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This document provides information on upcoming Airbus events and technical symposiums on aircraft support and safety initiatives. It announces symposiums on: 1) Human factors in Madrid from November 28-30 to discuss flight operations, maintenance, cabin operations and training human aspects. 2) A300/A310 long term support in Lisbon from November 14-18 where Airbus outlined plans to support the aircraft through 2050 and operators expressed their expectations had been met or exceeded. 3) Spares, suppliers and warranty in Athens from February 13-16 for European and African operators to review support issues and services. 4) A330/A340 technical symposium in South Africa

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D E C E M B E R F L I G H T 2 0 0 5 A I R W O R T H I N E S S S U P P O R T T E C H N O L O G Y 37 E N I Z A G A M L A C I N H C E T S U B R I A 7 3 T S A F
Customer Services Just happened Coming soon events HUMAN FACTORS SYMPOSIUM SPARES, SUPPLIERS & WARRANTY IN MADRID, SPAIN, 28-30 NOVEMBER REGIONAL SYMPOSIUM Airbus continued the dialogue with its operators at IN ATHENS, 13-16 FEBRUARY 2006 this forum, discussing human factors aspects with Following the Airbus Spares, Suppliers and practical and operational perspectives on: Warranty symposium in Puerto Vallarta, Mexico • Flight operations (environmental, safety, pure for operators in the Americas, and in Sanya, ops e.g. procedures, philosophy, systems) China, for Chinese operators, it is now the turn of • Maintenance (safety, CRM, organization, proce- Europe and Africa. A Spares, Suppliers & dures, manuals) Warranty regional symposium will be held in • Cabin operations (safety, CRM, organization, Athens, Greece, from the 13th to the 16th of procedures, mass travel, medical aspects) February 2006 bringing together Airbus cus- • Training (to flight operations, maintenance, tomers, operators and suppliers. Its objective is to cabin operations, to human factors) review together strategic directions, operational • ATC (environmental, safety, pure operations e.g. support issues and current spares and warranty procedures, philosophy, systems) services. Operators will be given the opportunity to express their requirements and share their expe- A300/A310 FAMILY TECHNICAL SYMPOSIUM rience. Major suppliers will also have the opportu- IN LISBON, PORTUGAL, 14-18 NOVEMBER nity to present their support and services strategy. A landmark event occurred at this symposium, A330/A340 FAMILY TECHNICAL SYMPOSIUM with the first formal presentation to operators of IN SUN CITY, SOUTH AFRICA, 28 MAY-2 JUNE 2006 the Airbus initiatives to ensure Long Term Support Airbus is pleased to announce the date and loca- of the A300/A310 Family. The objective of this ini- tion of the next A330/A340 Technical Symposium. tiative is to ensure equivalent levels of operator The Symposium is the opportunity to review satisfaction for A300/A310 operators as for any actual in-service experience with the A330/A340 other Airbus programme through to the last air- Family of aircraft as well as to discuss subjects of craft being in-service (up to year 2050). Clearly more general technical interest. the enhanced support foreseen for the A380 will A provisional agenda will be sent in February 2006. set the satisfaction benchmark, and for the A300/A310 Family other considerations that affect the level of service include the low rate of produc- tion (can affect spares availability) and the even- tual closure of the final assembly line, which must be anticipated. The operators at the symposium expressed their view that their expectations for the future had been met (61%) or exceeded (39%) in this respect. The symposium discussion otherwise covered various technical, maintenance and support issues and 100 participants from 36 operators were pres- ent, including all of the largest A300/A310 opera- tors. 67% of the operator respondents considered the event very useful and 33% useful.
D E C E M B E R 2 0 0 5 37 E N I Z A G A M F L I G H T L A I R W O R T H I N E S S A C S U P P O R T I T E C H N O L O G Y N J U L Y 2 0 0 5 H C Safety initiatives in Customer Services 2 E An overview of Airbus safety initiatives T Michel Trémaud S Airbus cabin air quality 7 Still the best! U Claire Nurcombe B R The European Aviation Safety Agency 11 A new regulatory authority for European aviation I Claude Schmitt A Engine noise reduction programme 19 Cover:A380 MSN004 at Frankfurt airport during its check exercise, see article on page 23. Making aircraft engines better neighbours Stephen Montgomery Publisher: Bruno Piquet Editor: Kenneth Johnson Graphic Designer: Agnès Massol-Lacombe A380 23 Airport ready Authorization for reprint of FAST articles should be requested from the editor at the FAST e-mail address given below Thomas Burger Customer Services Communications Thilo Stilp Tel: +33 (0)5 61 93 43 88 Fax: +33 (0)5 61 93 47 73 E-mail: fast.magazine@airbus.com Airbus Training Airport 28 Printer Escourbiac A virtual airport for pilot training Kheireddine Belguedj FAST may be read on Internet http://www.content.airbusworld.com/SITES/Customer_services/index.html Bernard Benetti under Customer Services/Publications ISSN 1293-5476 Countering jet fuel price increases 32 Guidance on fuel saving Airbus Customer Services Simon Weselby Frédéric Desgeorge © AIRBUS S.A.S. 2005. All rights reserved No other intellectual property rights are granted by the delivery of this Magazine than the right to read it, for the sole purpose of information. This Magazine and its content shall not be modified and its images shall not be reproduced without prior written consent of Airbus. Giants of the skies, past and present 36 This Magazine and the material it contains shall not, in whole or in part, be sold, rented, distributed or licensed to any third party. The information contained in this Magazine may vary over time because of future factors that may affect the accuracy of information herein. Airbus assumes no Customer Services obligation to update any information contained in this Magazine. When additional information is required, Airbus S.A.S. can be contacted to provide further details. Airbus, its logo and product Around the clock... Around the world 37 names are registered trademarks. Airbus S.A.S. shall assume no liability for any damage in connection with the use of this Magazine and of the materials it contains, even if Airbus S.A.S. has been advised of the likelihood of such damages Photographs: This issue of FAST has been printed on paper exm company: Hervé Goussé and Philippe Masclet produced without using chlorine, to reduce FAST37 Airbus France: Julie Pomery waste and help conserve natural resources. Cover page: Julie Pomery Every little helps! 1
