Paves Pere eile g @ AIRBUS INDUSTRIEACARS ADF AFS APU ARINC ATA ATC BITE cap CFDS crDIe cmc cus DME ECAM EFIS EFCS eg Gr ETOPS FIM FIN FL Fs FWe Geru LOCAL 1oBsy wit Ica IDG ISO JAA ke LRU McbU MpbU MMEL Mu ND PC PFD PER PIN SD SGML SLW SLWe SM ure VHF Abbreviations used in this issue of FAST Aircraft Communication Addressing and Reporting System Auiomatie Direction Finding Automatic Plight System Auxidiary Power Unit Aeronautical Radio Ine Air Transport Association Air Traffic Controt Built-In Test Equipment Canadian Atlantic Storms Program Centralised Fault Display System Centralised Fauli Display fmerface Unit Central Maintenance Computer Central Maintenance System Disiance Measuring Equipment Electronic Centralised Aircraft Monitor Electronic Flight Instrument System Electronic Flight Contvot System For example Exhaust Gas Temperauure Extended Range Twin Engine Operations Fault Isolation Document Functional fem Number Flight Level Flight Management System Flight Warning Computer Grownd Power Control Unit Index of CMS fault messages Index of EFIS, ND and PFD fault messages Index of local warnings Index of crew and maintenance observations Index of warnings and matfinetions International Civil Aviation Organisation Integrated Drive Generator Internarionat Standardisation Organisation Joine Airworthiness Authorities (European) Knots Line Replaceable Unis ‘Multi-pu pose Control and Display Unit ‘Multi-purpose Disc Drive Unit Master Minimum Equipment Lise Management Unit Navigation Display Nautical mites Personal Computer Primary Flight Display Post Flight Report Part Number System Display Standardised General Mark-up Language Supereooted Liquid Water Supercootedt Liquid Water Content Trouble Shooting Manual Universal Coordinated Time Very High FrequencyAIRBUS TECHNICAL DIGEST NUMBER 16 APRIL 1994 A330/A340 CENTRAL MAINTENANCE SYSTEM MARC VIRILLI EVOLUTION OF THE TROUBLE SHOOTING MANUAL >, ON THE A319/A320/A321/A330/A340 ore KENNETH JOHNSON A330/A340 RAMP HANDLING DAVID SAXTON ACCELERATED ETOPS FOR THE A330 } ) ANDRE QUET AND THE ETOPS GROUP ETOPS CONFERENCE ACCRETION CLAUDIUS LA BURTHE ‘p ». } UNDERSTANDING THE PROCESS OF ICE / q = RESIDENT CUSTOMER SUPPORT REPRESENTATION A NEW HOME FOR ofe AIRBUS PRODUCT SUPPORT ‘The anicles herein may be reprinted without permission except where copyright source is indicated, but with acknowledgement to Aisbus Industrie, Articles which may be subject to ongoing review must i sd on the RAMP HANDLING - PART II Verified prior to reprint. The statements made herein do not coastitute an offer. They sumptions a a faith, Where the supporting grounds for thore statements aro not shawa, the Company ie basis thereo (© AIRBUS INDUSTRIE 1994 Cedex, France Buber: Abs Inge Product Support | nd point Maurice Bente, 31707 Telephone +33 6193.33 33,"Telex AIRBUS Tek 933148 Editor: Denis Dempster ~ Graphie desi Photo-eneraving; SERPAL, 31130 Balmua, France Printer SIA, $1500 Lavaur, France ok This iseue of PAST has been printed on paper produced without using ehlorine, to reduce waste ‘and help 0 conserve natural resources. ‘Every tile helps FAST / NUMBER 16 1 ean3 Pr Pe a er a ee ee al mn: oecentralised maintenance experience started with the design of the A300, 1n1974, the Auto Flight System consisted of 20 computers, two of which already tal were dedicated to help maintenance of the system, The cenity into service of the glass cockpit A310 in 1983 was the jnning of a now era from the aircraft technology point of view, and also for line maintenance activities Taking advantage of the performance of new digital tec nology, the fault isolation devices were integrated into the basic system design. The best examples are the A310 Auto Flight System (AFS), he Flight Management System (FMS), the Electronic Flight Instrument System (EFIS) and the Elee- tronic Centralised Aircraft Monitoring (ECAM). These sys. tems were the first to provide automatic trouble-shooting and test procedures, and were the first to introduce plain English for the identilication of faulty Line Replaceable Units (LRU) (Figure 1). Although these systems provided many benefits for mainte ‘nance personnel, more development was necessary to provide: more maintenance data and wider fault isolation coverage. This is why in 1988, when the A320entered service, the CFDS was one of the features of this aircraft. This system resulted from a common position take facturers, They identified the need within the airline world for ‘a system that concentrates