb – 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 outsize loads.
The A300B4-200 is the aircraft that
is attracting the most conversions at
FAST / NUMBER 24
present. Twelve operators already have
them in service and leasing companies
are buying them on speculation for conversion. This has rejuvenated the
A300B4 market and particularly the
residual value of the aircraft. The two
conversion centres have slightly different approaches to the modification but
the end result is the same, the converted
aircraft can carry the same payload.
The BAeAS conversion has an electrically operated main deck door and
strengthened floor beams. The EFW
conversion has a hydraulically operated
door and new floor beams, similar to
the A300-600F.
The downtime for the conversion is
about 14 weeks but this time varies
considerably depending on the additional work programmed such as for
modifications and D-check.
The A300B4 has an excellent reliability record, the fleet average for the
last twelve months being 99%, with
flight duration varying between 1.12
and 3.5 flight hours. The twelve operators averaged over 99.5% in
January 1999.
THE SUPPORT TREE
The A300-600F and A300-600ST
(Super Transporter), being sold by
Airbus Industrie as new aircraft, receive
the same full support package as for
any other purchased Airbus aircraft.
This includes all parts associated with
the main deck cargo modification.
Operators of A300s and A310s converted to freighters by the STC holders
do not buy the conversion direct from
Airbus Industrie, however they still receive complete support from Airbus for
the basic aircraft. The support for all
parts associated with the main deck
freight conversion, is provided by the
STC holders.
SUPPORT FROM
AIRBUS INDUSTRIE
Airbus Industrie provides a full range
of Customer Services for the basic aircraft throughout its operational life. To
assist the operators obtain and make
best use of the services available,
Airbus allocates a Customer Support
FAST / NUMBER 24
Manager (CSM) to them
who will be their point of
contact in the company.
Airbus has a large
Engineering and Technical
Services Division whose
staff can be contacted 24
hours a day. They provide
engineering recommendations including troubleshooting advice, development of modifications for
product improvement, optional modification, on-site
technical assistance including trouble-shooting, retrofit
and repair.
Spares support is also
available 24 hours a day.
The CSM will monitor the
progress of all queries the
operator sends to Airbus.
The full list of additional
services available is given in
the Customer Services
Catalog.
Details of the principal
services are given in the previous article “Support of Leased Airbus
Aircraft”. However it should be noted
that, to reduce operating costs, Airbus
Industrie provides a low utilisation
maintenance programme, for aircraft
operating less than 2000 flight hours
per year. This programme was incorporated in Revision 21 to the Maintenance
Planning Document (MPD) which
should be provided with the aircraft.
Also, Airbus Industrie no longer provides training for the A300B4, but ten
training centres in the Americas,
Africa, Europe and Asia have simulators for flight crew training and can
also provide maintenance training.
To increase payload and revenue,
Airbus offers two Service Bulletins (SB
A300-00-032 and A300-53-0342) that
allow an increase of Max Zero Fuel
Weight (MZFW) by two tonnes.
SB A300-00-0032 allows the aircraft to
be certificated at the new weight and
calls for the installation of SB A30053-0342, the structural modification.
They are applicable to all A300B4200s . The STC holders are capable of
adapting these service Bulletins to the
aircraft they convert.
AIRBUS INDUSTRIE
Customer
Services
Catalog
1999
The services included in the
Catalog are:
● Technical Publications
on paper
● Customising of Technical
Publications
● Maintenance planning
data support
● Spares provisioning
documentation
● Engineering and technical
assistance
● Field service representation.
9
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Page 10
To ensure that technical queries from
operators get a quick and adequate response, a data-base about the conversions has been developed. It summarises
the conversion and lists the conversions’
parts, the operating data for each aircraft
by MSN, and all the contact names at
the conversion centres. This ensures that
Airbus Industrie’s engineers can identify
and pass on any query related to the
converted part,
to the
STC
holder
whilst
responding
directly to basic
aircraft queries.
Airbus Industrie will co-ordinate major
repairs related to the structure of the
basic aircraft and the conversion, and it
has efficient lines of communication
with the STC holders.
SUPPORT FROM
THE STC HOLDERS
The STC holders provide matching
support for all parts associated with the
main deck freight conversion including,
for example, supplement documentation.
Technical queries linked to the converted part of the aircraft should be addressed to the STC holder. For questions concerning the interface between
the converted part and the basic aircraft, the STC holder will liaise with
Airbus Industrie to provide the proper
answer.
hardt
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CONCLUSION
This new task acquired by the Airbus A300s, as wide-body freighters, has not only increased their residual values but means
that many operators of old 1960s era, noise limited freighters, now have viable, efficient replacements available. The A300B4s
available can be purchased and converted at a good price and they meet today’s more stringent environmental standards.
Operators of these aircraft can expect the same high standard of support that all other Airbus operators now take for granted.
A300B4 Converted Freighters are excellent value in today’s freighter market. ■
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10
FAST / NUMBER 24
FAST / NUMBER 24
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1/06/99 9:19
Page 12
The flight deck of the Iron Bird
The use of Iron Birds
has a long history in Europe.
he first were developed
for the Sud Aviation
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.
T
Airbus Industrie has been happy
to continue with this tradition.
by Captain Chris Krahe
Engineering Test Pilot
Airbus Industrie Customer Services
General view of the Iron Bird
12
FAST / NUMBER 24
WHAT IS THE IRON BIRD?
The Iron Bird is an engineering tool
used to design, integrate, optimise and
validate vital aircraft systems such as:
● Electrical Generation
● Hydraulic Generation
● Flight Control System
● Auto Flight System
● Warning System (ECAM)
● Centralised Fault and Maintenance
System.
The Iron Bird is the physical integration of the above systems with each one
laid out representing the geometry of
the aircraft as far as dimensions of hydraulic lines (length, diameter, shape)
are concerned. They are mounted in an
easy accessible rack with all the components installed at the same place as
on the real aircraft. For space saving,
the wings are folded to lie parallel to
the fuselage systems. One can recognise the hydraulic jacks of ailerons and
spoilers along the wing and all other
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
FAST / NUMBER 24
Bird needs a cockpit for its control.
