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FAST30_CONTENTS 26/07/2002 10:56 Page 1
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J U L Y 2 0 0 2
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Just happened… Coming soon… 2
D
Flight Operations Monitoring program 3
Anne Fabresse
I
G
Radio Frequency Identification 10
E
for tracking tools
S
Michael von Sparr
T
Upgrade Services 16
P A G E
Gabriel Oehme
1
A340-600 Cabin 18
FAST 30
maturity programme
Hervé Bruere & Landry Fel
Cover illustration:
A340-600 cold weather testing,
Airbus Customer Services Iqualit, Frobisher Bay, Canada in January 2002
© AIRBUS 2002. All rights reserved
The articles herein may be reprinted without permission except
where copyright source is indicated, but with acknowledgement to
Airbus. Articles which may be subject to ongoing review must have their accuracy
verified prior to reprint. The statements made herein do not constitute an offer. This issue of FAST has been printed on paper
They are based on the assumptions shown and are expressed in good faith. produced without using chlorine, to reduce
Where the supporting grounds for these statements are not shown, waste and help conserve natural resources.
the Company will be pleased to explain the basis thereof. Every little helps!
FAST30 _2 26/07/2002 10:06 Page 2
Just happened…
1ST AIRBUS FLIGHT OPERATIONS 5TH A330/A340 TECHNICAL SYMPOSIUM 15TH HUMAN FACTORS SYMPOSIUM
MONITORING & SAFETY DEVELOPMENT Montreal, 26-31 May 2002 Dubai, 18-20 June 2002
CONFERENCE (In association with Emirates)
I 2 3
Hong Kong This very positive event was attended by
12-13 March 2002 357 participants including representatives This event welcomed a range of
(In association with Cathay Pacific) from 50 airlines and 30 vendors and feed- delegates including academics, consul-
back has shown that expectations were tants, representatives from industry and 91
220 participants attended the 1st confer-
exceeded. Topics covered included all participants from eigteen different airlines
ence of this kind of which the main objec-
technical issues affecting the A330 and (mainly the Middle East). This over-
tive was to share flight operations monitor-
A340 fleet.They also included inputs from whelming success was driven by the motto
ing concepts in order to improve proactive
A330 and A340 operators. One of the core of safety and included sessions on situa-
and reactive approaches to safety. The dri-
issues was the A340-600 flight test and tional awareness, threat and error manage-
ving forces in this programme were opera-
maturity programme and there was also ment, Crew Resource Management (CRM)
tions and safety issues, in which partici-
discussions on non-technical more general and fatigue and alertness management.
pants enjoyed constructive exchanges and
matters. Following tradition the event Participants enjoyed much interacting with
included presentations of operators experi-
included a social evening. The next the Airbus team during Q&A sessions and
ences. This first conference was addressed
A330/A340 technical symposium will take feedback shows that these events highlight
mainly to the Middle East, Asia, China,
place in 2004. an evolution of our products, our brand and
Australia and Russia, and confirmed the
great involvement of operators in safety our communication strategy.
approaches and moreover their wish to
work closely with Airbus in implementing
efficient monitoring systems. JAN 02 FEB 02 MAR 02 APR 02 MAY 02 JUNE 02 JULY 02
"
I 2 3
P A G E
2
Coming soon…
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4 5 6 78
AUG 02 SEPT 02 OCT 02 NOV 02 DEC 02
"
16TH HUMAN FACTORS SYMPOSIUM 6TH AIRBUS TRAINING SYMPOSIUM A318/A319/A319CJ
Singapore, 7-11 October 2002 Sevilla, A320/A321
5
(In association with 15-24 October 2002 TECHNICAL SYMPOSIUM
4
Singapore Airlines) Puerto Vallarta
6
Preparation for the next Airbus Training 17-22 November 2002
Themes for discussion will be concerned Symposium, which has been split into two
with Human Factors issues in safety, parts for flight crew and maintenance staff, This next Technical Symposium, one day
training, long haul operations, Flight is in progress. It will provide a unique longer than in the past, will include actual
Operations Monitoring, electronic flight opportunity for briefing on all Airbus train- in-service issues covering the A320
operations. New this time will be A380 ing programmes and facilities. Participants programme and general interest subjects
novelties. As with previous Human Factors will include representatives from airlines, concerning the A320 family with a
events wide opportunities for dialogue will airworthiness authorities and specialised dedicated session for A319 Corporate Jet
be created in an effort to ensure constant Airbus staff therefore enabling participants customers. The main themes will be
improvement. to share their experiences. There will also structures, engines and systems with time
be the opportunity for participants to gain for Q&A sessions and general topic
1ST TECHNICAL DATA SUPPORT & discussions.
hands-on-experience of new training
SERVICES SYMPOSIUM
8
devices and software.
Barcelona, 9-12 December 2002
1ST WARRANTY CONFERENCE
7
An estimated 250 delegates including 150 participants from 100 Barcelona, 2-5 December 2002
airlines are expected to attend this first Technical Data Symposium.
The main objective of this event is to promote the technical data and Airbus is proud to announce the 1st warranty conference to
support services including the main themes of digital services and which all customers operating all aircraft types are kindly invited
the migration from paper todigital. The symposium will also include to attend. The programme will be developed in direct contact
presentations from airlines detailing their experiences with the use of with our customers and will include well prepared workshops and
technical data. dedicated Q&A sessions.
FAST30_03-09xp 26/07/2002 10:13 Page 3
Flight Operations P A G E
3
Monitoring program
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A PROACTIVE CONTRIBUTOR TO SAFETY
Airbus Corporate vision has always Within the frame of its Flight Operations
included as its basic tenet: Monitoring program, Airbus has
‘Flight safety first’ undertaken the definition of a world
We are very aware at Airbus that safety is standard with world safety institutions and
the single most important asset of our authorities whilst working in close
business. Corporate shareholders, customers partnership with the market’s key actors in
and employees depend on it for the success developing industrial co-operation
of our products and for continued belief in programs, and supporting a network of third
our philosophy and knowledge. We believe parties using its methods and standards.
that the most strategic and effective way to
promote safety is to establish, maintain and Today, Airbus is confident its program
develop a positive safety culture in all areas will satisfy airlines’ specific needs.
of design, manufacture and operations. Whether already equipped with a Flight
Operations Monitoring program or wishing
to implement such a system internally,
Airbus offers a complete and efficient set of
services for Flight Operations Monitoring.