SAFETY INITIATIVES IN CUSTOMER SERVICES - AN OVERVIEW OF AIRBUS SAFETY INITIATIVES SAFETY INITIATIVES IN CUSTOMER SERVICES - AN OVERVIEW OF AIRBUS SAFETY INITIATIVES Continued implement safety enhancements in terms of Design, Operations (i.e. airworthiness and procedures) and Training. operational safety Safety enhancement efforts address equally flight operations, Operators and Maintenance, cabin operations and mainte- Repair and Overhaul (MRO) orga- nance. The lessons-learned nizations are required to report to derived from this process are their national authorities in-service blended with the conclusions and occurrences defined by their coun- recommendations from industry try's mandatory occurrence report- working groups in order to devel- ing (MOR) scheme. It is essential op and publish safety-awareness that such in-service occurrences information in various media. are also reported to Airbus, docu- mented, analysed and understood in order to prevent the reoccur- Attaining and rence of known types of events and maintaining safe the occurrence of potential events. Indeed, this prevention process and profitable includes both a reactive part and a operations Safety initiatives proactive part. For effective identification of Support to operators in attaining and maintaining safe and prof- events precursors (also referred itable operations has been the in Customer Services to as weak signals), the proactive part also includes the analysis of observations made by operators charter of Airbus Customer Services since the entry-into- service of the first A300 aircraft An overview of Airbus in the frame of their flight opera- tions monitoring programme (i.e. back in 1975. However, the indus- try has greatly evolved and Airbus' initial operators base of flag carri- safety initiatives incidents and human factors reports, flight data analysis and line observations). ers has been enriched with charter operators and, more recently, low- cost carriers and corporate flight The operational, technical and departments. human factors analysis of in- As an aircraft manufacturer, the prime duty of Since 2003, Airbus Customer Services has service experience feedback The leased-aircraft concept has Airbus in terms of safety is two-fold: deployed a yearly portfolio of safety initiatives enables Airbus to continuously been an enabler in this market • Ensure the continued airworthiness and that address all aspects of Airbus's internal core identify lessons-learned and evolution and has created a new operational safety of the Airbus fleet, activities and all domains of an airline's operation. • Support Airbus operators in attaining and maintaining a safe and profitable operation. This article provides an overview of this portfolio Airbus Flight Operations Briefing of safety initiatives to encourage operators and Notes, an example of Airbus The former represents the manufacturer's regula- other actors to take full advantage of these safety safety-awareness publications tory obligation, as Airbus is the holder of a design enhancement opportunities. and production operational approval. The latter reflects Airbus's commitment, as a customer services organization, to operators of Airbus aircraft. Michel Trémaud Senior Director Airbus Customer Services Head of Safety Management FAST 37 FAST 37 2 3
SAFETY INITIATIVES IN CUSTOMER SERVICES - AN OVERVIEW OF AIRBUS SAFETY INITIATIVES SAFETY INITIATIVES IN CUSTOMER SERVICES - AN OVERVIEW OF AIRBUS SAFETY INITIATIVES framework of relationships bet- . Company safety management To further ease the dissemination The above set of safety initiatives ween Airbus, its customers (i.e. the system (SMS), and understanding of complex are intended for the various users leasing companies) and the aircraft . Fleet upgrade and subjects by all stakeholders, some of Airbus products and their 1 operators. The traffic growth in standardization, of the above safety awareness instructors, but would not be com- fast-developing geo-economic . English proficiency training. publications have been translated plete if Airbus were not involved regions has been an additional into the Chinese and Russian upstream in the basic education driver in the evolution of Airbus languages. and training of future Airbus pilots, support to its aircraft operators. Safety flight attendants and maintenance awareness Training and mechanics. Therefore, cooperation Today, Airbus Customer Services programmes with state technical offers a wide range of support and Safety management is a mindset; education universities, flight academies and 2 services to further enhance operat- safety readiness is a matter of flying colleges have been devel- ing safety. This support is both awareness… being aware to be Maintaining the link with operators oped in China and North America, direct (i.e., working with operators) mentally prepared. Over the past after their type qualification, in one while similar programmes are cur- and indirect (i.e., working with years, Airbus Customer Services of the Airbus Training centres, is an rently being developed in Russia, national civil aviation authorities, has developed a wide array of important element of Airbus' safety Ukraine, India, South Africa and training organizations, MRO cen- safety awareness publications on awareness strategy. In 2004, Airbus