Three Fixed Based Simulators (FBS)
are used along with a mobile visual
system which can be connected to either one. Here again, in order to work
efficiently, each FBS can be used either as an A340 or as an A330, since
the architecture of the systems is nearly
identical.
From the flight deck, the Iron Bird
can be flown like the aircraft. The
aerodynamic model and the environmental conditions such as air density,
air temperature, airspeed, Mach number, etc. are generated in a computer.
The electronics bay.
Computer installation
The electronics bay.
The wiring behind
the computers
13
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1/06/99 9:20
Page 14
The Iron Bird’s rudder
and stabiliser
Electrical generation
14
WHAT IS THE IRON BIRD
USED FOR?
In the early stages of the development
phase of an aircraft, more than one year
prior to the first flight, the Iron Bird is
in place and has accumulated thousands
of development “flight-hours”. Flight
test crews use it to adapt to the new
systems and to plan the flight test pro-
gramme. It is the perfect tool to optimise the characteristics of all the components of the systems which are represented as they “play together” or even
to discover an incompatibility or anomaly that may require a change during
the very early stages. The effects and
the treatment of failures introduced in
the systems can be studied in full detail
and recorded. Like this the normal, abnormal and emergency procedures,
with the relevant checklists or ECAM
procedures, are developed.
Electrical switching with variable interruptions and times are studied to assess their impact on the computers or
other components. Extensive testing of
components, computers, wiring and the
whole system assembly is done to determine the effects of electro-magnetic
interference (EMI). The Iron Bird renders the new aircraft a maturity that
without such a tool could only be
achieved “the hard way”, i.e. very
costly and less safe with the real aircraft during its initial flight test period.
In the final stages of the preparation
for the first flight of the prototype aircraft, the various hardware and software of the computers are tested and
validated on the Iron Bird before they
are “loaded” on the aircraft systems, including the control laws of the electrical flight control system. Any changes
or fine-tuning during the development
phase of the new aircraft type is first
developed, tested and validated on this
valuable tool.
After certification and when the aircraft is in revenue service, the Iron Bird
is used for further development of the
aircraft systems as well as a test bench
to trace anomalies that may show up
with components or systems.
The Iron Birds of all the Airbus types
starting with the “classic” A300B2/B4,
then A310 to the A319/A320/A321 and
A330/A340 are still operational. They
are used from time to time to replay a
scenario with the real hard and software, in order to understand in depth
what happened in special scenarios or
to try new developments and enhancements before they are introduced as a
modification on the aircraft type. One
such development is the study of electro-hydraulic actuators (EHA) which
could lead to an all-electric aircraft.
They have already been tested on the
Iron Bird and in flight.
The team of engineers and pilots who
have worked many years with the Iron
birds have a rich backlog of experience
which represents real wealth when
making technology work for the benefit
of safety, efficiency and comfort, in the
Airbus products. n
FAST / NUMBER 24
THE 10TH PERFORMANCE
AND OPERATIONS CONFERENCE
28 September - 2 October 1998 in San Francisco
One hundred and seventy three flight operations representatives from 81 airlines and 21 delegates from vendors and other
organisations attended this conference. It was hosted by Captain Pierre BAUD, VP Training & Flight Operations Support and
chaired by Christian MONTEIL, Deputy VP Training & Flight Operations Support. This 10th conference being a milestone,
awards were presented to the 15 airlines which operated the Airbus when the first conference was organised in 1980 in Kuala
Lumpur and which are still Airbus operators (in the photo above from left to right):
•
•
•
•
•
•
•
Capt. Su Nam LEE - Korean Air,
Capt. Ron NAGAR - Indian Airlines,
Capt. Jacques GROS - Air France,
Capt. Ahmed MOUNIB - Egyptair,
Capt. Ingo TEGTMEYER - Lufthansa,
Capt. Pierre BAUD - Airbus Industrie,
Capt. Eckhard FEDERHEN - Hapag Lloyd,
•
•
•
•
•
•
Christian MONTEIL - Airbus Industrie,
Capt. Saleem ANWAR - Pakistan International Airlines,
Capt. Tuantong POOKBOONCHERD - Thai Airways,
Capt. Grant MCALPINE - South African Airways,
Mr Zulkifli AHMAD - Malaysian Airlines System,
Capt Danilo INNOCENTI - Alitalia
The other recipients were Iran Air, Japan Air System, Olympic Airways and Philipine Airlines.
At that time, only the A300B2/B4 was flying. Today 165 airlines operate seven Airbus aircraft types.
A300/A310/A300-600
TECHNICAL SYMPOSIUM
30 November - 5 December 1998 in Bangkok
This Technical Symposium, for the aircraft which successfully launched Airbus Industrie into
the civil aircraft market, attracted more than 200 representatives from 46 airlines, 19 vendors and
Airbus Industrie. The symposium was hosted by Roger LECOMTE, Vice President Engineering and Technical Support,and
chaired by Eberhard GEST, Director A300/A310 Programme from the Customer Services Directorate.
Four of the 25 formal presentations were dedicated to the ageing aircraft part of a fleet which has now accumulated almost
20 million flight hours and more than 10 million take-offs. The high time A300B4s have logged more than 53,000 flight-hours
and more than 36,000 flight-cycles.
During the traditional award ceremony,
Roger LECOMTE (fourth from left) and Eberhard GEST
(first from right) presented awards to (from left to right):
Highest Utilisation A300-600:
• Mr Abdel AL-RHEDA, General Manager
Engineering, Emirates
Highest Utilisation A300:
• Markus HAKALA, Manager A300 Project
Engineering, Finnair
Operational Excellence A310:
• Wolfgang KURTH , Managing Director,
Hapag-Lloyd Flugdienst
• Wolfgang FIEGLMÜLLER, Production Manager
A310/A330/A340 Fleet, Austrian Airlines
FAST / NUMBER 24
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1/06/99 9:02
Page 16
From time to
time passengers
and flight attendants notice the
presence of water vapour or fog
in the cabin, apparently
discharging from above the
overhead stowage bins. This is
usually encountered on the
ground and at first glance takes
a smoke-like form that, for the
unseasoned traveller, can
generate some concern.