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(Quick Access Recorders, PCMCIA
cards, wireless connection sys- It provides the indi-
Measurement tems…) in order to systematically
capture flight data collected on the
vidual crewmember
or collective group
RISK ANALYSIS AND
tools & techniques aircraft’s flight data recorder. with a perception of the event
DECISION MAKING
occurrence. Crew reporting is an
To develop objective infor-
The accurate measurement of Data is processed in a centralised essential element in establishing a
mation, a Flight Operations
deviations from normal operations ground station, in order to qualify diagnosis when looking for causes
Monitoring system combines
requires complementary tools and and quantify deviations from stan- from symptoms.
data with other sources and
techniques in order to understand dard operating procedures and com-
with operational experience to
not only what deviations occurred pany policies. These deviations are
enhance:
but why deviations occurred. compiled in a database as events and A reportable occurrence
• training effectiveness,
then statistically processed to pro- is understood to be any
• operational procedures,
duce reports performing trend incident, fault, malfunc-
• maintenance and
analysis and identifying potential tion, deviation or technical
engineering procedures,
risks. defect that endangers or
• air traffic control
could endanger the safe
procedures.
operation of the aircraft or its
occupants or which could lead
The major and most critical
to an unsafe condition in the
step of an FOM program is to
aircraft.
perform a pertinent interpreta-
tion of the results, and to decide
upon the most appropriate and
FOM RESULTS FROM THE APPLICATION OF THE BASIC
efficient actions. This implies
QUALITY ASSURANCE PROCESS TO THE FLIGHT OPERATIONS
DOMAIN. the establishment of accurate
Flight Operations Monitoring (FOM) is a continuous monitoring risk assessment methods and
loop, which allows an operator to precisely follow the impact of actions guidelines for decisions based
launched, in order to obtain the quickest and most efficient improvements. on detected risks.
FAST30_03-09xp 26/07/2002 10:13 Page 6
METHODS DATA
The events and deviations have
FOM Handbook Flight profile specifications been defined by operational and
Airbus, in coopera- Because the accurate definition of flight engineers and have been val-
tion with Cathay the deviations from normal opera- idated during specific flight tests.
Pacific, Air France tions is a key element for a com- They are finalised and validated
AEROCONSEIL
and Aeroconseil, has prehensive flight data analysis, through thousands of flights in part-
developed standard Airbus proposes its flight profile nership with some Airbus operators.
methods contained in the specifications, to be integrated in any The events triggered could be single
LINE OPERATIONS MONITORING LINE OPERATIONS ASSESSMENT AIRCREW INCIDENT REPORTING FOM Handbook, which describes Flight Data Monitoring system. punctual events (around 100 are
SYSTEM SYSTEM SYSTEM the Flight Operations Monitoring monitored).
concept and provides guidelines to A flight profile is the set of refer-
It is a measurement, analysis and It covers the following domains of It is part of the BASIS Safety successfully implement such a ences to which the flight data is com- As well as potential risk situations
reporting software tool processing flight operations: Information System developed by process within airlines. pared in the Flight Data Monitoring resulting from the combination of
the aircraft flight data. It automati- • cockpit crew operations, British Airways. It can interface process. Each time the flight data single events, the following situa-
cally provides statistical reports on • operations Support, with existing BASIS modules. Safety and FOM training course
deviates from a reference value, an tions are currently monitored.
flight operation performance and • cabin operation, event is triggered. The flight profile
Further to flight data analysis and In addition to the FOM Handbook, (see table below)
potential risks assessment. LOMS • operating environment. includes parameter filters, additional
crew performance, AIRS allows a Airbus has developped a one week parameter computation, and event
integrates the Airbus flight profiles Safety and FOM training course, The standard flight profiles are
voluntary crew report which will detection algorithms. On a scale of
and can be applicable to the whole LOAS uses the University of Texas dedicated to the safety and flight implemented and operational on
enable the operator to understand risk, deviations from the standard
P A G E fleet of the operator. Data Collection Methodology for operations managers and those LOMS.
P A G E
why some deviations have occurred flight profile are classified into three
6 some aspects of crew operations responsible for FOM in the airlines, severity levels allowing risk assess-
7
Currently LOMs is being merged and will give rise to relevant rec-
assessment. This methodology is as well as those in the regulatory ment of events and trends as a basis Airbus provides operators with
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with the Flight Data Monitoring ommendations.
called “LOSA©*” (Line Operation authorities. for remedial actions to be imple- the specifications of the standard
software from Teledyne called
Safety Audit) and is based on threat mented: flight profile related to all the
FLIDRAS. The new system will be
and error management which is con- From data to trends and lessons learned • low severity: green configurations of the aircraft.
available in 2003
sidered by the Airbus specialists in
Information
• medium severity: amber Having the specifications available
Human Factors and by many other Narrative report Flight ops co-ordinator • high severity: red. allows the Airlines to programme
world specialists as the most efficient Pilots De-identification (see graph below)
Data-processing them in their own flight data
means for identifying risk precur- management system.
sors. The severity levels have been set to
LOMS statistical reporting... ensure compliance with the flight
LOAS has been designed to be a operations regulations, the aircraft
stand-alone system, used by an Data
limitations and the Airbus standard
operator to perform crew observa- procedures.
tions.
FOM ASSESSMENT
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learned and on the impact of step of LOMS data interpretation,
actions taken. and to optimise the use of LOMS
functions to get accurate results and
FLIGHT DATA MONITORING (FDM) make pertinent risk assessments.
ENTRY-INTO-SERVICE FOM OPERATIONAL SUPPORT
This assistance is directed towards
After two or three months of the airline pilots and analysts who For a smooth and efficient imple-
data processing with LOMS (at are participating in the FOM pro- mentation of the FOM program
least 200 flights are required), or any gram. This service is highly recom- the operational support is highly
other FDM system on which the mended to the operators imple- recommended and is tailored
Airbus flight profiles are imple- menting LOMS as their first Flight according to the FOM assessment
mented, Airbus proposes specific Data Monitoring tool. results.
services.
