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AIRBUS INDUSTRIE
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N U M B E R 2 4 M A Y 1 9 9 9
A I R B U S T E C H N I C A L D I G E S T
M A Y 1 9 9 9
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MAINTENANCE AND
RELIABILITY
ENGINEERING
SERVICES
BUSINESS
MANAGEMENT
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
MAINTENANCE AND
RELIABILITY
ENGINEERING
SERVICES
BUSINESS
MANAGEMENT
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
The Airbus wide-body fuselage is ideally suited for freight transport, present. Twelve operators already have Manager (CSM) to them
them in service and leasing companies who will be their point of AIRBUS INDUSTRIE
are buying them on speculation for con- contact in the company.
88 inches 125 inches 96 inches version. This has rejuvenated the Airbus has a large
A300B4 market and particularly the Engineering and Technical
residual value of the aircraft. The two Services Division whose
conversion centres have slightly differ- staff can be contacted 24 Customer
96 inches
ent approaches to the modification but hours a day. They provide Services
the end result is the same, the converted engineering recommenda-
aircraft can carry the same payload. tions including trouble- Catalog
The BAeAS conversion has an electri- shooting advice, develop-
cally operated main deck door and ment of modifications for
strengthened floor beams. The EFW product improvement, op-
LD-3 LD-3 LD-7 LD-6 conversion has a hydraulically operated tional modification, on-site
door and new floor beams, similar to technical assistance includ-
the A300-600F. ing trouble-shooting, retrofit
The downtime for the conversion is and repair.
about 14 weeks but this time varies Spares support is also
considerably depending on the addi- available 24 hours a day.
tional work programmed such as for The CSM will monitor the
... can carry a wide variety of containers and pallets, modifications and D-check. progress of all queries the
The A300B4 has an excellent relia- operator sends to Airbus.
Accepts the full range of existing underfloor cargo containers and pallets bility record, the fleet average for the The full list of additional
Full interlining capability
last twelve months being 99%, with
flight duration varying between 1.12
services available is given in
the Customer Services
1999
No need for special containers and 3.5 flight hours. The twelve opera- Catalog.
106 in. forward cargo door
T
tors averaged over 99.5% in Details of the principal
here are different types of January 1999. services are given in the previous arti- The services included in the
Pallet (*) Airbus freighter currently in cle “Support of Leased Airbus Catalog are:
service: THE SUPPORT TREE Aircraft”. However it should be noted
LD7/LD9 ● Technical Publications
● the A300C4, A300F4, A300-600F that, to reduce operating costs, Airbus on paper
and A300-600ST (Super Transporter) The A300-600F and A300-600ST Industrie provides a low utilisation
AAF/AMF ● Customising of Technical
which are built and sold by Airbus (Super Transporter), being sold by maintenance programme, for aircraft Publications
LD6 Industrie Airbus Industrie as new aircraft, receive operating less than 2000 flight hours ● Maintenance planning
● the A300B4F which is converted the same full support package as for per year. This programme was incorpo- data support
LD5/10/11/21 through a Supplemental Type any other purchased Airbus aircraft. rated in Revision 21 to the Maintenance ● Spares provisioning
Certificate (STC) either by, Elbe This includes all parts associated with Planning Document (MPD) which documentation
LD3 - the most commonly used cargo container Flugzeuge Werke (EFW), a subsidiary the main deck cargo modification. should be provided with the aircraft. ● Engineering and technical
Over 160 000 in worldwide use of DaimlerChrysler Aerospace, in Operators of A300s and A310s con- Also, Airbus Industrie no longer pro- assistance
Dresden, Germany, or British verted to freighters by the STC holders vides training for the A300B4, but ten
LD1 ● Field service representation.
Aerospace Aviation Services (BAeAS) do not buy the conversion direct from training centres in the Americas,
in Bristol, England Airbus Industrie, however they still re- Africa, Europe and Asia have simula-
125" system (164" overall) (*) 125"x88" or x96"
● the A310-200F which is an A310- ceive complete support from Airbus for tors for flight crew training and can
200 converted by EFW (DASA) the basic aircraft. The support for all also provide maintenance training.
through STC. parts associated with the main deck To increase payload and revenue,
... and special loads. Each conversion centre holds STCs freight conversion, is provided by the Airbus offers two Service Bulletins (SB
issued by the FAA. The A300B4F, STC holders. A300-00-032 and A300-53-0342) that
-600F and A310F have the same fuse- allow an increase of Max Zero Fuel
lage cross-section, (see figure above), SUPPORT FROM Weight (MZFW) by two tonnes.