Although it is quickly evident
that the passengers are only
witnessing a cloud of water
vapour, questions are
frequently asked, many of
which are answered below.
by Jed Traynor
Air Conditioning Engineering Services
Airbus Industrie Customer Services
D
espite appearances, the fog in the cabin does not in fact originate from the air
distribution ducts, but is the result of cold air entering a relatively humid cabin. In
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
of Airbus aircraft (A320/A330/A340). In particular, attention is drawn to the highpressure water extraction capability of the air conditioning packs. This ensures
moisture removal from the air before it reaches the turbine of the air cycle machine,
thereby preventing build up of ice on the turbine blades at temperatures below
freezing point (0°C/32°F). This in turn allows the air being discharged from the air
conditioning packs to reach much colder temperatures in conditions of high ambient humidity. Consequently, in conditions that would normally lead to a high cooling demand, the air entering the cabin will be significantly lower in temperature
than the cabin air, a feature that is necessary to ensure optimised passenger comfort
levels.
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 velocity 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 apparent on the ground with the cabin doors open although it may be evident to a
lesser extent just after take-off, this being due to the remaining humidity in the
cabin and the demand for a slightly lower cabin temperature.
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 relatively high humidity level within the cabin and low temperature air entering the
cabin. Clearly the ambient humidity levels can vary significantly but, even in cases
of high outside ambient humidity, the use of air conditioned walkways from the
passenger terminal would tend to minimise internal aircraft humidity levels. With
regard to temperature, when water vapour is seen in the cabin it indicates a high
level of performance from the air conditioning packs. In the event that this level of
performance can not be attained, for reasons such as degradation of Auxiliary
Power Unit (APU) bleed pressure or contamination of the heat exchangers in the
air-conditioning packs, the air entering the cabin would not be sufficiently below
the dew point temperature to create the necessary condensation.
In conclusion, the water vapour seen as fog within the cabin is perfectly normal,
providing only an indication of the high performance attainable from the air conditioning packs. Without such performance the quantity of air required for temperature control would be significantly higher. This in turn would have a negative impact on nuisance drafts and noise level and necessitate an increase in the size and
weight of the APU and the air conditioning packs.
*Dew point is the temperature at which vapour begins to condense.
Moist warm air
CONDITIONED
AIR OUTLETS
INDIVIDUAL AIR
OUTLETS
Cold dry air
Moist warm air
Cold dry air
Condensation
Condensation
16
FAST / NUMBER 24
FAST / NUMBER 24
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Page 18
AIRPLANE
By Captain William Wainwright
Chief Test Pilot
Airbus Industrie
T
*
The Training Aid itself was
the basis of the article entitled
“AERODYNAMIC PRINCIPLES
OF LARGE AIRCRAFT UPSETS”
that appeared as a Special Edition
of FAST in June 1998.
18
he idea for a joint
industry working group to produce an Airplane
Upset Recovery Training Aid* was first
proposed by ATA in June 1996. It was in
response to increasing interest by the NTSB in
aircraft loss of control accidents which, together
with Controlled Flight Into Terrain, cause a
large proportion of all accidents. They were
putting a lot of pressure on the FAA to produce
new regulations covering this subject.
The working group was a voluntary industry
initiative to see what could be done within the
existing regulations to improve the situation.
The joint industry team consisted of
representatives of all sides of industry: aircraft
manufacturers, airlines, governmental
authorities, and pilots’ unions. It was a good
example of how the entire industry, designers,
users, and regulators can co-operate on safety
issues that are common to everyone. It also
marked a “first” in showing that the “Big 3”
aircraft manufacturers could and will work
together on technical, non-commercial issues.
More than 80 persons coming from all around
the world, but principally from the USA,
participated from time to time.
The end result of two years work is a training
package including a video and a CD-ROM,
giving an airplane upset recovery training aid.
This package is on free issue to all our
customers, to use as they wish. However, all
FAST / NUMBER 24
UPSET RECOV ERY
A test pilotÕs point of view
members of the joint industry group agreed that
the package is aimed at preventing loss of
control accidents on conventional aircraft. It is
not aimed at protected Fly-by-Wire aircraft.
There is no need for this type of continuation
training on protected aircraft, although a
general knowledge of the principles involved is
useful for every pilot.
The content of the package is not the subject
of this article, but there are a few issues of
general interest which I gained from my
experience as a member of the working group
which I would like to mention.
THE BEGINNING
The issue of upset training was not
new; major airlines around the world,
and in particular in the USA, had already produced Upset Recovery
Training Programmes, or were using
one produced by another company.
Amongst the members of the group
were training pilots from American
Airlines, Delta, and United who were
already running such training programmes in their simulators. Since this
was essentially seen as a training issue.
Initially the Flight Test Departments of
the three main manufacturers were not
involved. Airbus was represented by
Larry Rockliff, Chief Pilot at Airbus
Training Centre in Miami. Right from
the beginning there was a conflict between the technical advice given by the
FAST / NUMBER 24
manufacturers’ training pilots and that
expressed by those of the principal airlines already practising upset training.
They naturally considered themselves
to be the experts on this subject, based
on the many hours of training that they
had already conducted on a large number of pilots in their simulators.
At the beginning of 1997, the Flight
Test Departments were asked to come
in to support their training pilots. From
then on, the chief test pilots of the three
major manufacturers became members
of the working group. But the conflict
over the different opinions on aircraft
handling and recovery techniques continued for a long time until we finally
achieved agreement at the last meeting
in January 1998. The reasons for these
differences of opinion are the subject of
this article.
T here is no need
for this type of
continuation training on
protected
fly-by-wire aircraft
19
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1/06/99 9:05
If
Page 20
altitude permits,
flight tests have shown
that an effective method
to get a nose-down pitch
rate is to reduce the
power on underwing
mounted engines.
THE DIFFERENCES
OF OPINION
The differences of opinion were mainly
concentrated in the following areas:
● Procedures versus general advice
● Ease of training versus failure cases
● Stalling
● Use of rudder
● Use of simulators.
It is worth saying that there was
never any difference of opinion between the three test pilots on the group.
Although we come from different backgrounds and have worked in different
organisations with different work cultures, we always agreed on our technical advice.