Five day on-site support THE FOM OPERATIONAL SUPPORT BENEFITS FROM THE CLOSE
This on-site service performed by SUPPORT OF ALL AIRBUS OPERATIONAL AND TECHNICAL EXPERTISE
an Airbus FOM engineer and by
an Airbus pilot experienced in
FOM includes:
• detailed presentation of the flight
FOM engineering assistance
performed by an FOM engineer:
the assisting engineer helps the air-
FOM pilot assistance provided by
a pilot experienced in FOM:
the assisting pilot helps in the CONTACT DETAILS
Conclusion
The Airbus policy on a comprehensive FOM Airbus FOM provides an integrated
profiles, line Information Technology depart- observation and interpretation of package should make a lasting contribution approach to inject lessons learned from:
Anne Fabresse
• assistance for the first flight data ment, Operational, Safety and flight data. He or she also discusses to the installation of safety cultures by its
Line Assistance Director
analysis, Maintenance departments with the the FOM program with the pilot Tel: +33 (0) 5 61 93 20 46 customers. • several other safety methods and means,
• assistance to detect and cancel design and implementation of the community so that they agree and Fax: +33 (0) 61 93 22 54 The packaged approach of the Airbus FOM • both airline and manufacturer’s
false events, process and techniques needed to support the decision making process anne.fabresse@airbus.com makes more sense than a modular one as it experience,
• interpretation of statistical reports, support the Flight Operations and the implementation of adequate adds value to the management of potential • risk assessment activities and safety
• customisation of key values. Monitoring program. corrective and preventive actions. risks. It is well aligned with contemporary performance metrics based on
safety initiatives seen at ICAO and at the measurements of safety performance and
Flight Safety Foundation. real operational performance data.
FAST10-15-09xp 26/07/2002 10:14 Page 10
Customer Services RADIO FREQUENCY IDENTIFICATION FOR TRACKING TOOLS RADIO FREQUENCY IDENTIFICATION FOR TRACKING TOOLS
P A G E
Identification • customers can avoid capital
investment and eliminate
redundant stock,
• the tools may be expensive and
it to the repair shop/calibration
shop.
7- The tool is repaired/recalibrated.
• Process more transparent
• High quality level verification
• Added value for customer RF/ID P A G E
10 for tracking tools needed once only,
• the Airbus tool-loan service is
8- The freight forwarder collects
the tool and sends it back to
through data use RADIO FREQUENCY IDENTIFICATION 11
GSE
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reliable (98-99% tool Airbus again. GROUND SUPPORT EQUIPMENT
Chips are all around us!!! The Radio Frequency Identification
availability),
A new wave of smart chips has invaded (RF/ID), able to store and retrieve TAT
• as tool quality requirements This model clearly
the earth! In everyday life, the new chip essential data for high value, high usage TURN AROUND TIME
increase to the same level as shows that the
technology has been applied in a variety of items, which require close tracking,
GSE, Airbus takes care of tool is actually ERP
industrial, administrative and leisure fields: recently found a new application within
calibration, repair and test utilised in only ENTERPRISE RESOURCE PLANNING
on credit cards, in our car keys (as a the aircraft industry. Airbus decided, in
reports, which means lower 1 of 8 steps in
central locking function) and in the collaboration with a research institute, to MRO
costs and less administration. the process.
automotive industry where it is used to use the chip technology to optimise its MAINTENANCE REPAIR ORGANISATION
organise car production by retaining all the tool-loan process.
WHO LEASES TOOLS? It becomes BOM
relevant specifications for a car ordered by
a customer. This article explains why and how the clear how easily BILL OF MATERIAL
Maintenance centres, not airlines administration time
RF/ID was introduced into the Airbus SMS
are the biggest tool loan and paperwork build up
Former Vice-President of Airbus tool-loan process and how it can improve SHORT MESSAGE SERVICE
customers. This may, in part, be through each step in this long
Materiel Support, Peter Kloepfer, the tool-loan service for its customers as
explained by the reasons above New goals were defined as tool
decided in collaboration with a research well as providing improvement in other process. In fact, during the entire LRU
and partly because the variety of availability became more reliable. LINE REPLACEABLE UNIT
institute to use the chip technology in areas of logistics management. process, the tool will be used by the
customers managed leads to a Other factors and issues in the
order to optimise its tool-loan process. customer for just 35% of the time.
need for a wider range of tools. process came under the spotlight: OEM
The remaining 65% is processing ORIGINAL EQUIPMENT MANUFACTURER
• reduce TAT, so increase
time taken up by administration,
availability with reduced
transport, repair and calibration, EMI
inventory, ELECTRO-MAGNETIC INTERFERENCE
resulting in an average run time of
• reduce paperwork,
58 days for each loan.
• increased data security, quality From this analysis it was clear
Due to Airbus’ previous efforts to and consistency for safety and that a more transparent system was
optimise tool-loan process, tool efficiency, required, allowing greater access to
availability was already high, but it • possession of all relevant data at relevant data and clearer instruc-
Michael von Sparr, Director Vendor Materiel was clear that the process still had any time, tions that required less human
Airbus Customer Services a very long Turn-Around-Time • earlier decisions on repair, intervention at each step (i.e., to
Materiel Support and Services • ability to use integrated make the process as automatic as
(TAT) which could be further
improved. forwarders. possible).
FAST10-15-09xp 26/07/2002 10:14 Page 12
A340-600
RADIO FREQUENCY
CABIN MATURITY
IDENTIFICATION
PROGRAMME
FOR TRACKING TOOLS RADIO FREQUENCY IDENTIFICATION FOR TRACKING TOOLS
How can the Radio Frequency What are the advantages of using the
Identification* improve Radio Frequency Identifcation?
the tool-loan process?