and can carry a wide variety of con- AIRBUS INDUSTRIE SB A300-00-0032 allows the aircraft to
Engine transport tainers and pallets. This allows excel- be certificated at the new weight and
Core unit Fan unit lent interlining possibilities with other Airbus Industrie provides a full range calls for the installation of SB A300-
88x125" pallet 88x125" pallet genuine wide-bodied aircraft. Over 60 of Customer Services for the basic air- 53-0342, the structural modification.
are in service and commitments al- craft throughout its operational life. To They are applicable to all A300B4-
ready exist to convert a further 120. assist the operators obtain and make 200s . The STC holders are capable of
Payloads for these three versions best use of the services available, adapting these service Bulletins to the
vary between 39 and 55 tonnes Airbus allocates a Customer Support aircraft they convert.
(86,000lb – 121,000lb). The Super
Transporter, affectionately known
as the “Beluga”, has an enlarged
main deck with a volume of
1400m3 (49,400ft3) and carries
a payload of 47 tonnes
(103,600lb). It is designed to carry out-
size loads.
The A300B4-200 is the aircraft that
is attracting the most conversions at
To ensure that technical queries from basic aircraft and the conversion, and it
operators get a quick and adequate re- has efficient lines of communication
sponse, a data-base about the conver- with the STC holders.
sions has been developed. It summarises
the conversion and lists the conversions’ SUPPORT FROM hardt
el Leon
parts, the operating data for each aircraft THE STC HOLDERS By Mich ustomer
tC
by MSN, and all the contact names at Residen presentative
r t Re
the conversion centres. This ensures that The STC holders provide matching Suppo
Airbus Industrie’s engineers can identify support for all parts associated with the u s I ndustrie
Airb es
er Servic
and pass on any query related to the main deck freight conversion including, Custom
converted part,
to the
for example, supplement documenta-
tion.
E R F O R C E
STC Technical queries linked to the con-
S H E L T T N A N
E sentative
holder
whilst
verted part of the aircraft should be ad-
dressed to the STC holder. For ques-
T A B L E E M A I N
responding tions concerning the interface between
IN F L A E G I N
N ident Customer S u p p o r t Repre
directly to basic the converted part and the basic air-
A F T
CRerience from a Res a l l
ine re -
o w e n g u f a c-
AIR
aircraft queries. craft, the STC holder will liaise with do o r s an
d back . It is m
Airbus Industrie will co-ordinate major Airbus Industrie to provide the proper
v a b l e front an lter in position harsh condi-
repairs related to the structure of the answer. tical exp
Prac id e b o dy jet
p
Remo with the she
la c e m e nt d e s ig n
ithstand
ed to w i d s a n d h y d r ent
c
aulic
sluc
nw bric l, a
n a n c e action o is particularly tu r e d from fa e s i s t a n t t o o i white and tran t e r a r e
g a main
te
job. Th
is
ed in th
e nd is r ade of e shel
erformin e a demanding t o b e p e r f o r m t i o n s , a s the fabric is m i t i o n s i n s i d e t h i p p e d w i t h
CONCLUSION P can b have s.
A d
fluids. , w o r k i n g c o n c a n a l s o b e e equired. q u
engines n t h e s e t a s k s ther condition ad an urgent i a l t e r if r
e ea h mater he shel itioning cm long
This new task acquired by the Airbus A300s, as wide-body freighters, has not only increased their residual values but means t r u e w h in inclement w 330 operator e p roblems e r y g o o d . T g and air-cond d in a bag 150 g. The
ir n A te th v n e 10k
that many operators of old 1960s era, noise limited freighters, now have viable, efficient replacements available. The A300B4s open a y a Euro
pea
er to all
evia
ne main
te -
hting, h
eati
age is s
tow
s only 1 n s-
available can be purchased and converted at a good price and they meet today’s more stringent environmental standards. Recentl mporary shelt o u t s o m e e n g i ere over- lig he whole pack eter and weigh ery easy to tra
r a te n g s w T a m i s v
Operators of these aircraft can expect the same high standard of support that all other Airbus operators now take for granted. need fo e d w i t h c a r r y i T h e s e p r o b l e m r e l a n d p r o - m in di his bag
c i a t p e n . , i n I o a n d 5 0 c eighs 20kg. T ds up to
A300B4 Converted Freighters are excellent value in today’s freighter market. ■ a s s o
t a s k s in th e o
n y f r o mC o r k
s h e l t e r, ab l e t
b l o w er w
. q u e n tl y, in win g r o u n d
nanc e ompa n inflatable ide- store ed fr e o the
hen a c a e on a w port and elter is now us t i s n o t f i x e d t e by placing
c o m e w manufacture mounted engin w a s t o h a v e This s h lem . I p c
la gs,
o -
p o s e d t omplete wing c r e q u i r e m e n t gine, allow- t w i t h n o p r o b ever it is kept inners or sandba
a c a s i e n 2 5 k , h o w o n t a i
cover c r a f t . T h e b plete g an ically ater c
r se a com ermittin mechan last, such as w that purpose. twin-
b o d y a i nt able to enclo o w l i n g s , a n d p m e b a l id e d f o r o n w id e body r i s
e
equipm i n g o f a l l t h e shelter.