Australia. tres, international safety organiza- various media: created the concept of regional tions…) and spans the following • 'Getting to Grips with' Airline Instructors Seminars to pro- The objective of these programmes basic elements of a safe operation: brochures that today cover 19 mote the continued exchange of is to provide students and cadets 3 • Regulations, flight operations themes, teaching and safety information with early exposure to modern • Regulatory oversight by including cabin safety, between Airbus instructors and air- technology systems and flight national authorities, • Flight Operations Briefing line instructors. The following is the decks, by providing education and • Operator's regulatory Notes, published on a monthly regional coverage achieved by these training organizations with: compliance and best practices: basis in the Airbus Safety seminars in 2004 and 2005, and • Technical documentation and . General organization, Library, planned for 2006: safety awareness publications, . Flight operations organization (http://www.airbus.com/en/ • 2004: Taipei, Mumbai, Beijing, • Courseware, (including flight operations corporate/ethics/safety_lib/) • 2005: Miami, Moscow, Hanoi, • Training devices. 4 monitoring process), and in a yearly collector box • 2006: Bangalore, Tunis, Beijing, . Maintenance/engineering • E-Briefings, available on the plus locations to be selected in organization including Flight Operations Community the Middle East, Asia and South International maintenance best practices, of the new airbusworld.com America. safety cooperation spares provisioning and customer portal, Flight Operations Briefing Notes ground support (http://www.airbusworld.com/) Acknowledging the requests of Airbus Customer Services is also collector box, brochure ‘Getting to equipment/tools, • Videos and CDs. operators, the initial concept that further involved in the develop- Airbus Training centres in Grips’ in Chinese and Russian focused on flight operations has ment of workshops and seminars 1. Beijing languages, safety-awareness tutorials 2. Hamburg been extended to maintenance that are deployed in the context of 3. Miami and courseware on CDs. from the last seminar in Hanoi. regional safety cooperation pro- 4. Toulouse grammes funded or led by the Airbus Safety Library home page European Union, the International hosted on the Airbus corporate Civil Aviation Organization website (ICAO) and Airbus. E-Briefings, a new interactive safety-awareness publication FAST 37 FAST 37 4 5
SAFETY INITIATIVES IN CUSTOMER SERVICES - AN OVERVIEW OF AIRBUS SAFETY INITIATIVES AIRBUS CABIN AIR QUALITY - STILL THE BEST! The scope of these workshops and • Cabin operations seminars are defined to respond to . Cabin safety (see brochure regional needs and priorities. ‘getting to grips with Cabin As described below, they address a Safety’ below). large cross-section of themes identified as causal or contributing factors in incidents and accidents: • Company safety management . Incident/accident prevention, . Safety Management System (SMS). • Flight operations . Preventing Controlled Flight Into Terrain (CFIT), . Approach and Landing Accident Reduction (ALAR), . Flight operations safety awareness (CFIT, ALAR, runway incursions, altitude deviations/level busts, Airbus cabin fire/smoke/fumes in cockpit/cabin, weather avoidance, …), . Flight Operations Monitoring • Maintenance/Engineering air quality (FOM), . Structural integrity/ . Understanding and use of the maintenance of aging aircraft Minimum Equipment List structures, (MEL). . Maintenance of electrical, wiring and interconnections, . Maintenance human factors. Still the best! Installation 72% Maintenance human factors: understanding Servicing 9% and managing human errors Job set-up preparation 3% Frequent flyers experience it regularly, flight After carrying out air quality analyses (see Test 2% attendants and cockpit crew complain about it, but FAST 20 December 1996 'Airbus Cabin Air Human movement 2% up until now nothing was done about it - that Quality - Only the Best!') and discovering that air smell coming from the exhausts of aircraft in front quality was worst during ground phases due to Removal 1% of you in the taxi queue waiting to take off. The the influence of external pollution, Airbus decid- Others 11% major odour causing compounds in exhaust gases ed to concentrate on finding an answer to these CONTACT DETAILS and fuels are from the family of compounds complaints. Michel Trémaud known as VOCs (volatile organic compounds) and Senior Director they can really spoil that holiday feeling. Airbus Customer Services Head of Safety Management Tel: +33 (0)5 61 93 30 04 Fax: + (33) (0) 5 67 19 12 24 Conclusion michel.tremaud@airbus.com An accident investigator once said, his/her own contribution to aviation safety, 'Safety is leaving no stone unturned' but aviation safety has been built from, to identify threats that may lie hidden on and is continuously enhanced by, the path to safety. Safety enhancement successive building blocks. All of them - Claire NURCOMBE initiatives must involve a mosaic of efforts small or large - contribute to making our ECS Engineer and cooperation programmes. safe aviation transportation system even Customised Systems None of us will ever be able to measure safer. Airbus Deutschland FAST 37 FAST 37 6 7