PROCEDURES
VERSUS
GENERAL ADVICE
The airlines wanted simplified procedures which were common to all aircraft in their fleets and which were easy
to teach and easily reproducible. This is
understandable because everyone is interested in having a standard product at
the end of his training programme.
And this is what they already had
with the Airplane Upset Recovery
Training that they were already doing.
Do
not confuse an
approach to the stall and
a full stall. An approach
to stall is controlled
flight. An airplane that is
stalled is out of control
and must be recovered.
20
For the training managers from
American Airlines, Delta, and United,
the only thing necessary was to give
an overall industry approval to their
existing programmes; they already worked, because the
many pilots that had undergone training all
came out of it with
the same standardised reactions
to the standard
upsets. For them, this was the
necessary proof that their
training programme worked.
Where we differed was in our conviction that there is no such thing as a
standard upset and our reluctance to endorse simplified procedures for recovery from an upset.
We wanted a general knowledge
based approach, as opposed to a rule
based one. For this, after proposing
some initial actions, we talk about “additional techniques which m a y b e
tried”. This obviously is more difficult to teach.
Where we reached a compromise was
in the order of presenting the various
actions that might be considered to recover the situation. For us, the order of
presentation is for guidance only; it represents a series of options that should
be considered and used as appropriate
to the situation. It is not meant to represent rigid procedures that must be followed in an exact sequence. However,
the order can be used in training scenarios if a procedural approach is needed
for training.
The airline instructors also wanted
procedures which would apply to all the
aircraft in their fleets. This meant that
they were against certain actions,
because they were inappropriate on
others. For example, the thrust effects
of underwing-mounted engines were
being ignored, whereas it has a significant influence on recovery. Again, we
reached a compromise by using the following words: “ if altitude permits,
flight tests have shown that an effective
method to get a nose-down pitch rate is
to reduce the power on underwingmounted engines”.
EASE OF TRAINING
VERSUS
FAILURE CASES
The training that was already being
done, considered upsets as being due to
momentary inattention, with a fully serviceable aircraft, that was in trim when
it was upset. We wanted to consider
other cases that involve aircraft with
temporarily insufficient control authority for easy recovery. This of course
complicates the situation, because recovering an aircraft which is in trim,
possessing full control authority and
normal control forces, is not the same
as recovering an aircraft with limited
control available or with unusual control forces.
Thus, for us, an aircraft that is
out-of-trim, for whatever reason, should
be re-trimmed. Whereas the airline instructors were against the use of trim
because of concerns over the possibility
of a pilot overtrimming and of trim runaways which are particularly likely on
some older aircraft types which are still
in their fleets.
We spent a lot of time discussing the
use of elevator trim and we never
reached agreement. All the major US
airlines were adamant on their policy to
recover first using “primary controls”
which excluded any reference to trimming.
Again, a compromise was necessary.
What we have done is to talk about using trim if a sustained column force is
required to obtain the desired response
whilst mentioning that care must be
used to avoid using too much trim.
And, the use of trim is not mentioned in
the simplified lists of actions to be
taken.
FAST / NUMBER 24
STALLING
Another aspect that was being
ignored in the existing training was the
stall. By this I mean the difference between being fully stalled and the approach to the stall. In training, you
do an approach to the
stall with a recovery
from stick shaker, which is often done by
applying full thrust and maintaining existing pitch attitude in order to recover
with minimum loss of height. Height cannot be maintained if an aircraft is actually
stalled and should be of secondary importance.
Even those pilots who do stalls on
airtests, as might be done after a heavy
maintenance check, only do them with
gentle decelerations, and they recover immediately without penetrating very far
beyond the stalling angle of attack. There
is a world of difference between being
just before, or even just at, the stall, and
going dynamically well into it.
When we started our discussions, the
training being given in the airlines to recover from excessive nose-up pitch attitudes emphasised rolling rapidly towards
90° of bank. This is fun to do, and it was
not surprising to find that most of the instructors doing the training were
ex-fighter pilots who had spent a lot of
time performing such manoeuvres in another life. The training was being
done in the same way, with an aircraft
starting in trim with a lot of energy and
recovering while it still had some.
However, the technique being taught
only works if the aircraft is not stalled.
We start our briefing on recovery techniques with the following caution:
Recovery techniques assume that the
airplane is not stalled. If the airplane is
stalled, it is imperative to first recover
from the stalled condition before initiating the upset recovery technique.
Do not confuse an approach to the stall
and a full stall. An approach to stall is
controlled flight. An airplane that is
stalled is out of control and must be recovered.
A stall is characterised by any, or a
combination of the following:
● Buffeting, which could be heavy at
times
● Lack of pitch authority
● Lack of roll control
● Inability to arrest descent rate.
To recover from a stall, the angle of attack must be reduced below the stalling
angle. Apply nose down pitch control and
maintain it until stall recovery. Under
certain conditions with under-wing
mounted engines, it may be necessary to
reduce thrust to prevent the angle of
attack from continuing to increase.
FAST / NUMBER 24
Remember, in an upset situation, if the airplane is
stalled, it is first necessary to
recover from the stall before
initiating upset recovery techniques.
This is something that we are
well aware of in testing, but it
was either being totally ignored
or misunderstood. I consider the
inclusion of this note to be one of
our most important contributions.
USE OF RUDDER
We also spent a lot of time discussing the use of rudder. The existing training courses all emphasised
using rudder for roll control at low
speeds. It is true that the rudder remains effective down to very low
speeds, and fighter pilots are
accustomed to using it
for “scissor”
evasive manoeuvres when
flying not far from
the stall. But large airliners, with all the inertias that they possess, are not like fighter aircraft. Based
on our experience as test pilots we are
very wary of using rudder close to the
stall. It is the best way to provoke a loss
of control if not used very carefully,
particularly with flaps out.
We finally got the training managers
to agree to play down the use of rudder
in their existing courses. But we do not
say never use the rudder at low speed.
We say that, if necessary, the aileron
inputs can be assisted by coordinated
rudder in the direction of the desired
roll. However, we also caution that “excessive rudder can cause excessive
sideslip, which could lead to departure
from controlled flight”.
But why did we have so much difficulty in convincing the training pilots
that it is not a good idea to go kicking
the rudder around at low speed?