c s o pro v us e cture
e n e o n th e skirts rs designed for ut the manufa d e s i g n
i n g o p ange inside th e following: f two elte nt, b y to
h imum o Only sh ilable at prese e , a n d i s r e a d , and able
engine c criteria were th dled by a max a v a r a n g c ip le
Design ight, to be han jets are o e x t e n d t h e the same prin ft.
n g t o n c r a
htwe willi rs based rts of air roposed
● Lig
s im il ar shelte r aircraft, or pa rs or hangars p f being
people uvrable f ct oth e shelt e tage o
mum o to prote other movable e great advan tions on the
● Man
oe o n b y maxi
o f
atherpro m b l y / i n s t a l l
a t i Unli k e h a s th ou an d is
● We e s e , e i t h er e p a s t, this one doesn't need f ery quickly. Th t
c k a s s m in u te h o r a g in th s e , a n d ll it v a ir c r a f
● Qui s in th irty e f o r anc e a s y to u c a n insta h a r g e of
rso n m a d ve r y te a m in c ge n o
three pe i o n s h o u l d b e t. ) L t d ., de- r o u n d . A small a working party d engine chan
vi s a s F G g r le
● Pro r by ball che (M ed by ideal fo nschedu
e c ha nically o t u r e r , J . B . R o could be install with may be recovery, or u
m anufac r that flated pair or
T h i s m flatable shelte he shelter is in e r . T h i s re mote airfield.n
n in s . T l o w a re
signed a ns in 5 minute / 2 0 0 0 w a t t b e the shelter
s o t
two per o f a 2 4 0 v o l r the whole tim shelter can
p o e
t h e h e l eeps running f r i s s t o p p e d , t h
e r k e bl o w e inute s .
blow
Once th in 10 m
is used. sed and stowed
p
be colla
d
, Irelan
r k R o a d, Cork ie
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ntact: entre P gle@io
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ther info ., Unit 1 1 320 3
For fur HE (MFG) Ltd - Fax: +353.2
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Web: w
10 FAST / NUMBER 24 FAST / NUMBER 24 11
p 1 / 15 1/06/99 9:19 Page 12
Under such conditions the air at the level of the distribution outlets, although
cold, would be unsaturated and as such not the source of the visible water vapour.
As this air exits the distribution ducting it would be travelling with sufficient veloc-
ity to create a 'jet pump' effect, drawing ambient cabin air into the airflow. Since
the cold blown air would be significantly below the dew point* temperature of the
cabin air, condensation will immediately form as the two bodies of air mix, this
giving the appearance of smoke. Such a phenomenon would normally be more ap-
parent on the ground with the cabin doors open although it may be evident to a
From time to by Jed Traynor lesser extent just after take-off, this being due to the remaining humidity in the
time passengers Air Conditioning Engineering Services cabin and the demand for a slightly lower cabin temperature.
and flight attendants notice the Airbus Industrie Customer Services This effect is not however seen systematically, the reason being the variation in
presence of water vapour or fog conditions that can be encountered. As already stated, it is necessary to have a rela-
tively high humidity level within the cabin and low temperature air entering the
in the cabin, apparently cabin. Clearly the ambient humidity levels can vary significantly but, even in cases
discharging from above the
overhead stowage bins. This is
usually encountered on the
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
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
ground and at first glance takes order to explain this phenomenon it is first necessary to understand some of the fea- level of performance from the air conditioning packs. In the event that this level of
tures incorporated within the environmental control system of the latest generation performance can not be attained, for reasons such as degradation of Auxiliary
a smoke-like form that, for the of Airbus aircraft (A320/A330/A340). In particular, attention is drawn to the high- Power Unit (APU) bleed pressure or contamination of the heat exchangers in the
unseasoned traveller, can pressure water extraction capability of the air conditioning packs. This ensures air-conditioning packs, the air entering the cabin would not be sufficiently below
generate some concern. moisture removal from the air before it reaches the turbine of the air cycle machine, the dew point temperature to create the necessary condensation.