AIRBUS CABIN AIR QUALITY - STILL THE BEST! AIRBUS CABIN AIR QUALITY - STILL THE BEST! Current standards with small amounts of other compounds, such as sulphur. Experimental set-up Catalyst Hydrocarbons are a class of com- Ozone Converters (OZC) have pounds made up of hydrogen and been standard equipment for air- carbon combined in molecular Fuel vapour Odourless craft for over 10 years and optional chains. These compounds are pre- molecules molecules equipment for 20 since it was sent in very small amounts, but found necessary to introduce due to the sensitivity of the human ozone removal capability after the nose the cabin occupants can first trans-Pacific flights in the smell them, even down to levels of mid-70's. The OZC is installed as a couple of parts per trillion of the Tapping points standard equipment on A330/A340 compound. Family aircraft and the A380, and is increasingly being chosen as an The catalyst coating is applied to a option for the A320 Family. It was core within the converter's body Tapping points were installed In order to test the odour intensity therefore decided to investigate the and oxidizes these odorous com- upstream and downstream of the and hedonic tone (the tone des- possibility of developing a new pounds, resulting in the formation catalyst where air samples could be cribes how pleasant the odour is), catalyst to remove both ozone and of odourless water (H2O) and car- taken (see figure above). as well as the overall perceived air VOCs. Airbus suppliers rose to the bon dioxide (CO2) as reaction quality, test panels made up of challenge and developed a new cat- products (see figures below). Since In a quantitive analysis the iso- members of the public were given alyst to remove these odours, VOCs are present in very low con- alkanes (a specialist term for com- questionnaires to rate how the air which could be combined with the centrations the amount of water pounds consisting of chains of car- smelt upstream and downstream of existing ozone removing catalyst to and carbon dioxide created by the bon molecules) were measured and the catalyst. The panellists had to minimize installation costs and conversion process is small. it could be clearly seen that the rate how strong the odour was at weight impact. longer carbon chains present different concentrations and tem- upstream of the catalyst were being peratures, and also whether it smelt Test methods broken down (see figure below). pleasant or not. After the overall air The conversion This proved that the catalyst was quality was judged by the panel- To investigate the performance of having an effect on the compounds lists they were asked to judge principle the catalyst the VOC containing within the vapour, however this whether they could smell fuel vapours from an aircraft fuel sam- type of analysis does not show odours in the air sample. Catalyst and core structure The VOCs entering the bleed air ple was passed over the catalyst. whether the catalyst was effective- supply via the engines may come VOCs may come from many ly reducing odour. In addition to this human 'sniff' from ground service vehicle sources, however fuel vapour was testing, samples were taken for the exhausts or engine exhausts selected to provide a realistic mix While the chemistry may seem GC-O analysis. For this the air of other aircraft and mostly con- of contaminants that may be pre- simple, the human nose is not and sample is analysed by a GC-MS Nose testing and electronic analysis. sist of hydrocarbons (HC) mixed sent in contaminated airport air. it was necessary to pursue some (gas chromatography - mass spec- With thanks to the Fraunhofer Institute for additional testing to make sure trometry) analyser with a modified Building Physics that the converter was not leading off-take. A GC-MS analysis pre- to more odorous by-products sents the full chemical spectrum Catalytic reaction being produced. To do this human of a sample, allowing the chemist noses were used, as well as elec- to see which individual compounds tronic analysers, in panel tests, are present. The GC-O analyser Percentage difference for iso-alkanes up/down-stream of the catalyst and GC-O (gas chromatography - additionally allows the flavour olfactometry) tests. chemist doing the analysis to Hot bleed air O2 Oxygen O2 H2O * Cx is the number +% Uncoated matrix of carbon atoms Water H2O CO2 present in the carbon chain. H2O Carbon dioxide CO2 Coated matrix -% Odorous hydrocarbons (VOCS) HC Increasing Cx * FAST 37 FAST 37 8 9
AIRBUS CABIN AIR QUALITY - STILL THE BEST! EASA - A NEW REGULATORY AUTHORITY FOR EUROPEAN AVIATION identify the type of odour of the ozone converter equipment, mean- individual odorous compounds. ing minimal weight and mainte- The flavour chemist uses his or her nance impact for operators. trained nose to identify each odor- ous compound and give a descrip- The combined converter has the tion, such as 'green', 'citrus', or same maintenance requirements as Combined VOC/Ozone Converter 'roasty' to it. These descriptions can for the ozone converter and the two (VOZC) for A320 then be compared to the known converters are fully interchange- odorous characteristics of chemi- able (although of course the odour cals and the compounds that are removing function is lost if causing the odour can be identified. exchanged for a standard ozone A perceived air quality improve- converter). ment of 80% and a significant reduction in the odour intensity was The modification is optional for confirmed during the testing. A320, A330/A340 families and the A380, although introduction as standard equipment for the A380 is Entry into service planned. The combined Ozone /VOC Converter (VOZC) will also The new odour removing function be standard equipment for future is integrated into the existing The European Airbus programmes. OZC and VOZC data for aircraft programmes Aviation Safety Agency A new regulatory authority for European aviation CONTACT DETAILS The formation of the European Aviation Safety It all started in 1969, when aerospace industry * The AECMA association Claire NURCOMBE has now merged with ECS Engineer Agency (EASA) was the result of a longstand- leaders, conscious of the importance of inter- ing request from European industry, going national co-operation for future aeronautical European trade Customised Systems associations of space and Airbus Deutschland back to 1969. EASA has now been in operation programmes, prompted AECMA, their defence industries to form since October 2003, so this is an appropriate European trade association*, to submit a the Aerospace and Phone: +49 (0)40 743 83293 time to take both a global and a closer look at request to the main European aviation certifi- Defence Industries Fax: +49 (0)40 743 73787 Association of Europe this new institution, see how it is established cation authorities, asking them to cooperate Conclusion claire.nurcombe@airbus.com and understand its role and actions in relation to Airbus products. and adopt common airworthiness certification requirements. (ASD). Still the best! This technology will become standard equipment for future aircraft programmes. Airbus is the first aircraft manufacturer to With the VOZC installed, and improved integrate this technology into their aircraft. cabin air quality on ground for crew and The installation of the combined VOZC is passengers, airlines will soon be 'smelling' Claude Schmitt available as an option for the A320 and the benefits of Airbus' dedication to Senior Director Strategies & Policies A330/A340 families and the A380. innovation. Engineering-Product Integrity FAST 37 FAST 37 10 11