maintenance data into one location ‘and provides maintenance personnel with clear information needing litte interpretation. The guidelines for the design of such a system materialized in the ARINC Report 604, Guid lines for design and use of Built-In Test Equipment (BITE). The A320 CFDS is in fact a man/machine interface for maintenance purposes, which allows the display of fault messages in plain English, to interrogate the BITE of various electronic systems and 10 initiate system tests from a central point located in the cockpit: the MCDU (Multipurpose Con: (rol and Display Unit). The architecture of the A320 CFDS is of the distributed type, compared to the centralised type chosen by another aircraft manufacturer. This means that the by the major airf maintenance data and formatting the failure messages is included in the BITE of each individual avionies component. The main advantage of this architecture is thatall conditions jencrating a message depend on one system only: the inator of the message, thus making information more relinble and easier to manage. It is important co note that this approach does not prevent the Centralised Fault Display Interface Unit (CFDIU) from automatically correlating events, thereby minimizing the number of messages. This is an advantage shared with the centralised architecture, [EET Eure ak The A330/A340 CMS architecture includes two fully redundant Central Maintenance Computers (CMC), instead of one on the :20,the CMC 2 being ahot spare. Four user interfaces are also defined: the three MCDUs, the printer, the Aircraft Commu- nication Addressing and Reporting System (ACARS) Man: agement Unit (MU) and the Multipurpose Disk Drive Unit (MDDU), the last (wo being optional This variety ofinterfacesis aimed to answerall airline needs n terms of efficiency of operation of their aircraft: @ the printer (Ad size) and MCDU for on-board use, @ the ACARS MU for preparation of the work durin transit @ the MDDU for downloading data for further analysis Both CMCsare direcily connected to 48 basic systems plus 11 optional ones, which represent 91 reporting units expand- able to 102 reporting units with options. The sysiems which ate connected to the CMCs have been divided into 3 types: © Zype 1 systems are characterized by an inputfoutput inter face of the ARINC 429 bus type (there are 34 basic and 9 optional systems for a total of 75 units) (© Type systems ace characterized bya discrete input fromthe CMC and an ARINC 429 bus output (there are 10 basic and ‘optional systems fora total af 19 units) © ype 3 systems have an inputfouiput interface of diserete ype (there are 4 basic and 1 optional system for a total of 8 | units) | intelligence required for identifying the faults, processing the On 4320, A330 and A3 i @ single location (MCDU in the cockpit) | @ alphanumeric display f@ menu driven procedure Easier access 10 maintenance data on A320 family, A330 and A340 On previous generation aiter @ various locations (avionic eompariment, cockpit @ different types of display © operating procedure varies from system to system i GUDO00 6 £65 ay a a e a 300 35 of umnm £O) g cS of oo o@ulise ° FAST / NUMBER 16Central Mainte e System architecture —> Bus — Discree Type I Type 2 Type 3 AIRCRAFT SYSTEMS Each member system memorizes the failure messages de tected by its BITE an CMC. The CMS architecture is shown in Figure Cree ed Reporting mode d transmits them in clear F slish to the In the report he units connected to the CMC automatically and permanently transmit the failures affectin them, These failures can be either of internal orexternal or that isto say affecting LRUs belonging to the system or LRUS so divided into three classes dependin; (Figure 3) © Class 1 failures are indicated to the crew by means of warnings and flags © Class 2 faitures are indicated to the erew on th bout have no impact on the current flight, © Class 3 failures are not indicated to the crew al all available on request only and are checked at the next sched: uled maintenance check ‘AS mentioned previously, the maintenance messages are transmitted to the CMC in plain English using ISO 5 codin ‘As A320 experience had shown that some messages could be interpreted in different ways, the rules for writ nance messages have been further refined and are requested 10 be strictly followed by each computer designer (computer supplier) ‘The CMC compiles Post Flight Report (PER) by merging oundon mainte mre Operational consequences on current flight? (er