Although it is quickly evident thereby preventing build up of ice on the turbine blades at temperatures below In conclusion, the water vapour seen as fog within the cabin is perfectly normal,
that the passengers are only freezing point (0°C/32°F). This in turn allows the air being discharged from the air providing only an indication of the high performance attainable from the air condi-
conditioning packs to reach much colder temperatures in conditions of high ambi- tioning packs. Without such performance the quantity of air required for tempera-
witnessing a cloud of water
ent humidity. Consequently, in conditions that would normally lead to a high cool- ture control would be significantly higher. This in turn would have a negative im-
vapour, questions are ing demand, the air entering the cabin will be significantly lower in temperature pact on nuisance drafts and noise level and necessitate an increase in the size and
frequently asked, many of than the cabin air, a feature that is necessary to ensure optimised passenger comfort weight of the APU and the air conditioning packs.
which are answered below. levels.
*Dew point is the temperature at which vapour begins to condense.
CONDITIONED INDIVIDUAL AIR
Moist warm air AIR OUTLETS OUTLETS
Condensation
CONCLUSION
It may seem that there is a gulf between the world of testing and that of training,
but the message that I would like to get over in this article is that we can all
learn from each others’ experiences and that we should not do things in isola-
tion. It is all about working together, which is what we all did when we met to
prepare and review this training aid, even though we sometimes had some very
lively sessions. And there is one word that crops up frequently: compromise.
Table 1 Life is a compromise, and you always have to search for that ideal point be-
Sideslip Angle of attack tween two extremes which Aristotle called “the golden mean”. By finding suit-
able compromise solutions, our two worlds of testing and training were able to
C oncentrate everyoneÕs
SLATS OUT
resolve their differences and develop something that satisfied everyone. attention on taking
● All Engines Operating Around neutral Between 0°and 22° Of course there are also some points about piloting that were raised during
Between + 15° and -15° Between 0° and 12° our discussions which I feel should have a larger audience. They are important, action early enough to
● One Engine Inoperative Between +8° and -8 Between 5° and 12° 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 prevent the occurrence of
which the test pilots have some experience which other pilots do not normally
SLATS IN, LOW MACH have, because the aim of training should be to prevent an aircraft getting into loss of control.
● All Engines Operating Around neutral Between 0° and 12° such a situation. The end result of all the discussions that took place was to con-
Between +10° and -10° Between 2° and 9° centrate everyone’s attention on taking action early enough to prevent the oc-
currence of loss of control. We put the emphasis on training within the known
● One Engine Inoperative Between +8° and -8° Between 2° and 8°
flight envelope, and to avoid going into that part which cannot be guaranteed
one hundred per-cent and which may have a negative effect.
SLATS IN, HIGH MACH 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 pi-
● All Engines Operating Around neutral Between 0° and 5° lots, but these training programmes must stay in a reasonable flight envelope.
Between +5° and -5° Between l° and 3° And the test pilots are best qualified to define the flight envelope that should be
● One Engine inoperative Between +2° and -2° Between 1° and 3° 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
By Brian Wood Senior Analyst, Materiel Support, Airbus Industrie Customer Services
as little as a few washers, clamps and ● The first meeting took In addition to the planning meetings a
Percentage of modification kits brackets to airframe modification kits place on 21st August and specialist from Airbus Materiel
consisting of several hundred compo- included Airbus Industrie Support’s vendor department met with
nents (including standard hardware Materiel Support Sabena and SR Technics to discuss
25 items) made up from several sub-kits. representatives from the tooling requirements for the check.
These kits are assembled at the Airbus, vendor, customer order With the SB list established, the
AUG desk, modification kit, and
20 Materiel Support Centre and dispatched SR Technics maintenance planning
customer support
in accordance with the operators’ ship- team design a schedule so that SBs can
departments. Material
15 ping instructions or by the most effi- be incorporated simultaneously with the
representatives from
cient route the customer selects. SR Technics participated
check. Early delivery of kits and spare
10 With the number of SBs and opera- and single points of
parts is essential. Unavailability of a kit
tors' modifications to be carried out on contact between the two could hold up other work items, in the
5 Sabena’s A330s, careful co-ordination parties were established. worst case resulting in late delivery of
between parties and logistics planning Requirements for the aircraft.
was vital, to ensure the arrival of modi- proprietary parts, service
23 25 28 29 52 53 54 57 92 Others fication kits and spares on time for fit- bulletins, tools and
ting in order to prevent work stoppages. customized lead-time
ATA Chapters The majority of service bulletins are issues were discussed.