Their reply was always the same; but
it works in the simulator! This leads me
on to my last point.
R emember, in an upset
situation, if the airplane
is stalled, it is first
necessary to recover from
the stall before initiating
upset recovery
techniques.
E xcessive rudder
can cause excessive
sideslip, which could lead
to departure from
controlled flight.
21
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Page 22
USE OF SIMULATORS
S imulators should not be
used to develop
techniques at the edges
of the flight envelope.
We manufacturers were very concerned
over the types of manoeuvres being
flown in simulators and the conclusions
that were being drawn from them.
Simulators, like any computer system,
are only as good as the data that goes
into them. That means the data package
that is given to the simulator manufacturer. And we test pilots do not deliberately lose control of our aircraft just to
get data for the simulator. And even
when that happens, one isolated incident does not provide much information because of the very complicated
equations that govern dynamic manoeuvres involving non-linear aerodynamics
and inertia effects.
The complete data package includes a
part that is drawn from actual flight
tests, a part that uses wind tunnel data,
and the rest
which is
pure extrapolation.
It should be obvious 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
fact means being not far from the centre
of the flight envelope; the part that is
used in normal service. It does not
cover the edges of the envelope. I
should also add that most of the data
actually collected in flight is from
quasi-static manoeuvres. Thus, dynamic manoeuvring is not very well
represented. In fact, a typical data package has flight test data for the areas described in Table 1.
In other words, you have reasonable
cover up to quite high sideslips and
quite high angles of attack (AOA), but
not at the same time. Furthermore, the
matching between aircraft stalling tests
and the simulator concentrates mainly
on the longitudinal axis. This means
that the simulator model is able to correctly reproduce the stalling speeds and
the pitching behaviour, but fidelity is
not ensured for rolling efficiency
Table 2
SLATS OUT
SLATS IN, LOW MACH
SLATS IN, HIGH MACH
Sideslip
Angle of attack
From +18° to -18°
From +18° to -18°
From + 8° to -8°
From -5° to 25°
From -5° to 12°
From -2° to 8°
(based on a simplified model of wind
tunnel data) or for possible asymmetric
stalling of the wings. Also, the range
for one engine inoperative is much less
than the range for all engines operating
and linear interpolation is assumed between low and high Mach numbers.
Wind tunnel data goes further. For example, a typical data package would
cover the areas described in table 2.
In fact, this is a perfectly adequate
coverage to conduct all normal training
needs. But it is insufficient to evaluate
recovery techniques from loss of control incidents. Whereas, the training
managers were all in the habit of
demonstrating the handling characteristics beyond the stall; often telling their
trainees that the rudder is far
more effective than aileron
and induces less drag and has no
vices! In short, they were developing handling techniques from
simulators that were outside their
guaranteed domain.
Simulators can be used for upset
training, but the training should be confined to the normal flight envelope. For
example, training should stop at the
stall warning. They are “ virtual” aircraft and they should not be used to develop techniques at the edges of the
flight envelope. This is work for test pilots and flight test engineers using their
knowledge gained from flight testing
the “ real” aircraft.
CONCLUSION
Table 1
Sideslip
SLATS OUT
● All Engines Operating
●
One Engine Inoperative
SLATS IN, LOW MACH
All Engines Operating
●
●
One Engine Inoperative
SLATS IN, HIGH MACH
● All Engines Operating
●
22
One Engine inoperative
Angle of attack
Around neutral
Between 0°and 22°
Between + 15° and -15° Between 0° and 12°
Between +8° and -8
Between 5° and 12°
Around neutral
Between +10° and -10°
Between +8° and -8°
Between 0° and 12°
Between 2° and 9°
Between 2° and 8°
Around neutral
Between +5° and -5°
Between +2° and -2°
Between 0° and 5°
Between l° and 3°
Between 1° and 3°
FAST / NUMBER 24
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 isolation. 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.
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 suitable compromise solutions, our two worlds of testing and training were able to
resolve their differences and develop something that satisfied everyone.
Of course there are also some points about piloting that were raised during
our discussions which I feel should have a larger audience. They are important,
but they should be kept in context. On the whole they are related to recovery of
an aircraft which is already out of control, or is about to be. This is an area in
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
such a situation. The end result of all the discussions that took place was to concentrate everyone’s attention on taking action early enough to prevent the occurrence of loss of control. We put the emphasis on training within the known
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
are expert. Of course the training programmes must be designed by training pilots, but these training programmes must stay in a reasonable flight envelope.
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
very good example of how we can all work together in everyone’s interest. n
FAST / NUMBER 24
C oncentrate everyoneÕs
attention on taking
action early enough to
prevent the occurrence of
loss of control.
23
p 16 / 32
1/06/99 10:40
Page 24
By Brian Wood Senior Analyst, Materiel Support, Airbus Industrie Customer Services
T
Managing uncertainties in materiel planning
Uncertainty is a common phenomenon in our world: meteorologists use numerical computer
models to forecast the routes of developing hurricanes, traders work with sophisticated software
when making share purchase or sale decisions, to increase the probability of success of their
actions. Materiel planners of aircraft maintenance also use various information tools in order
to predict spare parts requirements. What is common with the above examples, is the need to live
with the limitations of forecasting tools, being flexible and able to respond rapidly to unforeseen
situation changes.
... in short, you are forced to play your ‘hand’ well.
24
FAST / NUMBER 24
he materiel manager
must deal with an unpredictable level of unscheduled maintenance during an aircraft heavy maintenance visit (HMV),
usually requiring the replacement or
repair of thousands of individual spare
parts. These can vary from fasteners to
Line Replaceable Units (LRUs). The
majority of these parts can not be preplanned or ordered in advance since the
aircraft must first be stripped in order to
identify what spare parts are required.
Additional pressure was on the materiel and maintenance managers of
Sabena and SR Technics for the first
4C/5 year check of an A330, as such a
maintenance event had never been undertaken before on that aircraft type.
Three challenges were foremost in their
minds: maintenance quality, total cost,
and aircraft turnaround time.
SR Technics, the maintenance
provider, were contracted to perform
the checks. Each aircraft was to be returned to Sabena where the A330s are
in service over 13 flight hours a day on
the airlines’ African and North
American route network.