NO. maintenance team + Automatic print-out atthe Dispatch consequences | + Refer MMIEL may be Noneed toreferto MMEL | + MMEL not applicable GO" £°GO" without conditions | + Can be let uncorrected Got + Can be left uncorrected | unt the next scheduled NO GO" nll the next opportunity | maintenance check Indication to flight crew YES | YES | ‘NO Automatically dxplayed in| = Marualy displayed by | real time activation ofthe sats on Warning or caution messages | ECAMContol Panels | + Flags on PED or ND or display | _ Sistem dspa | Indication to YES VES nd of each flight: Failure messages on the CMC PR + Manually displayed: Failure messages on CMC Class 3 Report FAST | NUMBER 16Example of Post Flight Repor MAINTENANCE POST FLIGHT REPORT [Ese | AIRCRAFT IDENTIFICATION :F - GGEA | lz DATE MAR3t FUGHT NUMBER : ITF 1027 cooxeirerrect | | Sees se ears | Le-co PRINTING ENGINE ON / ENGINE OFF :1015/ 1220 | pave: apRo2 FROM/TO LFPO : LFBT UIC: 1408 ATA36-14 | ute: 1023 ATA35(1-43 INTERMITTENT LASS | SOURCE :BlCe IDENTIFIERS | _ MessaGe FLIGHT PHASE MESSAGE. ze EIVMUS ENG 3 BLEED FAULT TAKEOFF ROLL | THC GHABVFAN AIR | ({2HAS)/SENSE LINE | | aragoss ure: 1038 ATA3011-46 | HARD cuss | | ‘SOURCE :PHc2 wweNTIFIERS: | MESSAGE DISPLAYED FLIGHTPHASE: | MESSAGE ADIRUY ADIRU2 | | avmicemoracse | cume | STATIC PROBE leDA2) ADIRUS |, Pica (60a), | | atazz.00 uro:i1s8 | ATA 34-12-94 HARD CLASS 1 | SOURCE :AFS IDENTIFIERS : MESSAGE DISPLAYED: | FLIGHT PHASE: | MESSAGE AUTOFLT AP OFF CRUISE | aoinuicrPH) | bctisesegseses i dee ee ——- od END OF REPORT | all class 1 and 2 messages received from all computers as well as all Flight Deck Effects received from the Flight War Computer and Data Management Computer. This report al- lows the maintenance personnel to have an overall view of what occurred during the last flight le; complement to the Flight Log, Although the system architecture is of the distributed type, the CMC performs an event correlation. For a given failure, ‘only one failure message is printed on the PFR, The systems which have reacted to this primary failure are mentioned on the PER as “identifiers”. Ifthe unit which is affected is able to transmit a message, itis this message (internal) which will be mentioned, the other messages (external) appearing as "iden: liflers” (Figure 4), I'the unit affected by the failure is not able totransmit anything to the CMC, the first message reported by its peripherals will be printed in the PFR, the others bein ‘idemtifiers”. In all cases the detail of each detected fail memorized ineach individual unit’s BITE, interactive mode, This CMC function is based on the ATA chapter associated «d which corresponds to the LRU. ndisaccessible in with each failure mess incriminated, In reporting mode the CMC compiles a Class 3 Report which contains all class 3 failures that occurred during the last flight leg as a complement to th Finally the Avionics Status g al time the list of units which are affected at least by one failure ine 3. This report provides a quick overview of the status of the various computers of the aircraft, I also makes it possible to check that all computers have correctly satisfied the power-up tests, Interactive Mode ‘The interactive mode or menu mode, for type I systems, is a mode which allows the connection of the BITE of any unit FAST | NUMBER 16 via the MCDUs, in order to display the data memorized and formatted by each member system, This mode can be activated ‘on the ground only and one of ts important purposes is tocase activation of system tests. The reason why this mode is sometimes called “menu mode" guided by menus. Some of these menus are generated by the CMC, and others are generated and transmitted by the con: cerned units for display on the MCDUs. Inorderto have aman/machine interface as user-friendly as possible and to break oneself from the distributed architecture while keepi ues, all MCDU screens sent by the systems have been normalized to standard format (Figure 5). is because the users are Inpractice these various items of CMS menu can be illustrated using the following Electronic Flight Control System (EFCS) System menu ® 8 Bere ad es nora Renn rheCU (Ground Power Control Unit) examples (Figures 6 pully sedav Avera MalntenanceMantal AMM) removal | compat cautions are displayed on the MCDUs before activating them Figure 6), the safety procedures themselves being in 1 AMM. © The guided tests axe those where all the requested actions are clearly mentioned on the MCDUs, along