EASA - A NEW REGULATORY AUTHORITY FOR EUROPEAN AVIATION EASA - A NEW REGULATORY AUTHORITY FOR EUROPEAN AVIATION The authorities responded very European aviation safety require- Aviation Safety Agency (EASA) What will EASA do positively and created in 1970 ments (no national differences or and defines the agency's general what would subsequently be called variants), and for a single process organization and tasks. the Joint Aviation Authorities to obtain, from one authority only, (JAA), developing harmonized certificates and approvals having THE OBJECTIVES technical requirements (the Joint full validity throughout Europe. Aviation Requirements - ‘JARs’) The main objective of the Basic with the support and contribution A number of solutions were Regulation is to ensure a high, uni- General scheme of industry expertise. explored and many milestones form, level of safety of civil aviation passed before the governments of in Europe. Additional objectives, in the European Union (EU), in line with general EU objectives and March 2000, finally instructed the principles, have also been added, European Commission to negotiate concerning environment protection, the establishment of a new EU free circulation of products, ser- agency that could provide the vices and persons, improved cost- effective, recognized, single efficiency, assistance to member authority requested by the various states and promotion of European stakeholders concerned with avia- positions concerning aviation safety tion safety regulation. rules and standards. This process was finally completed LEGAL COMPETENCE AND with the adoption, on 15 July 2002, REGULATORY POWER of the regulation ‘on common rules in the field of civil aviation and The legislative level (EU Council establishing a European Aviation and Parliament), through the Basic Safety Agency’ (referred to as the Regulation, defines the scope of • Verification of correct and uni- ‘Basic Regulation’ in the follow- powers being transferred to the form implementation of Basic ing) by the EU Council and Community, adopts the essential Regulation and common rules Parliament.* requirements specifying the objec- by member states What will EASA not do * Regulation (EC) N°1592/2002 of the European However, despite the successive tives to be met, allocates the exec- Parliament and of the Council, on common rules in the scope extensions (maintenance, utive tasks among the executive The decision and plan to transfer field of civil aviation and establishing a European Aviation operations, licences) and proce- The Basic actors, and establishes the means the responsibility on rules govern- Safety Agency (15 July 2002). dural improvements brought into Regulation and of judicial control. At the executive ing aircraft operations and qualifi- the JAA system, it could not be level, standards necessary for the cation of relevant personnel is legally empowered to fulfil the the European implementation of the Basic Regu- already stipulated in the Basic requests for a single set of binding institutional context lation may be adopted by either Regulation, while provision is the European Commission (imple- made for the subsequent transfer of Responsibility splitting between EASA and NAAs Within the framework of existing menting rules) or by EASA (certi- rules concerning safety of air traf- EU treaties and institutions, fication specifications, acceptable fic control and airports (a new EU the Basic Regula- means of compliance). See Parliament and Council decision is tion is setting up the ‘General scheme’. necessary in this case). organization of Community compe- THE TRANSFER OF tence for aviation LEGAL COMPETENCE EASA functions safety. It constitutes a ‘European Avia- Since 28 September 2003, legal EASA is in charge of drafting all tion Safety Act’, competence and power have been future regulations relative to avia- which sets funda- transferred from member states to tion safety (for adoption by EASA mental objectives, the EU for: itself or for submission to European establishes and • Rules governing the Commission orParliament/Council) organizes the exer- airworthiness of aircraft and and is responsible for compliance cise (and, if neces- related products (type design, verification tasks associated with sary, the transfer) of continued airworthiness, some of these regulations. legal competence maintenance organizations and and regulatory pow- personnel) The agency is also responsible for ers on aviation safe- • Compliance determination for the coordination of research on avi- ty matters in the aircraft product designs and ation safety and assists the FAST 37 FAST 37 EU. Finally, it estab- issuance of relevant type European Commission on a num- lishes the European certificates ber of aspects, including the 12 13