CHIP DEVELOPMENT IN THE AIRBUS PAPERWORK/ADMINISTRATION DATA QUALITY Also, any transfer of data is
TOOL-LOAN PROCESS encrypted so if any extra informa-
Improved certificates/quality Avoiding misidentification tion is sent, e.g. by email in the
Airbus Materiel Support was Any tools being transported require The data is always clear and reli- future, it will be safe. This secure
approached by the Fraunhofer volumes of paperwork, e.g. paper- able and never out of date – one data transmission also ensures that
Institute, a research company, work for customs, inspection cer- does not need to decipher illegible the correct tool is used for the
who analysed the logistics system tificates, quality certificates and handwriting, or try to read through correct job, a great advantage as
supply chain and recommended sometimes test reports. grease or oil smears. Enterprise Resource Planning
the use of a data tag transponder (ERP) systems are not usually con-
chip. Due to the growth in business and correspon- • Certificates Traceability nected, making it difficult to verify
ding need to improve the whole process, this chip They are often lost through A complete history of the tool can this sort of information quickly.
* Radio Frequency Identification - RF/ID was seen as a possible way to optimise the supply chain. Thus a
research project was initiated and, as the project grew, several
customs etc, which means delays
as the end user may not know
be recorded and kept in a databank
and the life cycle can be tracked. COMMUNICATION
partners from the supply chain became involved. how to use the tool, whether it The last changes made, as well as
has been properly inspected and when and by whom can be The current user can communicate
so will have to delay the process followed, which is especially with users further along the supply
WHAT IS CONTAINED ON THE RF/ID? WHICH TOOLS ARE GIVEN CHIPS? as they search for the lost important when dealing with chain by writing e-mails or other
information. safety-related tools which must be messages with handling instructions
OWNER - PART NUMBER - SERIAL NUMBER Over 16,000 Airbus tools are avail- • Quality manufactured by certain approved etc. If there has been a problem, this
MANUFACTURER - VENDOR - ORIGINAL RECEIPT able for loan, out of which around Quality data, calibration companies. can also be communicated, thus
P A G E P A G E
NUMBER - MANUFACTURING DATE - DESIGNATION 3,000 (plus their respective boxes, certificates and quality assurance speeding up troubleshooting during
12 if applicable) are equipped with a 13
LENGTH/WEIGHT/HEIGHT - NET/GROSS/TARE papers could be put on the chip. Repair data tracking repairs or inspections.
N° OF UNITS - ORIGINAL RECEIPT DATE chip. These tools have serial num- The chip can be used to improve
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LAST RECEIPT DATE - ORIGINAL CERTIFICATE bers and require close tracking and Ease of administration repair as well as loan management SAVING TRANSPORT COSTS
LAST CERTIFICATE - PERIODIC CHECK CODE - PERIODIC CHECK INTERVAL will often need repairs and/or cali- • Receiving and shipping by including the repair order on the
TEST LABORATORY - LAST CHECK - NEXT CHECK - TOOL SET bration. They are typically very information. chip. Allowing the forwarder to As the chip on the tool (or box)
expensive and many have special • Addresses for calibration shops, transport the tool direct to the holds all the shipping information,
READING & INPUT DEVICES boxes that require special shipping repair shops, freight forwarders appropriate repair shop. forwarders can send the tool direct
instructions. Other smaller tools available instantaneously. to the necessary repair or calibra-
Chip technology allows secure In order to read or change the such as drills or pins that are loaned • Tool box chip. Data security tion shops without returning the
data to be carried on the tool, dynamic data, all that is required as part of a package are not includ- To assure secure data, each user is tool first to Airbus. This removes a
instead of on paper documents. is a computer and reader, ideally a ed. Chips are attached to tools (and The chip holds information need- issued with a user ID card and has large, unnecessary part from the
standard handheld computer, such their respective box) by simply ed by forwarders, but not necessar- certain read/write access rights, on chain.
Two types of data loaded: as those already used for reading drilling a hole in the surface and ily always available from any top of which the chip can be made
• Static bar codes, and a reader pen. A stan- gluing it in a location where it paper work attached (if not lost!). password protected.
Permanent data dard interface can be attached to avoids damage. This includes the weight and
i.e., part number, serial number, any computer, e.g. handheld, PC or dimensions, which speeds up pro- AUTOMATIC SHIPPING LISTS
date of manufacture, laptop to download the chip’s data TOOL CHIPS AND BOX CHIPS cessing time, especially if several FOR WORKING PARTY
manufacturer. into the company’s main computer boxes are being sent, as the boxes
• Dynamic system. The same computer and no longer need to be opened • Knowledge of which box
Variable/modifiable data reader pen can be used to write data CHIP USE ON TOOLS (which sometimes requires cranes), for which tool
i.e., date of last inspection, etc… on the chip (by those who have the • Tool identification/ measured or weighed. The data • Decision: repair requested?
authority). Text typed into the com- manufacturing data held on the chip also allows auto-
Before the tool is loaned out for puter is transferred to the chip • Quality data (calibration) matic generation of shipping lists. • Destination for collection
"
the first time, Airbus inputs the through the reader pen held against • Life cycle information
static and initial dynamic data on the chip. Ease of use
the chip. The chip then follows the CHIP USE ON TOOL BOXES Handheld computers and wireless
supply chain to customers, forwar- technology are widely used • Generate shipping list in
• Identification/manufacturing criteria MS-WORD
ders and workshops, each of whom throughout industry, especially for
• Tool box information (dim., weight, n° of boxes, vol., etc.)
are able to read, depending on their reading bar codes. • Print lists
• Transportation data
access rights, the part of the chip
(tracking & tracing of transport units, AWB, PO-#) • Mail to recipients
which holds information relevant
• Tool management information (storage place)
for their business.
FAST10-15-09xp 26/07/2002 10:14 Page 14
RADIO FREQUENCY IDENTIFICATION FOR TRACKING TOOLS RADIO FREQUENCY IDENTIFICATION FOR TRACKING TOOLS
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phase with Airbus and its supply requirements for LRUs, the chip • temperature range: approx. 150ºC MAIN DIFFERENCES bar codes if data changes, which whereas bar codes are intended for
chain partners and over 3000 must undergo further chemical, • resistance against temperature also requires printers to be close at use on less expensive items, requir-
Airbus tools and boxes have temperature and electro-magnetic and aggressive media The chip contains both static and hand therefore increasing introduc- ing much less information to be
already been equipped with a chip. resistance tests for compliance, • safe from Electro-Magnetic dynamic types of data, while bar tion and maintenance costs. The retained – e.g. for inventories etc.