Percentage of parts required
embodied on current production air- A consignment stock of
craft, hence the SB workload affecting Airbus proprietary parts, 70
About 75% of the SBs Service bulletins are raised by Airbus operators of new production aircraft is positioned at Zurich was
60
selected by Sabena for Industrie and its Vendors to improve minimal. also considered. However,
the product, reduce maintenance costs, with the benefit of 50
incorporation at the first
A330 HMV had a materiel or correct in-service anomalies. SBs are MATERIEL SUPPORT experience both parties 40
also raised at the request of customers, agreed this was not an
input (modification kit). PLANNING FOR 30
examples being embodied during the effective solution as only
These SBs mainly involved THE HEAVY HAM 20
a limited number of
ATA chapters 53 fuselage Sabena HMV include satellite commu- MAINTENANCE EVENT
airframe parts consumed 10
and ATA 29 hydraulics. nications telephone system / antenna in-
during a heavy check
stallation, and IFE system upgrade. In Prior to commencement of the first ZRH could be pre-planned.
addition cabin refurbishment and re- A330 HMV in October 1998, a series SR Technics agreed that 1 2 3 4 5
placement of passenger windows were of pre-planning meetings took place be- Airbus Industrie’s Number of times same part number required
undertaken in the interest of customer tween materiel representatives of “Customized Lead Time”
satisfaction. Airbus Industrie, Sabena and SEPT programme would provide
Modification kit contents vary from SR Technics. satisfactory support. Planning of supply of consumed, by value) during a
● A second meeting took proprietary parts is limited, HMV. Airbus Industrie
place in Zurich, even for long in-service produces a cabin inspection
Technical, 25th August, to introduce aircraft types. Airbus research report document to assist
commercial, Airbus Materiel indicates there is very little operators to determine which
representatives to the
finance and stores repetition of spare parts cabin, door and cargo
SR Technics system,
departments of consumption between similar compartment parts should be
which included
each of the parties heavy maintenance checks. repaired or replaced. The
familiarisation with the
also played ATA 25 Equipment & report details which areas can
departments and
important processes. Furnishings usually be inspected prior to the
supporting roles. ● A third and final represents the highest parts HMV, enabling planning of the
planning meeting took consumption category majority of ATA 25 parts
place between (typically about one third of requirements.
SR Technics, Sabena the proprietary parts
BRU 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.
CONCLUSION
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
DDispatch reliability
Part 2
Part 3
6
7
8
Nov. 1985
Jan. 1987
July 1987
Drag reduction 13 Aug. 1992
32
FAST / NUMBER 24
Cover / backcover/p 33 NEW 1/06/99 9:21 Page 4
L Lateral trimming
Lightening strikes and Airbus fly-by-wire aircraft
Lufthansa A300B4
6
22
1
Nov. 1985
Mar. 1998
1984
23
Aug. 1992
Oct. 1998
Simplified English 7 Jan. 1987
Spares costs. The path to lower 23 Oct. 1998
Spare parts: Cost benefit management 21 May 1997
Spare parts. Frankfurt store – expanding our service 21 May 1997
Spare parts. Material provisioning for heavy maintenance.
Are you ready? 11 Jan. 1991
Spares Center. Airbus Service Co. Inc. … 12 Sept. 1991
Suppliers Conference 12 Sept. 1991
Sustained operations in hot weather 6 Nov. 1985
Symposium. Materials… 13 Aug. 1992
Symposium. A300/A310/A300-600 Technical… 13 Aug. 1992
Symposium. A320 Technical… 12 Sept. 1991
T TCAS II
Technical publications combined index
Trent - Reliability by design
12
18
14
Sept. 1991
June 1995
Feb 1993
Training. State-of-the-art 19 Mar. 1996
Training philosophy for protected aircraft in emergency situations 23 Oct. 1998
Trouble Shooting - The impact of modern data recording
and monitoring systems. Improved... 11 Jan. 1991
Turbulence. Flight in severe… 18 June 1995
Tyre servicing with nitrogen 9 July 1988
U Upset training. Aerodynamic principles of Large airplane upsets Special June 1998
V Vasp. Innovative…
Vibration on A320 Family. Avoiding elevator…
6
23
Nov. 1985
Oct. 1998
FAST / NUMBER 24 33