EASA - A NEW REGULATORY AUTHORITY FOR EUROPEAN AVIATION EASA - A NEW REGULATORY AUTHORITY FOR EUROPEAN AVIATION inspections to be conducted in the composed of all professions con- any airworthiness directive affect- EASA organization, the main factors member states to check the uni- cerned - the advisory board, has ing a product and any design orga- form implementation of the regula- been established and is being con- nization approval or change thereof tions in Europe. Some of the tasks sulted regularly by the manage- are now approved under the direct related to the implementation of ment board prior to decisions responsibility of the agency. regulations remain with National affecting interested parties. The Aviation Administrations (NAAs), advisory board may also formulate During the transition phase, until which requires a sharing of respon- positions, requests or proposals on the agency has built up sufficient sibilities between the agency and its own initiative. in-house resources and expertise to these administrations. A summary carry out these tasks entirely on its of what the agency will or will not While recourse to the EU Court of own, EASA will rely on the NAAs do and the sharing of responsibili- Justice always remains possible in which will provide assistance to ties is provided on pages 12 and 13. case of disagreement with an ensure the continuity of certifica- EASA decision, a board of appeal tion tasks during the establishment is established as a built-in appeal phase of EASA. EASA and the The structure process, which provides for a faster NAAs are accordingly negotiating and organization resolution of disputes by indepen- contractual outsourcing arrange- dent experts. ments for this purpose. of EASA EASA is controlled by a manage- The EASA executive director was EASA has joined the JAA organiza- ment board, which comprises repre- recruited in September 2003 by the tion as a member and will represent EASA organization chart sentatives from each of the 25 EU management board, which also EU member states in the JAA sys- member states, from the European endorsed the nominations of the tem, which is still developing oper- Commission and from observers four directors heading the agency's ations and crew licensing rules (non EU member states having main functions (certification, rule- (pending taking over of these negotiated agreements with the EU). making, quality & standardization aspects by EASA). JAA member See EASA membership figure. and administrative) on his proposal. states will accept EASA certifica- EASA is currently pursuing a tions and adopt the same require- In accordance with the Basic recruitment and staffing campaign ments, to avoid any duplication or EASA membership Regulation, a consultative body for its four directorates, and it is divergence. A contract between the expected that, after having reached two organizations also allows a level of around 100 staff at the end EASA to rely on the expertise and of 2004, the agency will expand its experience of the JAA central office resources to around 200 staff by the for a number of regulatory tasks. end of 2005. The agency's final level of staffing should be reached at the end of 2006 (assumed to be The funding approximately 300 persons). of EASA The EASA headquarters moved to The Basic Regulation stipulates Köln in Germany in November that EASA’s budget will be funded 2004 and the agency's organization by resources provided by a contri- and structure are summarized in bution from the EU and by charges the figure on the right. levied from applicants to cover the costs related to its certification and oversight tasks. Transition and relations between The EASA fees and charges sys- charging systems in each of the tem is the subject of a specific reg- member states (from free of charge former JAA/NAAs ulation, which has been adopted by to full cost recovery from appli- system and EASA the European Commission. In cants). An agreement has therefore doing so, the Commission has been been reached with the advisory EASA has taken over member faced with the difficulty of evaluat- board that the EASA fee structure States responsibility for issuing ing the future workload involved and levels will be reconsidered certificates for aeronautical for a number of tasks, and with the annually during the first 4 years. products and organizations. This impossibility of making credible This will be done against the means that since 28 September comparisons with the previous results of a detailed analytical FAST 37 FAST 37 2003, any product design, any situation characterized by com- accounting system, to examine modification or repair to a product, pletely different cost recovery and the balance between tasks and 14 15
EASA - A NEW REGULATORY AUTHORITY FOR EUROPEAN AVIATION EASA - A NEW REGULATORY AUTHORITY FOR EUROPEAN AVIATION revenues, confirm or correct Regulations No. 1702/2003 and IR 21 architecture IR 145 architecture assumptions made, and adjust the 2042/2003 (See figure below). level of charges for the following Commission Regulation No. year. 1702/2003 provides, as an annex, the Part 21 implementing rule, The EASA fees and charges regu- dealing with the certification pro- lation entered into force on 1 June cedures for products, parts and 2005 and transitional arrangements appliances (type certificates cover- should be such that any double ing airworthiness, noise and emis- charging of applicants is avoided sion requirements, approval of as EASA moves to the new parts and appliances, individual charging system. certificate of airworthiness, per- mits to fly, restricted certificates) as well as related organization The new European approvals (design and production). regulatory context Similarly, Commission Regulation To allow EASA to take over No. 2042/2003 provides, in several responsibility from 28 Sept 2003 annexes, the implementing rules of These new regulatory parts are ‘acceptable means of compliance’ for product airworthiness and Part M (continued airworthiness of essentially based on former equiv- (‘Book 2’, equivalent to former JAR environmental aspects, which individual aircraft), Part 145 (orga- alent JAA JARs and associated sections 2 and 3). See figures above includes both certification and nizations involved in large and/or acceptable means of compliance and right. maintenance (continuing airwor- commercially operated aircraft), and guidance material, with the thiness) aspects, the prior adop- Part 66 (aircraft maintenance