The next step is to extend the appli- most of which have already been Interference (EMI). codes have only static. chip also holds much more
cation to a wider range of airline, completed. This application is information. One application, which would
MRO, repair shop and forwarder already under development with no Handheld computers required are The chip itself is more expensive work well, is a combination of the
partners, as well as organising objections from airworthiness the same as those used currently than a bar code but it is easier to Ultimately, the chip system is two systems with one chip for the
training for users and support for authorities, with the traceability of used to read bar codes, so for many change data on the chip instead of intended for high value, high usage whole tool with all information and
the reader. items being a major benefit. Many companies the only outlay will be having to reprint and replace items which require close tracking, bar codes on the separate parts.
original equipment manufacturers for the smaller reader ‘pen’.
FIND NEW POSSIBLE APPLICATIONS (OEMs) have stated they would be
interested in the system once air- SOFTWARE
Repair kits/ tools kits: list of Bill worthiness acceptance is achieved.
of Material (BOM) with ‘Master’ Special read/write software for
chip linked to data from each indi-
vidual chip Chip data
this Airbus application was created
for use on the handheld computer
to read, write, and change data on
Conclusion
Airbus introduced the • improving tracking of
CONTACT DETAILS
New tools: customers can load data HISTORY the chip. As the software is inde- microchip to optimise its tool- tools and increasing
into their system and reap the same pendent it can be used with any Michael von Sparr loan process. The test phase transparency of tool-loan
benefits for their own internal The data transponder chip, system, allowing integration into Director Vendor Materiel completed within Airbus and process.
process chains. called RF/ID, was researched and all existing data processing michael.von-sparr@airbus.com its supply chain partners
developed by Fraunhofer Institute systems. There is also a choice of Frank Kotter proved that the chip could
With over 3000 Airbus tools
Internet: in the future it could be for factory operation and automa- language available, allowing Vendor Materiel improve tool-loan service by:
and boxes equipped with the
possible to use a handheld comput- tion and eConnective AG, both sit- greater ease of use and training. Tools Planning and Supply Manager • reducing TAT, thus
er in the same way as a PalmPilot uated in Magdeburg, Germany. frank.kotter@airbus.com improving availability of tool; chip, future steps will be to
or SMS text messages on mobile Ralf Stücker • reducing administration, extend the application to a
phones, allowing encrypted emails Originally, Fraunhofer approach- Vendor Materiel improving data acquisition; wider range of airlines,
with extra information to be sent ed Airbus Materiel Support and Tools Planning and Supply Manager • saving transport costs; Maintenance and Repair
and received when required. studied the logistics of the tooling ralf.stuecker@airbus.com • improving data quality; Organisations and forwarders.
Fast 30 Upgrade Servicesxp 26/07/2002 10:15 Page 16
Customer Services UPGRADE SERVICES… ADDING VALUE TO YOUR FLEET UPGRADE SERVICES… ADDING VALUE TO YOUR FLEET
Upgrade Services
tions for Airbus aircraft are readily standardisation of fleets is there-
available, Airbus is clearly not the fore a standard activity. KEY ACCOUNT MANAGEMENT
only company in the market who
can offer the Upgrade Services its But even in the case of highly Besides the technical teams and
P A G E P A G E
ADDING VALUE TO YOUR FLEET customers need. Even if Airbus, as customised and non-standard specialists, Upgrade Services also
16 the original equipment manufac- requests, all Airbus core compe- has a dedicated commercial project
17
turer (OEM), is expected to pro- tencies in Design, Engineering and management team, the Key
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Recognising the need and the importance of upgrading in-service aircraft vide aircraft upgrades, it has to Manufacturing can be involved, to Account Management. It is the
for customers, Airbus decided to launch a new business unit within Customer prove for every case its competi- provide an appropriate solution. customer interface of Upgrade
Services, called Upgrade Services, to respond to growing customer tiveness and reliability in the glob- Services and is responsible for the
expectations on quality, lead-time and price. al upgrade market. overall project management. It
interacts directly with the cus-
tomers for business acquisition
and for the overall management of
business implementation.
1 2 3 4 5 6 7
NEED ANALYSIS UPGRADE DEFINITION ENGINEERING SOLUTIONS KIT PRODUCTION LOGISTICS WORLDWIDE WORKING PARTY RELEASE TO SERVICE
MANAGEMENT
The new Upgrade Services business unit has been
launched by Airbus to help customers to project and
CONTACT DETAILS
Conclusion increase the residual value of their fleets. It delivers a
wide range of services from simple technical aircraft
modifications to full cabin and system upgrades for
For further information please contact the Customer Support Manager Airbus passenger, cargo and corporate aircraft.
responsible for your airline or contact our regional offices Embodiment of the upgrades will be performed
Europe Fax: + 33 5 61 93 41 01 exclusively by third party organisations.
Gabriel Oehme, Head of Key Account Management
Airbus Customer Services North America/Canada Fax: + 1 703 834 3464
Upgrade Services China Fax: + 86 10 64 56 76 94
or send enquiry directly to “Airbus Upgrade Services” in Toulouse
e-mail: upgrade.services@airbus.com
Fax: + 33 5 61 93 41 06
FAST 30_22XP 26/07/2002 10:16 Page 18
Customer Services A340-600 CABIN MATURITY PROGRAMME A340-600 CABIN MATURITY PROGRAMME
Programme
Airbus organised a series of spe-
cial A340-600 passenger flights
called the “First passengers’
programme” to demonstrate the
aircraft operational capability in an
airline environment, prior to Type
Certification and delivery to the
first customer, mid 2002.