with questions bout the results of the actions. The complementary (ests and the guided tests increase the | } coverage level of the system tests when it is useful and possible. In both tests, all initial conditions necessary for successful accomplishment of the test are written on the MCDUs, no documentation is required for test activation, Ithough they are duplicated in the AMM for checking the The information available on the GPCU (Figure 74) is as follows EB The Last Leg Reportis.a smnplified back-up to the PFR. The Previous Legs Report records the maintenance and p Warning messages which occurred during previous flights (imited 1 64) and Sa Exoboa ck Eira atL POTN TY ec aera a ar aese mecca Cini sty Seren PL os Mids ss2o tee Pere Pc Boonen Puy) EMERG & DISPLAY LIGH’ Pras PrN Eee Seca ea) Preiat < REPORT aol < LAU IDENT ous Cc Portes Crea FAST / NUMBER 16lures which have to be tracked on several flights | EBB The LRU Ldemtification junction displuyson the ground the Part Number of the computers ofthe selected system and | possibly thei Serial Numbers Iisa configuration manage- rent ai, The Ground Scanning enables fault touble shooting hased on ground activation by the operators of functions normally performed during a flight, The mechanic decides ‘what type of action has to be performed, depending on the problem tobe investigated (which may includecontol surface nowentent, for example) The Trouble Shooting Data consist of primary and coded data, to be used in case of events which do not result from effective eomponent failure. The Class 3 Faults report contains messages which are otshownon the PFR and to which atention can wait unl the next maintenance opportunity The Ground Reporthas lhe same usefulness asa PFR but iLconcems new faults detected on the ground since the last flight CMS OPTIONAL FUNCTIONS Inorder to complete the basic CMS, a set of adcltional functions have been developed jointly with our customers and are pro: posed as an option, These other CMS features are the Service Report, the Aircraft Configuration Report, the Flag and Ad- visory recording function and the Downloading function. Service report This report, which is still under development, will gather different parameters involved in periodic checks which might lead 104 Servicing action, The parameters which compose the Service Report are taken from the allowing systems, >Engines DIG: SAPU > Hydraulic Fuel 2 Landing Gear > Water/Waste > Air conditioning ‘The Service Report will be programmable like the PER for automatic print-out inthe cockpit, downloading to a diskette fr transmission toa ground station through ACARS, and witl be available in either case 15 minutes after last engine shut down, An example ofthis report is shown on Figure 8. It will also be possible for operators to customize the servicing thresholds, using « Personal Computer (PC), thus allowing them to get a report with parameters which need a servicing [Example of Service Report | vane [TRE PRESSURE 3) Uploaded free text i NANCE SERVICE REPORT | AIRCRAFT IDENTIFICATION :F-GGEA | GATE OUT/ GATE IN 1080 / 1840 PRINTING. | TAKEOFF /LANDINGON 1094/1834 CAPT BAUD | BLOCKTME 610 DATE : 1201 FO WARNER | FROM/TO_LFBT | KATL ure: 1809 | | DATE 1101 {ase eS TTA | auGHT NUMBER ala START OF LEG / ENDOFLEG 1032 / 1696 | | ] | Uanoinc GEAR | TIRE PRESSURE (-s) NOSE GEAR 146110 | ATA 121492, | TIRE PRESSURE (PS!) 170180, 198/183 ae7T7 166r181 | MAX BRAKE TEMPERATURE (°C) 186/171 174/180, 156/178 145/178, CENTRAL GEAR 186168 mation prepared ap 2 PC oxygen | CREW OXYGEN BOTTLE PRESSURE: | CREW OXYGEN SUPPLEMENTARY 80 | atav24a5 | PAX OXYGEN BOTTLE PRESSURE | | FORWARD TANK WATER LEVEL: 080% WATERWWASTE POTABLE WATER ATA.121809 WATER | AFT TANK WATER LEVEL: 080% 1800 PSI ian PS| 1808 PSI TLE PRESSURE WASTE WATER TANK NOT EMPTY LEFT TANK LEVEL: 000% RIGHT TANK LEVEL: 060% uploaded fraa text infor END OF REPORT on prepares on a FC FAST / NUMBER 16ice Report Summary MAINTENANCE SERVICE REPORT SUMMARY | AIRGRAFTIDeNTMcATION:F-cGeR | GATEOUT/GATEIN 1000 / 1810, | PRINTING TAME OFF /LANONGON 1004 7 1834 caeT BAUD BLOCK TINE 0810 DATE: 1201 FO. WARNER FROM TO LFBT KATL UTC: 1903 Et 08 ‘START OF LEG / ENDOF LEG 1032 } 1836 LIGHT NUMBER AlB (741 ENGINES - OIL LVL FLTR CHIPS FUEL FLTR REV : CHECK LANDING GEAR- TEMP PRESS ok IDG. OLLVLSTSFLTR DISC OK OXYGENSOTTLES- STL PRESSURE OK APU- OILLYLSTS CHIPS OK DOORS AND SLIDES BTL- PRESS STS OK HYDRAULIC SYSTEMS LVLRSVRAIR PRESS: CHECK WATERIWASTE TANKS~ LVL OK FUEL TANKS - QTY OK AIRGONDITIONING- EXCHANGER FLTR. OK END OF SERVICING REPORT SUMIMARY ¥ co | uanienance _SenVOPENOMESTTEN | | anomartoenmrcanoy:r-coee | carecuriewrem som / tao | PANTO | Hot MBE A SAKE GF ANDNG ON. ee | te DATE: 1101 BLOCK TINE 0810 Oar PO | FROM /TO ‘LFBT / KATL UTC: 1908 a uxioure — OULeveL aoor mcr mag waar | | ATA121379 GIL CONSUMPTION 0.23 QT/HR: 0.22 THR 0.26 QTIHR 046 QTIHR | ‘ATA:792110 OIL FILTER STATUS: OK OK OK CLOGGED | ATA731110 FUEL FILTER STATUS: OK OK OK OK | ‘ATA;783000 REVERSER INHIBITION OK OK OK OK | AaTe2n0 — GLGPEOETECTIN Ok ok oe cfs pereo | Uploaded free text information prepaved on ENO OF ITEM action based on their airline practices, In that ease only a summary of the service report is obtained, associated with servicing item coupons for parameters which actually need a check (Figure 9), | Avionics Configuration Reports report with coupons), the operator can add free text informa tion, This information will be defined on a PC and uploaded | into the CMC using a data loader The Aircraft Configuration Report Two reports will be available, one called the Equipment Configuration Report und the other ealled the Software Load able Equipment Configuration Repo. Both are accessible trough the Avionies Configuration Repor item of the main tenance men (Figure 10). BM The Equipment Configuration Report presents each equipment name with ils ATA reference, Functional ftem Number (FIN), Part Number (P/N) andif any, Seri Number database | reference and database 2 refe Ell Phe Software Loadable Equipment Configuration Re- | [port makes itecasier to manage the configuration of the soft ware loadable equipment and associated diskettes The istof | equipment included! inthis second repor is uploaded in the | EMC, anda PCis used forthe definition of he lst Thisreport reflects the following parameters: Disk number, Equipment | Pas eon Tenure Taz ARCA el teed 8 FAST / NUMBER 16Esa Set as Ean CSTE MAINTENANCE | EQUIPMENT CONFIGURATION REPORT AIRCRAFTIDENTIFICATION :F -wwas | PRINTING DATE: 260092 To: 1690 source ‘COMPUTER IDENTIFICATION ATA NAME Pn, sn bent BiNe 226ae Eonso;2e0000200 Eovong0 2iai3s Vooouo21s654789 784612 | 2isie4 cpr 216334 Poe ‘000232103408300 895418 (000232103408200 695419 708218496123036 000118 a 1382996181201 004 name, FIN, P/N, Sofware reference (if any), database 1 | The listofadvisories and flags is shown in the previous table reference (if any) and the database 2 reference (if any) (see | and they will be represented on the PFR as mentioned below, Figure 11), with the associated Universal Coordinated time (i.e. GMT) ; and flight phase Advisory and Flag recording function ea This function adds to the Post FI i Report the red flags io tne Re FILENE Re pont he ss ATA: 2260 1847 displayed on the Primary Flight Display and Navigation Dis- FLAGONCAPT PFD CRUISE play as well as the advisories displayed on the System Display ‘SPD Lait 06 (SD) page. Only flags not covered by warnings are considered ATA: 9453 1886 and they will be complementary information to the basic FLAGONCAPTND CRUISE ECAM ‘warnings and Maintenance Status presented in the ao ss cockpit effect column of the E ATA 21 34 2017 Steet coleman ne ROAM: ‘ADVISORY. ‘APPROACH (CABIN ALTITUDE or Downloading function ‘The purpose of this function is to download on to a diskette the following reports for further analysis: >Post Flight Report >Previous Leg Report 3Class 3 Report >System Bite Report OServicing Report > Avionics Configuration Report. Each downloading will create an MS-DOS ASCII file which name will be the aircraft identification followed by an jon of the report, AIWN.MPF" where MPE represents the Maintenance Post Plight repor. ‘Thisarticle has presented the A330/A340 on-board maintenance -ept which benefits from A320 experience and whose fea- s bring the system to the level of definition stated as an ‘objective by the ARINC 624 report, On-board Maintenance System, “The A330/A340 maintenance philosophy iseffectively built around a standardised English language-based user interface. I allows storage of BITE system fault data within each LRU and provides ground test capabilites for LRU replacement. Additional capabilities, such as the Servicing Report and the Flagand Advisory function, are being designed to further help the maintenance personnel. Finally the A330/A340 maintenance system is integrated with a new Trouble Shooting Manual design including BITE assisted faultisolation procedures as described in the following in this issue