exception of Part M (which has no An important difference from the tion of relevant implementing licence for staff allowed to issue former equivalent JAR, as these former JAA system is that member rules by the Commission was certificates of release to service), aspects were addressed by indi- states may no more deviate from necessary: this was achieved with and Part 147 (maintenance training vidual member states and not by common rules, impose additional Rulemaking in EASA context JAA). While the same paragraph requirements, nor conclude arran- the adoption of Commission organizations). numbering system is retained, gements with third countries. slightly different numbering is Certification specifications visible in the new parts, which contain not only the applicable EASA working Basic Regulation Annex I : Essential Requirements for Airworthiness Agency Regulation (EC) 1592/2002 of 15 July 2002 Annex II : Excluded Aircraft Opinion technical requirements (Section procedures A) but also the procedures to be applied by NAAs (Section B) in The EASA Management Board has Regulation (EC) 1702/2003 on Airworthiness Regulation (EC) 2042/2003 Agency cases where they are in charge of adopted general principles that will and Environmental Certification on Continuing Airworthiness Opinion implementing the relevant rules in govern the agency activities con- their territory (examples of Parts cerning rulemaking and certifica- Annex (Part 21) Section A: application requirements Annex I (Part-M): Section A: application requirements 21 and 145 numbering compared tion of products and organizations. Section B: administrative procedures Continuing Airworthiness Section B: administrative procedures Requirements to former JAR rules are shown Detailed procedures, in line with Appendices: EASA forms Appendices: EASA forms above. these principles, have been, or will soon be, developed by the agency Annex II (Part-145): Each of the above-mentioned EC itself for both rulemaking and cer- Parliament and Council Maintenance Organization Approvals regulations also contains, for each tification activities. European Commission of the relevant parts, the modalities Annex III (Part-66): Certifying Staff by which former certificates and For rulemaking activities, EASA is EASA approvals, issued by NAAs in assisted by the Safety Standards Annex IV (Part-147): accordance with former JAA or Consultative Committee (SSCC, Training Organization Requirements national requirements and proce- representatives of interested par- dures, are automatically ‘grandfa- ties) and the Advisory Group of Guidance Material Certification AMC & Guidance Material Agency thered’ and transferred into EASA National Authorities (AGNA, the Specifications Part 21 Part M, 145,66,147 CS, AMC & GM certificates and approvals. representatives of NAAs) for the AMC 20 CS AWO CS 22 AMC 21 CS ETSO CS 23 determination of rulemaking pri- CS 25 CS Definitions CS 27 For product certification require- orities and work programmes, and CS 34 CS 29 CS 36 CS VLA ments EASA has adopted the more generally the implementa- CS E CS VLR ‘Certifications Specifications’ (CS) tion of rulemaking activities. CS P CS APU composed of the applicable ‘airwor- ‘Drafting groups’ may be called FAST 37 FAST 37 thiness code’ (‘Book 1’, equivalent to prepare proposed texts, and in to former JAR section 1) and any case, a public consultation 16 17
EASA - A NEW REGULATORY AUTHORITY FOR EUROPEAN AVIATION ENGINE NOISE REDUCTION PROGRAMME - MAKING AIRCRAFT ENGINES BETTER NEIGHBOURS process is to be followed (NPA: Notice of Proposed Amendment). International Similarly, detailed certification relations, bilateral procedures for both products and organizations have been prepared agreements and published by the agency. Interested parties have requested that every step of EASA establish- ment be carefully made so as not to Finalization disturb the validation of European of transition certifications and approvals by for- eign, non-European, authorities and achievement and the international exchange of of remaining aeronautical products and services. In particular, industry has insisted EASA objectives on the necessity for the European Community to conclude appropri- Naturally, industry is carefully ate bilateral agreements with for- watching the establishment phase eign countries, in particular with of EASA and the transition from the USA. Negotiations are pro- the former JAA/NAAs system, gressing between the European Engine noise with particular attention paid to Commission, EASA and a number the necessity of maintaining the of foreign authorities, and working availability of the necessary arrangements are already agreed authority expertise during and with a number of them. after this build-up phase. This requires careful management of a pool of sharable expertise, with appropriate sharing of this resource with national authorities, No significant difficulties have been noted so far in the interna- tional exchange of products and services, probably owing to the reduction programme during the whole transition phase, until the agency is in a position to fact that it has generally been agreed that existing bilateral agree- Making aircraft engines fulfil its responsibility and con- duct all tasks with its own resources. ments will remain valid as long as necessary until replaced by new agreements with the EU/EASA. better neighbours CONTACT DETAILS Not long after the creation of the first regular timeframes where aircraft could not land or air service between London and Paris, the res- take-off. These types of restrictions are still in Claude Schmitt Senior Director idents of both cities started complaining about place today, both in London and Paris, as well Strategies & Policies aircraft noise. The arrival of the jet age exacer- as most other airports around the world. The Engineering-Product Integrity bated the problem, Parisians and Londoners newer types of restrictions have become more Tel: +33 (0)5 62 11 82 57 living under the flight paths took their cases to complex, with different