A340-600 Question
were transported. Based on the Toilet test equipment system
results of these flights, and in line
Which flight would you be on with prior expectations, a number
when the aircraft is French of modifications of cabin systems
registered, the cabin crew is (hardware and software) were
programme over Europe? Don’t know? Here 2002 confirmed the improvements,
P A G E P A G E
and was followed by the route
18 are some more clues: regular 19
passenger announcements are proving flights in April 2002
(25 flights/mix of seven long range
FAST 30
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made asking you to fill in your
in-flight questionnaire and you flights and 18 short-medium flights,
travel for over 10 hours to arrive 150 hours) when the aircraft was
back where you started? operated by Lufthansa and Virgin.
Aircraft
This aircraft has a unique cabin
layout with several combinations
Hervé Bruere, A340-500/-600 Landry Fel, A340-500/-600 of seats, galleys and stowage areas
Development M.A.P. Manager Maturity Programme Manager designed to thoroughly test the
Long Range Programme Long Range Programme cabin in very demanding in-service
conditions.
FAST 30_22XP 26/07/2002 10:16 Page 20
In the all new A340-600 cabin, was mainly dedicated to cabin sys-
lights, shapes, colours and materials tem tests. Other activities included TO MEET THESE OBJECTIVES
have been selected to enhance airport compatibility demonstra- special requirements were established:
passenger comfort. The cabin is tions at Toulouse, London LHR,
spacious and the large overhead Frankfurt and Zurich, external • aircraft operation as on commercial flights, including
bins are easily accessible. Advanced noise measurements, Electro- services, meals, entertainment,
in-flight entertainment and commu- Magnetic Interference (EMI) tests, • no specific flight tests during the flights,
nication systems have been integrat- partial cabin evacuation test, cold • recording of environmental parameters
ed to all seats with Liquid Crystal weather campaign, engine fire (noise, temperature…) with aircraft fixed
Display (LCD) screens giving extinguishing tests, participation in instrumentation plus hand-held devices,
access to a series of digital videos air shows in Santiago, Chile and • operation with a high passenger load factor (95%),
and games. Telephones and portable Berlin) and support to sales cam- • at least 1000 different passengers to establish a sound
computers could be connected to paigns. statistical basis,
the new e-mail system. • long sector flights (above 10 flight hours),
All passengers and cabin crew • day and night flights,
were expected to make use of the • more than 100 flight hours accumulated,
aircraft cabin as they would for a • operation from different airports to evaluate aircraft
normal scheduled flight. compatibility with airport services (passenger
handling, refueling, catering, cleaning, servicing...).
This ELF programme was open
to some 45,000 Airbus employees Tail Fin camera image displayed
in Europe. It consisted of several on passenger screen
circular flights operated from
Hamburg (Germany), Manchester
(UK) and Madrid (Spain). For the demand, flight information system,
“happy few”, one flight destination telephone, games and in-flight cam-
P A G E was Mauritius. era views. The latter includes a P A G E
20 New features for crews include The passenger loads were made up camera mounted near the top of the 21
the Flight Attendant’s Panel (FAP) of mainly Airbus staff but several tail-fin offering views of the
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at door one with a new touch- suppliers were also involved: Rolls aircraft, an almost spiritual feel at
screen unit driven by a new Cabin Royce, Matsushita, KID, Air Cabin sunrise.
Intercommunication and Data and Rockwell-Collins. Cabin crew Air conditioning measurement device
System (CIDS). from Virgin and Lufthansa were These flights were as representa-
assisted by Airbus flight test cabin Further objectives were the col- tive of standard commercial flights
This aircraft is also equipped engineers. lection of crew and passenger com- as possible, including the check-in
with a Flight Crew Rest ments on cabin design and systems and security formalities, with the
Compartment (FCRC) of the new during long duration flights exception that several passengers
single occupancy design, with a Objectives (ergonomic, perception, future had portable test equipment in their
fold-down bunk and a business cabin design input). These flights carry-on baggage! They carried out
class seat for reading or eating, and The main objective was to expose also acted as an internal communi- spot-checks on cabin temperature
with a Lower Deck Mobile Crew the aircraft, and in particular its cation exercise within Airbus (sev- throughout the flight, measuring
Rest Container (LDMCR), accom- cabin systems, to a variety of oper- eral sites and nationalities acoustics and were seen during the
modating eight bunks for cabin ations that are likely to occur in involved). flights walking through the cabin,
crew rest during long haul flights. service and demonstrate their cor- microphone in hand. Something
rect function and reliability. To determine the cabin perfor- they would not be allowed to do in
Flight Test Engineer (FTE) station A Flight Test Engineer’s (FTE) mance, all passengers were invited a commercial flight.
station installed in the business The first series of Early Long to complete a questionnaire cover-
class cabin allows the Flight Test Flights were performed to reveal ing a variety of aspects including Airbus also used these flights to
Engineers to monitor in real-time any issues linked to the cabin oper- such parameters as cabin tempera- gain a better understanding of the
and record for later analysis ation, early enough in the develop- ture, noise, stowage practicality, aeromedical aspects of long range
hundreds of parameters. Connected ment programme, to be able to galley odours and lavatory appear- travel. A Telemedicine station was
to the FTE station are sensors to define and validate modifications ance. The entertainment system installed on-board and more than
measure cabin temperature, pres- before first aircraft delivery. The was also scrutinised, with passen- 300 medical files were created and
sure, and speed of cabin air move- second series of flights, with gers being asked to assess the level transmitted using the SATCOM.
ment. components and equipment at cer- of difficulty of system use as well This was a great opportunity for
tification standard, demonstrated as a series of questions to deter- the medical experts to assess the
These passenger flights were an that the aircraft operates properly mine the in-service performance of operational constraints of in-flight
important part of the flight test under standard airline operating the numerous offers: video on medical care.
programme of this aircraft, which conditions.
FAST 30_22XP 26/07/2002 10:16 Page 22
CONTACT DETAILS
Conclusion
The availability of a fully popular at Entry-Into-Service.
furnished aircraft early in the Passenger feedback has, in
Hervé Bruere flight test programme allowed large measure, validated the
A340-500/-600 Development M.A.P. Manager an unprecedented level of work undertaken by the cabin
Long Range Programme testing of the full cabin in real design team and underlines
herve.bruere@airbus.com life conditions. The lessons the importance of working
learnt from this experience, closely with customers.