SR Technics and Sabena together are
currently developing A330/A340 total
maintenance capability for their own
Airbus fleets and third party customers.
The key to success of the checks is to
plan the ‘plannable’ and to establish
clear communication lines, enabling effective response to the unplannable
which would arise during the Heavy
Maintenance Visits.
At the close of 1998 there were 85
A330 aircraft in service with 15 operators with a further 165 outstanding orders. Aircraft manufacturer serial number (MSN) 030 (the first A330 to
undergo a 4C check) first flew in June
1993, entering revenue service with Air
Inter in March 1994. To date the first
three A330s that entered commercial
service (currently in service with
Sabena) are undergoing their first indepth structural inspections. The first
took place in October 1998, the second
and third through February and March
1999. Sabena undertakes 4C/5 year
checks of its A330s in accordance with
their maintenance schedule, developed
from the Airbus A330 Maintenance
Planning Document (MPD).
FAST / NUMBER 24
THE HEAVY
MAINTENANCE VISIT
Commercial jet aircraft undergoing
heavy maintenance visits receive indepth inspections of airframe and systems, requiring removal of cabin interiors, furnishings, panels and floors, and
examination of areas with difficult access. The cost and duration of HMVs
varies greatly, dependent on the work
package, aircraft type, age and condition
The A330 4C/5 year check covers
additional inspection items, not undertaken at the 15-month C check. These
include:
● Systems’ and components’ inspection programme: mainly visual inspections and function tests of air conditioning, electrical power, equipment /
furnishings, fire protection, flight controls, hydraulics, undercarriage, pneumatic systems, doors and wings.
● Zonal inspection programme, which
has additional visual inspection items in
the airframe, cabin, cargo and passenger zones.
● Structure programme, which includes
5-year airframe inspection items, where
detailed examination of key structural
areas of the airframe is undertaken. The
purpose of this programme is to maintain continuous airworthiness of the aircraft, and control corrosion.
● Time controlled items. Most A330
rotable components are classified as oncondition. These items are only removed as a result of unscheduled maintenance. The few life-controlled items
are limited to batteries, fire bottles,
evacuation slides and other safety
equipment.
AIRCRAFT MODIFICATIONS
HMVs often represent a rare
opportunity for many operators to
incorporate service bulletins (SBs) and
modifications into the aircraft, while it
is on the ground for sufficient time
Much of the A330s ATA53
modification work is attributable to the
results of cumulative fatigue testing,
requiring structural inspection or
reinforcement around fuselage frames,
main landing gear, cabin doors and at
the engine pylon.
25
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1/06/99 9:07
Page 26
Percentage of modification kits
25
20
15
10
5
23
25 28
ATA Chapters
29
About 75% of the SBs
selected by Sabena for
incorporation at the first
A330 HMV had a materiel
input (modification kit).
These SBs mainly involved
ATA chapters 53 fuselage
and ATA 29 hydraulics.
52
53
54
57
92
Others
Service bulletins are raised by Airbus
Industrie and its Vendors to improve
the product, reduce maintenance costs,
or correct in-service anomalies. SBs are
also raised at the request of customers,
examples being embodied during the
Sabena HMV include satellite communications telephone system / antenna installation, and IFE system upgrade. In
addition cabin refurbishment and replacement of passenger windows were
undertaken in the interest of customer
satisfaction.
Modification kit contents vary from
as little as a few washers, clamps and
brackets to airframe modification kits
consisting of several hundred components (including standard hardware
items) made up from several sub-kits.
These kits are assembled at the Airbus,
Materiel Support Centre and dispatched
in accordance with the operators’ shipping instructions or by the most efficient route the customer selects.
With the number of SBs and operators' modifications to be carried out on
Sabena’s A330s, careful co-ordination
between parties and logistics planning
was vital, to ensure the arrival of modification kits and spares on time for fitting in order to prevent work stoppages.
The majority of service bulletins are
embodied on current production aircraft, hence the SB workload affecting
operators of new production aircraft is
minimal.
MATERIEL SUPPORT
PLANNING FOR
THE HEAVY
MAINTENANCE EVENT
Prior to commencement of the first
A330 HMV in October 1998, a series
of pre-planning meetings took place between materiel representatives of
Airbus Industrie, Sabena and
SR Technics.
AUG
HAM
ZRH
SEPT
Technical,
commercial,
finance and stores
departments of
each of the parties
also played
important
supporting roles.
BRU
● The first meeting took
place on 21st August and
included Airbus Industrie
Materiel Support
representatives from the
vendor, customer order
desk, modification kit, and
customer support
departments. Material
representatives from
SR Technics participated
and single points of
contact between the two
parties were established.
Requirements for
proprietary parts, service
bulletins, tools and
customized lead-time
issues were discussed.
A consignment stock of
Airbus proprietary parts,
positioned at Zurich was
also considered. However,
with the benefit of
experience both parties
agreed this was not an
effective solution as only
a limited number of
airframe parts consumed
during a heavy check
could be pre-planned.
SR Technics agreed that
Airbus Industrie’s
“Customized Lead Time”
programme would provide
satisfactory support.
● A second meeting took
place in Zurich,
25th August, to introduce
Airbus Materiel
representatives to the
SR Technics system,
which included
familiarisation with the
departments and
processes.
● A third and final
planning meeting took
place between
SR Technics, Sabena
and Airbus Industrie in
Brussels on
17th September.
The purpose was to
coordinate applicable SBs
for Sabena, materiel kit
planning lead times,
shipping details,
locations and
destinations.
In addition to the planning meetings a
specialist from Airbus Materiel
Support’s vendor department met with
Sabena and SR Technics to discuss
tooling requirements for the check.
With the SB list established, the
SR Technics maintenance planning
team design a schedule so that SBs can
be incorporated simultaneously with the
check. Early delivery of kits and spare
parts is essential. Unavailability of a kit
could hold up other work items, in the
worst case resulting in late delivery of
the aircraft.
Percentage of parts required
70
60
50
40
30
20
10
1
2
3
4
5
Number of times same part number required
Planning of supply of
proprietary parts is limited,
even for long in-service
aircraft types. Airbus research
indicates there is very little
repetition of spare parts
consumption between similar
heavy maintenance checks.