of FAST, dedicated to the evolution of the trouble shooting manual. a FAST / NUMBER 16 9Evolution of the TROUBLE SHOOTING MANUAL for the A319/A320/A321/A330/A340 by Kenneth Johnson Senior Engincer, Maintenance Documentation Airbus Produet Support Airbus Technical Publications Department has just finished retrofitting the concept of the A330/A340 Trouble Shooting ‘Manual (TSM) 10 the A320. This major endeavour was initiated by Airbus to provide Airlines with a common concept TSM for the A319, A320, A321 A330 and A340 aircraft The retrofit is being carried out in parallel with production of the A340 TSM and the A330(A321 TSMs ‘manual contents for the A320. This article describes the A330} A340 TSM and explains why the = original A320 TSM was different < Wiy the double horn shape ? The above process leads to an uneven distribution of water droplet impacts on the leading edge (Figure 1). iseasily conceivable that those which are right in the middle would not be deflected very much and would impactinstead on. the upper and lower sides of the leading edge. This starts the double horn shape, which is a divergent process and which is further enhanced by ram effect (Figure 2). But ifthe droplets are very he: deflection is limited, and ice aécretion takes place in an are e (Figure 3) Ram effect ‘The impact mechanism generates energy both in th the water which generates arise in temperature. in 1s fed by the friction of high speed air, this temper 1 highly dependent on speed (Figure 4). Foraironly. the temperature rise is +4°C at 150 ktand +16°C «at 300 kt at FLLOO, Its very important to take this temperature rise into aecount for the assessment of ice accretion, Significant icing is not possible if the speed is such that the ram effect rings the leading edge temperature above zero! For example, no significant ice accretion is possible fircra speed is maintained at 300 kt Run-back ice and shear forces > What happens when an aircraft is flying in icing ‘atmosphere where leading edge temperature is positive ? Dueto ram energy, waterdropletsdonot freeze on impact, but explode into numerous litle globules which are blown by the airflow along the wing surfaces. But wing surfacesaftof the area, heated by ram energy are ata negative temperature and cool the ‘water down, Itoften happens that the cooling is quicker than the blowing off and water freezes on the spot. This process is called. “run-back ice” (Figure 5). ' of the blowing off process depends on the shear forces present in the boundary layer. The faster the aircraft, the cleaner the wing, ‘Sublimation > Whar happens to an iced wing once the aircraft is out of the cloud? ‘The situation is hardly ever considered, Ice will not sta is because of sublimation, which is the direct change of water from solid state 0 vapour. Once out of cloud, ice thickness will necessarily decrease. The sublimation rate depends on relative air humidity and may reach a rate of one millimetre per ten minutes. This is quite an impressive figure, which is worth considering for fights of long duration, FAST / NUMBER 16 ae Sa Double hom shape on wing leading eds: Droplet path less curved air path, due t9 inertia a SE Airflow ines Lighter droplets =—— deviateeee Although numerous icing events (about 100) were encoun tered during the CASP Il experiment, very few were of significant importance for aircraft flying at FL. 100, and none at all if the speed was assumed 10 have been 300kt, This surprising outcome results from a numberof factors unfavour- able to icing, which have to be considered. North Atlantic climatology related to icing Tiwas found that North Atlantic winter weather conformsto itslegendary severity mainly at lower altitude. Theabsence of ‘orographic effects lets the frontal systems develop in a classi- cal "horizontal" manner. Weather moves East rapidly. Pre- cipitation of multiple types is heavy on the ground, but water content at altitude remains moderate. Cumulo-nimbus clouds rare, very small and with moderate activity Stratiform clouds dominate and carry most of the SLW which is farfrom evenly distributed in them, Most of the SLW lies in the upper few hundred feet of the layers. Due to ever- present micro convection, water content is extremely irvegu: lar. If peak values can be impressive, average figures remain moderate and so does the ice accretion. By definition, a temperature inversion layer sits on top of every stratus cloud layer (Figure 6). The consequences for aircraft are of prime importane’ if icing is encountered, a small altitude change (a few hundred feet) may relieve the threat, This is not conventional, bout atmospheric physics are in operation ! © flying close tothe top ofa stratiform layer probably involves the greatest risk of icing. Flying above the layer is much more calm and the atmosphere is much dryer, thus prone to active sublimation, Size of icing clouds ‘Typical icing clouds are hardly ever extensive horizontally even aking the worst case which would be to fly along a cold {ront.Itisdifficltto quotea figure beforeall CASP results are available, but itis clear that an aireraf flying a 300 kt would never remain in icing cloud for more than @ few minutes (and would have no ice accretion, due to speed). Repetitive encounters are possible in an area where a complex weather 28 Figure 6 Typical CASP icing conditions Aiinude Relative Iumidhty 305 + SLWe 100% Icing upper layer system sits, but not all would be a real threat. Ithas also been, found that no firm correlation exists between cloud size and droplet size. Effects of speed and sublimation It has been shown above that speed protects aireraft from icing due to ram effect. The CASP II results confirm that neither of the aircraft involved ever iced at their maximum speeds, 230 and 250 kt respectively. Itwas aid that ram effect ‘may produce run-back ice, but it was found that the increased level of sheur forces encountered at high speeds reduces run back ice to negligible proportions. In spite of everything, if an aircraft iced during an ETOPS diversion, sublimation would significantly decrease the drag penalty during the rest of the leg. These results ean be expanded to include oceanie areas of similar lariucdes.leing risksave necessarily aggravated by the proxinity of mountains. ce accretion on jet airliners at imediumiflight levels differsfrom the icing encounteredby light aircraft flying at lower levels and speeds. The research in noway alters the experience of icing gained by the thousands of magnificent men and women who have traversed the Atlantic in their light lying machines. FAST | NUMBER 16A new home for AIRBUS CUSTOMERS’ SUPPORT Product support, by its very nature, means going out to be with our Operators. This develops people who are at home all over the globe. In the case of Airbus’ support staff this is true, but they have also been subjected to wanderings in Toulouse as, The growth of the Airbus fleet has been reflected in the number of staff to suppor it, imposing office changes and even, until recently, Support staff being installed on two different sites in Toulouse, All has now changed with the delivery of the "BO which reflects an im however is not an end in itself. The new building brings all the Toulouse staff together and provides them with an environment in which itis easier to wark even mor Duilding in January this year. This magnificent structure of modernity and openness, is an appropriate symbol of Support. Elegance proximity continu to our Operators in the present difficult times, ‘The building has worked well from the initial occupation and will be an ‘exceptional working place. It has been designed with room for growth. Once the present margins have been used, the modular design and foundations already in place will allow another unit, and some 150 people, to be added without any need for significant interference with those working in the buildin Airbus Support staff will be able to move into the 2istcentury in offices that belong to that time and also provide an e \d modern communication means. This is essential to be able 1 | growing demands for support, asuppor' thats moreand more essential cellent functional base for their operations. FAST | NUMBER 16> Locations COUNTRIES TELEFAX TELEPHONE siTa ABU DHABI United Arab Emirates IL (2) 75306 ‘971 (2) 7087702 ADEN Yemen 967 (2) 232855 967 ADEAIDY AMMAN Tord 962 (8) 31195 AMMBITX ATHENS. Greece 30 (1) 9832479 30 (1) 9818581 ATHEYOA ATLANTA USA (Ge0r 1 dou) 7637401 1 40s) 7620011 2 BAHRAIN — Basin 973 320584 973 327262 —BAnELOF BANGKOK Thailand (6 @) 5311930 0 (2) 5310076 BKKZUTG BOMBAY Inia 91 (22) 6113691 91 (22) 6128203 BOMEAAI 91 @2) 6117122 2) 6117187 ;OMYCIC BUCHARE Romania 40140) 3125853 40,(1) 3126670 BUHDTRO CAIRO Egypt 202 4183707 202 4183687 CAIESMS CHICAGO USA dino) 1 (312) 6012406 1312) 6014602 COLOMBO Sn Lanks 94 (1) 453893 1) 455893 cuBai7 COPENHAGEN Denmark 45 32455596) 45 92477279 CPHBIX DAKAR Senegal 221 201148 221 201615 DKRRIRK DELHI Tea 31 Cin) Sas ity 