Landry Fel combined with the other flight The initiatives launched for the
A340-500/-600 Maturity Programme Manager test data and the existing A340-600 will be read across
Long Range Programme in-service data from other to the yet more challenging
landry.fel@airbus.com aircraft types, gives early ultra-long range A340-500,
operators the high level of and have spawned an even
confidence that the A340-600 greater consultative process
will be a mature product and for the A380.
FAST 30-P23-26 26/07/2002 10:16 Page 23
A330/A340 P A G E
23
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Electrical generation
No Break Power Transfer Electrical power
can be supplied
to an aircraft’s
AC bus bar from a variety of sources: from
the Integrated Drive Generators (IDG) on
the engines, the generator on the Auxiliary
Power Unit (APU), or externally, from the
Ground Power Unit (GPU). On previous
aircraft, when transferring from one power
source to the other there is a momentary
break in supply. Momentarily blank screens
in the cockpit during engine start and cabin
lights switching off then on are the most
visible signs of break power transfers.
Pascal Chabriel
Electrical Power Generation System
Airbus Customer Services
Engineering & Technical Support and Services
FAST 30-P23-26 26/07/2002 10:16 Page 24
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both channels available, a
to the aircraft network when
conventional
parameters are within the limits.
Break Power
It also acts as a controller of the
Transfer (BPT)
synchronisation between power
is achieved like
2
On request for connection sources during NBPT.
of the 2nd generator, the
on the aircraft
power supply of the of the previous
associated bus is removed generation.
for a few milliseconds
ECMU
ELECTRICAL CONTACTOR
MANAGEMENT UNIT
3 The generator is then
connected to its bus
This computer controls the
various AC and DC power Before NBPT between an IDG and a GPU, the Before NBPT with an IDG, the parameters of the
contactors of the electrical parameters of the IDG are synchronised to the IDG are synchronised to the auxiliary generator
distribution system which is split external power unit parameters. parameters.
in two.
Two ECMUs are installed on the GPU
Auxiliary
aircraft. ECMU 1 manages the frequency
generator
reference
With AC contactors of side 1 of the frequency
Voltage, phase and power sources, electrical generation system and reference
frequency have to be the frequency, ECMU 2 manages side 2.
synchronised within the phase and The electrical power transfers to
required time window voltage have to the AC bus bars are coordinated
be synchronised by the ECMUs based on the
before the inputs from the GCU/GPCU and
paralleling, and sets of auxiliary contacts of the
it is the purpose various contactors of the
of the NBPT electrical system.
function to
perform this
synchronisation.
FAST 30-P23-26 26/07/2002 10:16 Page 26
Conventional transfers
If for any reason the NBPT function is not avail- power transfers of 200 multiseconds and so, no system
able a conventional electrical transfer (with break) failure should result from a power transfer with break.
lasting less than 200 multiseconds is performed. The reasons for having conventional break power
Aircraft systems have been designed to sustain break transfers are provided hereafter.
FAILED SYNCHRONISATION
Conclusion
The NBPT function has been followed. If there is no failure
designed in order to be message recorded and the
available on the ground during rate of BPT remains within
the aircraft standard operating acceptable limits there is no
CDROM ‘NBPT SIMULATION TOOL’ procedures. Outside these maintenance action required.
procedures Break Power
PROCUREMENT DETAILS: Transfers are observed. Airbus has issued Service
SIL 00-032 Information Letter SIL 24-070
Ref: SCM1 AM211 11/01 However due to some system and developed a simulation
behaviour affecting the tool of the NBPT Function.
synchronisation of the This simulation tool illustrates
generators, BPTs may also be in a user-friendly manner the
observed randomly at a very information provided by the
limited rate even though the SIL and allows a better
standard operating understanding of the NBPT
procedures have been principles.
FAST30_27-29xp 26/07/2002 10:17 Page 27
Prize winning P A G E
27
Knowledge Based
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Engineering team
Every engineering organisation bases
itself on its knowledge. So why are there
Knowledge Based Engineering (KBE)
teams active throughout the Airbus
partnership?
PRIZE WINNING KNOWLEDGE BASED ENGINEERING TEAM PRIZE WINNING KNOWLEDGE BASED ENGINEERING TEAM
"
the computer, and run so that Line (FAL) where another, inte- never previously anticipated.
results can be generated more grated suite of KBE applications is
accurately and faster. They are used to engineer the cabin.
generally unique applications, Concurrent
tailored to the engineer’s needs, A bill of materials and CAD component/Jig
which focus around the process, design
(Computer Aided Design) models
and not the data generation. This for the customer’s interior,
is illustrated in the MOKA including seats, galley and over-
(Methodology Of Knowledge head services, can be delivered in
Acquisition) cycle as shown. Systems/
a fraction of the time previously structure
achievable. More importantly, the integration
applications are used for every
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help, without the approval of knowl- what? Well I now have KNOW-
We have all been doing this for
years, both in terms of handbook
development, design guides,
edge and the appropriate structuring
of it. MOKA gives a framework for
this. So we have at least one method-
LEDGE, not INFORMATION.
I have it in a form readily utilised by
either PEOPLE (written or
delivers benefit due
to the large number of
similar components
winning team
ology for our structuring. However, and due to the fact This integrated application suite
stressing manuals and technical INFORMAL) or MACHINE (elec-
what about the acquisition??? that a fuller suite of won the KBO (Knowledge Based
reports. However as the technical tronic or FORMAL). I have the
disciplines can be Organisation) prize this year, recog-
age advances so the electronic basis for building my applications.