ATA 25 Equipment &
Furnishings usually
represents the highest parts
consumption category
(typically about one third of
the proprietary parts
consumed, by value) during a
HMV. Airbus Industrie
produces a cabin inspection
report document to assist
operators to determine which
cabin, door and cargo
compartment parts should be
repaired or replaced. The
report details which areas can
be inspected prior to the
HMV, enabling planning of the
majority of ATA 25 parts
requirements.
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
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1/06/99 9:08
Page 28
min
Percentage of proprietary parts consumption
max
50
40
30
20
10
21
25
27
29
32
52
ATA Chapters
Shown is an example of
annual proprietary parts
consumption by ATA
chapter based on a
sample of over 30
Airbus aircraft. The
chart shows the
maximum and minimum
percentage contribution
by part number of each
ATA chapter over a
seven year consumption
period.
The wide variation
between the maximum
and minimum is partially
due to unscheduled
maintenance
requirements and
underlines the difficulty
of planning.
53
54
57
Others
Job-cards for the maintenance check
were produced from Airbus Industrie
documentation on CD -ROM (modified
in line with Sabena’s maintenance
schedule) by SR Technics’ own
Information Technology system.
Prior to the HMV check, on arrival at
Zurich the aircraft underwent a preacceptance check. A general aircraft inspection and wet fuel leak check were
performed in order to ensure that the
aircraft’s condition was such that the
maintenance provider accepted that all
work could be completed within the
contractually agreed time frame.
In support of the first HMV Airbus
Industrie dispatched an on-site materiel
support representative to Zurich, from
the Materiel Support Centre. His role
was to provide assistance regarding
mod-kit and spares availability, locating parts, organising shipping and delivery, dealing with any unscheduled
spares requirements and any other
spares related inquiries SR Technics
staff may have had.
During the last week and critical
stages of the check the Customer Order
Desk will give priority status to received orders, providing status reports
on orders via direct contact with the
customer. Support from kit manufacturers and Airbus suppliers, to complete
revised kits and produce and deliver
these kits on time, is also crucial.
CONCLUSION
Although every effort was made to
ensure smooth trouble-free completion of the first A330 HMV, difficulties arose which could not be foreseen or pre-planned. However,
learning curve benefits and experience reduced man hour consumption
on the second an third checks. In addition, the master maintenance planning schedule was revised to reflect
new targets for task start and completion dates. Further efficiency improvements in materiel support were
realised with on-site representatives
from Sabena and Airbus suppliers.
Swissair, Sabena and Austrian
Airlines closely cooperated on joint
specification of their own A330 aircraft (a combined fleet of 25 new
A330 production aircraft) to achieve
a standardised aircraft, with only minor differences, limited mainly to
cabin interior. As a result A330
maintenance and materiel support is
simplified, with each partner sharing
facilities and developing centres of
excellence on component repair. n
28
FAST / NUMBER 24
29 FAST
FAST // NUMBER
NUMBER 24
24
FAST / NUMBER 24 29
29
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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
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30
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82 (51) 971 4106
1 (919) 840 4313
39 (6) 652 9077
967 (1) 344 439
1 (650) 6344378
506 4412 228
503 339 9323
55 (11) 644 54 363
82 (2) 664 3219
86 (21) 6268 6671
353 (1) 705 2085
86 (24) 2272 5177
86 (755) 777 0689
65 5425 380
886 (2) 25 450 438
886 (3) 38 34 718
1 (813) 396 3163
7 (371) 240 7049
98 (21) 603 5647
81 (3) 5756 5084
81 (3) 5756 8772
1 (905) 677 1090
1 (918) 292 2581
216 (1) 750 855
976 (1) 379 930
1 (604) 231 6917
43 (1) 7007 3235
1 (204) 837 2489
86 (29) 870 7255
7 (411) 242 0165
374 (2) 151 393
385 (1) 456 2537
41 (1) 810 2383
31
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ARTICLES IN PREVIOUS ISSUES
A
Advanced technology and the pilot
Aerodynamic deterioration. Getting hands-on experience
Ageing - The electrical connection
Ageing - The electrical connection – Part 2
Ageing aircraft. Understanding…
AIDS installed on South African Airways’ Airbus A300
AIM-FANS wins growing number of orders
Airbus’ air-transportable hangar
Airworthiness Directives. Improving…
Auto-flight architecture and equipment
A300-600/A310. Digital Avionics workshop - What’s new
14
21
14
18
11
2
22
15
15
1
9
Feb. 1993
May 1997
Feb. 1993
June 1995
Jan. 1991
1984
Mar. 1998
Sep. 1993
Sep. 1993
1983
July 1988
Batteries - Control and maintenance
Braking management
Braking management. Some additional facts…
7
2
1
Jan. 1987
1983
1984
Cabin air comfort
Cabin air quality. Only the best
Cabin steps for Malaysian Airlines System A300
Carbon brakes
Cargo door warning system. Bulk…
Cargo loading - Retrofitable semi-automatic system for A300
Cathode ray tubes - Their effects on maintenance practices
Central maintenance system on A330/A340
Central maintenance system on A330/A340
Option package to simplify maintenance
Centre of gravity control system on A310-300. Refinement of …
Cold weather tests
Commonality
Composite materials
Computer software in Aircraft
Condensation and smoke warnings. A330/A340 cargo bay
Conferences:
ETOPS
A320/A321 Flight Operations
2nd A330/A340 Technical Symposium
4th Training symposium
4th Materiel Symposium
A320 Family Technical Symposium in SFO
A330/A340 Technical Symposium on KUL
10th Operations and Performance Conference
Containerisation on A320 and A321. Advantages of…
Convertible in action
Corrosion - A natural phenomenon
19
20
6
7
1
2
7
16
Mar. 1996
Dec. 1996
Nov. 1985
Jan. 1987
1984
1984
Jan. 1987
Apr. 1994
21
12
9
14
8
11
21
May 1997
Feb. 1991
July 1988
Feb. 1993
July 1987
Jan. 1991
May 1997
16
19
20
20
21
22
23
23
12
1
2
Apr. 1994
Mar. 1996
Dec. 1996
Dec. 1996
May 1997
Mar. 1998
Oct. 1998
Oct. 1998
Sept. 1991
1983
1983
Dispatch reliability
Part 2
Part 3
Drag reduction
6
7
8
13
Nov. 1985
Jan. 1987
July 1987
Aug. 1992
EGT margin on A300/CF6-50C2
Electrical wiring installation – Working practices
Engine bleed air system on A300-600 and A310
Environment protection. Combining with windshield rain protection
ETOPS for the A330. Accelerated…
ETOPS conference
9
15
10
23
16
16
July 1988
Sep. 1993
July 1990
Oct. 1998
April 1994
April 1994
10
1
2
1
9
5
July 1990
1983
1983
1984
July 1988
May 1985
10
20
9
20
July 1990
Dec. 1996
July 1988
Dec. 1996
1
2
1
2
5
14
7
1
22
1983
1983
1984
1984
May 1985
Feb. 1993
Jan. 1987
1984
Mar. 1998
2
5
1984
May 1985
18
13
22
June 1995
Aug. 1992
Mar. 1998
B
C
D
E
F
Fatigue testing. A320 full scale…
FFCC retrofit ?