5452033 DELEEIC DOHA State of Que 974 32004 DUBAT United Arab Emirates 971 Ga) 82227 971 (4) 822519 DUBLIN Teeland 353 (1) Sis4822 353 (1) B#44322 FRANKFURT Germany 49 (69) 6964699 49 69) 696947 HO CHI MINH CITY VietNam 84 (8) d46a18, “$4 (8) 46419 HONG KONG. Hong Kons 852.747 BAO HOUSTON USA Texas] T (713) 9853623 ISTANBUL Turkey 0 52 90 (212) 5740007 JAKARTA Indonesia 62 (2) 5501043 62 21) 3501993 IRTROX JEDDAH Sau Arabia 966 (2) 6857712 86 (2) 6842864 IEDMISY JOHANNESBURG 11) 9784309 (11) 9783361 KARACHI 21) a3 70600 KHIVEPK KHARTOUM Sudan 239 (11) 75082 KRTBITX, KUALA LUMPUR Malaysia oT. 60 (3) 7402470 KULBAMEI KUWAIT Kuwait 965 434 968 47419, KWIEIKU LAGOS Nigeria (U1) 900171 Ext 117 LOssOWT LARNACA Cyprus 357 @) 6BISS 357 (a) 643181 LCABITX LISBON Porugal 351 (1) BaTaads 351 (1) 807032 LISBICR LONDON (EHR) England 44 (BI) 5626785 “4 ($1) 5626786 LOS ANGELES USA (Califor (G10) 2583422 1 G10) 2583420 LAXQCCO LUTON England 44 82) 483826 44 (S82) 398706, LONBIX MADRID Spain 34 (1) 3290708 34 (1) 3291447 MALTA Malta 386 M6 355 90x MLAEZKM 30 FAST / NUMBER 16LocaTions MANCHESTER MANILA MEMPHIS MEXICO CITY MELBOURNE MIAME MINNEAPOLIS MONTREAL Moscow NAIROBL NEW YORK PARIS (CDG) PARIS (ORY) PHOENIX Quito ROME SAN FRANCISCO SAN JOSE SEOUL SHANGHAL SHENYANG. SINGAPORE SOFIA. TAIPEI TASHKENT TOKYO (IND) TORONTO TULSA TONS —— VANCOUVER VIENNA WINNIPEG WINSTON SALEM _ XIAN ZURICH COUNTRIES England Philippines USA Mexic Australia USA |Florida USA (Mino Can Russia Kens: USA (New York) USA (Arizona) Covch Repub South Kore haly USA (Califomia) Costa Ris South Kore a Peoples Republic of Chi Peoples Republic of China Singapore Bulg Taiwan Urbekistan Iran Taga Canada “USA (OWahoma) Tunisia Canal Austr Canada USA (North Carolin Peoples Republic of China ‘Switzerland y TELEFAX 461) 4803240 TELEPHONE a (61) 489315 (@) 8314s 1 01) 79768 5 Seta 6 6G) 382035 13 1 @05) 471 141 1 (612) 726041 14512) 7260431 T6514} 4226310 1(sl4) 2660 234. (2) 82: 254 2) & (718) 4560700. (1) 48642235 a) era 82 Gh 97169 503 12) 460656 506 412228 82.) 6643979 “86 1) 25566 86.24) 2725177 5 (5) 45380 86 (3) 3834718 $86 2) S504 TI) 552878 70 SL) 3747827 8772 SL (3) 57868770 8 (Gig) 6745413, 922581 5 216 (1) 750885 (604) 2763548 4) 9763776 13 3235 Tr103685 (204) 8372489) ‘9412008 (919) 7670784 1019} 7676300 86 (29) 4261203 BG (29) 729KS10 Thy 8102383 a1 (1) 812772 SITA MANEEDP. MNLEUPR MEXVTMX. YULEEAC SVOEISt NBOECKQ PARBUX ORYASAF PROBUS, PUSXSKE. PCOYSAZ SIOMALR SELBIX SOFGALZ TPEBITX TASDENY THRMBIR VYZBIIX HDQMRAA TUNTITL YVRBITX YWGMB, ZRUZESR ee FAST | NUMBER 16 345 Raa i (EEL andiing an aircraft on the ground is a very serious business, which is approached in different fashions by different aeroplane operators. In some countries where unemployment is high, woman power is used, with | adequate (male) supervision of course, to keep the aircraft to the high standard | ‘of cleanliness that today’s passengers have come to expect Juikers G24 with three 310 horse-power Junke ‘linder in-line liquid cooled engines (1925) In other, perhaps more mechanically minded countries, multi-purpose machines are used. This very cost-conscious operator has grass-cutting equipment attached to its tractors to ensure that the long journey between the terminal on one side of the aerodrome a and the maintenance area on the other is not wasted. It is particularly interesting and welcome to note that the welfare of the staff has not been forgotten in the drive to cut costs - the wind direction indicator(WDI) on the tractor allows the driver always to cut the grass in the direction best suited to prevent the dust from blowing into his face Such attention on the part of the management, to the detail ‘of human relations and morale building, is to be commanded Eimear 274d shows the direction which other companies will have to BF ‘ollow if they are to compete Caproni 41° with dee 300 horse-power Isotta-Fraschin engines (1918)In our view, 100% commitment to support is a 24-hour responsibility. A significant measure of Airbus Industrie’s commitment is that some 3,000 people are directly involved in support for our constantly evolving family of civil aircraft. A total of 23 different languages are spoken by our staff, which indicates ‘the global scope of our act s in this vital part of the civil aviation market. A multi-million dollar investment programme also ensures that our international support facilities will continue to match our increasing worldwide customer base. NT TU Tl TAKING THE WORLD VIEW