Knowledge Acquisition engineered together nising it as the most innovative use
archiving and retrieval of informa-
in one environment. of KBE in the world during 2001.
tion becomes more advanced. Also, Put three bonded joint experts in a APPLICATION BUILDING &
we all know how difficult it can be room and ask them to state how to EXPLOITATION
to find information on the internet. design my bonded joint. I get three
When we find it, how do we know processes; rule sets and, possibly, This is where the ‘intellectual’
it is knowledge applicable to our results. How do I get consensus? and the ‘practical’ come together
context? Well this requires advanced inter-
viewing, data analysis and negotia-
– exploiting knowledge in an effi-
cient way for our core business of
Conclusion
The building of Knowledge processes, and integrating in
For example: I do an on-line search tion techniques to be applied to my aircraft engineering. By acceler-
Based Engineering a concurrent environment
for ‘bonded lap joint’. I get 3297 hits. group of experts. However there ating elements of the engineering
applications has been engineers from across
I put this into context by searching are technologies and techniques out process great economic or lead time
happening across the Airbus engineering and
for ‘bonded lap joints analysis on there that have demonstrated an advantages can be realised over
partnership for more than manufacturing. Various levels
single shear high temperature’. I ability to rapidly develop consensus current practices. More importantly, 12 years in many forms, on benefits have been
get 6 hits. How do I know, on my and so acquire and approve knowl- if done well, the applications can be
leading edge panel, which ‘pocket
of knowledge’ to use? Frankly I am
edge in the most efficient way. This
includes methodologies in which
used from aircraft programme to
programme, realising the savings
Are we ranging from cabin
applications, fuselage, wing
structure and systems
claimed, from minor to major,
but the most recognised is
the philosophical shift from
more confused now than before.
The knowledge presented to me
needs to be approved and verified for
the interviewer is trained how to talk
with multiple experts, harvest their
knowledge and get them to agree a
over and over.
alone? engineering to tooling and
numerically controlled
production. However, what
focusing on data generation
(e.g. CAD), to engineering
process, with data being
my particular application. single knowledge base. Almost every major engineering characterises them all is their simply the output. It all boils
organisation has invested in this ability to automate the down to helping our prize
technology, including aerospace mundane, secure quality, winning engineers to focus on
and automotive organisations. securing static and dynamic the engineering, together.
FAST 30 worldwide xp 26/07/2002 10:18 Page 30
CUSTOMER SUPPORT AROUND THE CLOCK... AROUND THE WORLD CUSTOMER SUPPORT AROUND THE CLOCK... AROUND THE WORLD
Customer support
AROUND THE CLOCK...AROUND THE WORLD
WORLDWIDE
Jean-Daniel Leroy
Vice President Customer Support
Tel: +33 5 61 93 35 04
Fax: +33 5 61 93 41 01
USA/CANADA
Gérard Raynaud
Senior Director Customer Support
Tel: +1 (703) 834 3506
Fax: +1 (703) 834 3464
CHINA
Ron Bollekamp
Director Customer Support
Tel: +86 10 804 86161
Fax: +86 10 804 86162 / 63
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Fax: +33 5 61 93 49 64
RCSM LOCATION COUNTRY RCSM LOCATION COUNTRY RCSM LOCATION COUNTRY
TECHNICAL, SPARES, TRAINING
Airbus has its main Spares centre in Hamburg, Abu Dhabi United Arab Emirates Indianapolis USA - Indiana Palma de Mallorca Spain
and regional warehouses in Frankfurt, Algiers Algeria Istambul Turkey Paris France
Amman Jordan Jakarta Indonesia Philadelphia USA - Pennsylvania
Washington D.C., Beijing and Singapore.
Athens Greece Jinan China Phoenix USA - Arizona
Bangkok Thailand Karachi Pakistan Pittsburgh USA - Pennsylvania
Airbus operates 24 hours a day every day. Beirut Lebanon Kingston Jamaica Port of Spain Trinidad and Tobago
AOG Technical and Spares calls Berlin Germany Kuala Lumpur Malaysia Qingdao China
in North America should be addressed to: Brussels Belgium Kuwait city Kuwait Roma Italy
Buenos Aires Argentina Lanzhou China San Francisco USA - California
Tel: +1 (703) 729 9000
Cairo Egypt Larnaca Cyprus San Salvador El Salvador
Fax: +1 (703) 729 4373 Caracas Venezuela Lisbon Portugal Santiago Chile
Charlotte USA - North Carolina London United Kingdom Sao Paulo Brazil
AOG Technical and Spares calls outside Chengdu China Louisville USA - Kentucky Seoul Korea
North America should be addressed to: Cincinnati USA - Ohio Luton United Kingdom Shanghai China
Colombo Sri Lanka Macau S.A.R. China Shenzhen China
Tel: +49 (40) 50 76 3001/3002/3003
Copenhagen Denmark Madrid Spain Shenyang China
Fax: +49 (40) 50 76 3011/3012/3013 Dakar Senegal Manchester United Kingdom Singapore Singapore
Damascus Syria Manila Philippines Stockholm Sweden
Airbus Training centre Delhi India Mauritius Mauritius Sydney Australia
Toulouse, France Denver USA - Colorado Medelin Columbia Taipei Taiwan
Derby United Kingdom Memphis USA - Tenessee Tampa USA - Florida
Tel: +33 5 61 93 33 33
Detroit USA - Michigan Mexico city Mexico Tashkent Uzbekistan
Fax: +33 5 61 93 46 65 Dhaka Bangladesh Milan Italy Tehran Iran
Doha Qatar Minneapolis USA - Minnesota Tokyo Japan
Airbus Training subsidiaries Dubai United Arab Emirates Monastir Tunisia Toronto Canada
Miami, USA - Florida Dublin Ireland Moscow Russia Tulsa USA - Oklahoma
Duluth USA - Minnesota Montreal Canada Tunis Tunisia
Tel: +1 (305) 871 36 55
Dusseldorf Germany Mumbai India Vancouver Canada
Fax: +1 (305) 871 46 49 Frankfurt Germany Nanchang China Verona Italy
Beijing, China Guangzhou China Nanjing China Vienna Austria
Tel: +86 10 64 57 33 40 Hangzhou China New York USA - New York Winnipeg Canada
Fax: +86 10 64 57 09 64 Hanoi Vietnam Ningbo China Xi'an China
Helsinki Finland Noumea New Caledonia Zurich Switzerland
Hong Kong S.A.R. China Oslo Norway
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Flight
Operations
Monitoring
part 2
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