FFCC retrofit concept
Fire resistance. Superior…
Flap system. Developments on the A300
Flight control system
Flight control system.
Evolution of hydro-mechanical components in…
Flora and fauna. Flying…
Fly-by-Wire. Performance analysis of…
Fly-by-wire at a glance. A pilot’s first view
Fuel conservation:
Part 1 - Consequence of aerodynamic deterioration
Part 2 - Consequence of aerodynamic deterioration
Part 3 - Ground operations
Part 4 - Take-off and flight operations
Part 5 - Descent and landing operations
Fuel system A330/A340
Fuel system and centre of gravity control A310-300
Fuel tank. Auxiliary…
Fuel system. Detecting leaks using helium
FQI probes - Reprofiled fuel quantity capacitance probes
for improved A300 FQI accuracy
FQI system installed on the A300-600 and A310
H
Hot. Is your aircraft too…
Hydraulic system - Working practices
Hydraulic system - Preventing leaks
32
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Ice accretion. Understanding the process of…
IDG servicing on A310 and A300-600. Improved…
Inspection. Infrared thermography for in-service…
Interferences. Electromagnetic
Interferences. Electromagnetic
16
8
18
5
7
Apr. 1994
July 1987
June 1995
May 1985
Jan. 1987
JAR-OPS. Implementing with Airbus ops. Documentation
JT9D-7R4. Lower operating costs for the thrust reverser system
JT9D-7R4. Rigging for enhanced durability
22
11
8
Mar. 1998
Jan. 1991
July 1987
Lateral trimming
Lightening strikes and Airbus fly-by-wire aircraft
Lufthansa A300B4
6
22
1
Nov. 1985
Mar. 1998
1984
Maintenance. Ten years experience with Air France A300
Maintenance Planning Data Support
Maintenance programme development
Maintenance and repair - Do you need help?
Material provisioning for heavy maintenance. Are you ready?
Mercury attacks. When…
Mini side stick controller
Minimum crew cockpit certification
2
12
10
10
11
19
2
1
1983
Sept. 1991
July 1990
July 1990
Jan. 1991
Mar. 1996
1983
1984
New home for Airbus Product Support
16
April 1994
On-line maintenance of A320 electronic systems - A true revolution
Operation in areas contaminated by crude oil smoke
Operations on short runways. A300…
Operational reliability performance
Operational reliability improvement programme Spurious smoke warnings on A300 and A310
Oxygen supply. Planning adequate…
8
12
2
13
July 1987
Feb. 1991
1984
Aug. 1992
10
15
July 1990
Sept. 1993
19
18
9
19
19
1
15
Mar. 1996
June 1995
July 1988
Mar. 1996
Mar. 1996
1983
Sept. 1993
Ramp handling. A330/A340…
Regulatory climate. The international…
Rigging for enhanced durability - Ring laser gyro
Rudder trim control. A310/A300-600…
16
22
2
15
April 1994
Mar. 1998
1984
Sept. 1993
Service Bulletin computerisation. Airbus…
Service Bulletin reporting.
Tech. Pubs. which reflect the configuration of your aircraft
Simplified English
Spares costs. The path to lower
Spare parts: Cost benefit management
Spare parts. Frankfurt store – expanding our service
Spare parts. Material provisioning for heavy maintenance.
Are you ready?
Spares Center. Airbus Service Co. Inc. …
Suppliers Conference
Sustained operations in hot weather
Symposium. Materials…
Symposium. A300/A310/A300-600 Technical…
Symposium. A320 Technical…
13
Aug. 1992
23
7
23
21
21
Oct. 1998
Jan. 1987
Oct. 1998
May 1997
May 1997
11
12
12
6
13
13
12
Jan. 1991
Sept. 1991
Sept. 1991
Nov. 1985
Aug. 1992
Aug. 1992
Sept. 1991
12
18
14
19
23
Sept. 1991
June 1995
Feb 1993
Mar. 1996
Oct. 1998
11
18
9
Jan. 1991
June 1995
July 1988
Special
June 1998
Vasp. Innovative…
Vibration on A320 Family. Avoiding elevator…
6
23
Nov. 1985
Oct. 1998
Weight and balance system
Windshear
Wing of the A310. The modern…
6
6
5
Nov. 1985
Nov. 1985
May 1985
L
M
N
O
P
Paint systems. Maintenance of aircraft…
Paint scheme. Choosing an external
Performance on wet or contaminated runways
Performance as planned. A340…
Pilot guard systems
Pitch damper improvements
PW4000 Fadec, improved operational reliability
R
S
T
TCAS II
Technical publications combined index
Trent - Reliability by design
Training. State-of-the-art
Training philosophy for protected aircraft in emergency situations
Trouble Shooting - The impact of modern data recording
and monitoring systems. Improved...
Turbulence. Flight in severe…
Tyre servicing with nitrogen
U
V
W
Upset training. Aerodynamic principles of Large airplane upsets
FAST / NUMBER 24
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