restrictions and land- Fax: +33 (0)5 61 93 42 71 higher governmental bodies. The result was ing fees enforced depending on the certified claude.schmitt@airbus.com Conclusion the introduction of operational restrictions and noise level of an aircraft. In line with the longstanding European accompanying the restructuring of the industry principle of maintaining one level European aerospace industry. of safety for air transport throughout Europe, the establishment of EASA is Airbus and the whole European industry considered by industry to be the logical are placing great hopes in EASA, which final step to pursue the achievement they consider potentially to become the reached by the former JAA system and best aviation safety system for Europe transform it into a more coherent and and a model for the world, as well as an Stephen Montgomery efficient system, applying the principles of efficient partner of their future Technical Manager Engineering Centre of Competence Powerplant European Community treaties and development. FAST 37 FAST 37 18 19
ENGINE NOISE REDUCTION PROGRAMME - MAKING AIRCRAFT ENGINES BETTER NEIGHBOURS ENGINE NOISE REDUCTION PROGRAMME - MAKING AIRCRAFT ENGINES BETTER NEIGHBOURS Modern jets are much quieter than an A322 or A317 aircraft to be cer- fairings were also modified to temperature resistant material. The those first jet aircraft, thanks to tified after 2006, and not to current include acoustic treatment. The idea was to utilize the current noz- increasing technology in both aircraft. result was an increase in the zle lines as much as possible to engine design, with higher by-pass acoustic area of the thrust reverser ensure a new chevron nozzle could ratios and better internal aerody- During initial discussion by the by approximately 2 square meters be easily fitted onto existing namics, combined with improved ICAO council (where Airbus was (21.5 sq ft). engines, without modification of nacelle design, increased sound represented), it was clear to Airbus the actual engine hardware. absorption and flow mixers. and CFM that Stage 4 would quick- This increase would provide signif- ly become the reference standard icant noise reduction, but would Nevertheless, Airbus, in associa- by which all aircraft are measured. not be enough. Chevron nozzle tion with the major engine and Therefore, even before the noise nacelle manufacturers, constantly reduction target was known, Airbus Next, the specialists turned their design challenges strives to reduce aircraft noise to and CFM launched initial design thoughts to the exhaust nozzle. The Take-off and landing/certification conditions meet the requirements of both the studies targeted to be introduced on CFM engine nacelle has a separate Through model testing, it became public and the environmental the current A321 aircraft powered flow short duct nacelle, which apparent that the chevrons had a authorities. by CFM engines. This would allow means that the bypass air and the jet small but measurable effect on reduction of A320 Family noise (or core air) stay separated until engine performance. This perfor- levels to whatever the Stage 4 noise right at the exhaust of the engine mance impact would have to be requirements would be. where the two flows meet. These countered to ensure that the end ICAO annex 16 certification two regions of air are moving at result would be no difference in the Take-off and landing profiles Airbus and CFM, along with very different velocities, the core air operation of the aircraft, i.e. the nacelle manufacturer Goodrich being at much higher temperature operation of the engine and the Aerostructures Group (GAG), and velocity than the bypass air. The basic engine reaction to control started investigating ways to resulting difference in energy caus- commands would not be different reduce the noise signature of the es shock waves, and shear, which from the pre-chevron nozzle engine. The particular concern was result in noise. This is typically the standard. The answer was to intro- for the A321 aircraft at the highest highest noise source created by a duce a thrust compensator, which MTOW (Maximum Take Off modern high bypass jet engine. thanks to the CFM FADEC (Full Weight), as the other members of Authority Digital Engine Control) the A320 Family already had a very If the core airflow is distorted and simply required a software modifi- good margin over Stage 3. mixed into the bypass air there are cation and a way of identifying to less shock waves and hence the the aircraft when a chevron nozzle Nevertheless, it was clear that all sound generated is reduced. was fitted. This is currently done modifications would have to be However, distorting the flow of core through a FADEC software change interchangeable across the entire air can have a significant affect on and a programmable engine data Airbus A320 Family fleet to ensure engine behaviour, especially for plug, which has push-pull pins part interchangeability and mix- performance and fuel efficiency. allowing a discrete to be set on or ability was maintained. Any modification in this area would off for the thrust compensator. Noise is measured as the level of have to be rigorously tested for Additional verification from the Thrust reverser increased acoustic area acoustic pressure variations (SPL: effects on engine surge margin, MCDU (Multifunctional Control Sound Pressure Level) and its unit Exhaust Gas Temperature (EGT) and Display Unit) allows program- is the dB (decibel). In certification, Where to look? and Specific Fuel Consumption ming on the aircraft side to tell the to take into account the duration (SFC) amongst others. system a chevron nozzle is fitted, effect of an aircraft flyover and the Two major areas of improvements allowing a check between aircraft presence of audible pure tones or in acoustics were identified, these Any distortion in this area there- and engine to be made. This discrete frequencies in the noise were both associated with the fore needs to be performed in a ensures that the thrust compensator signal, aeronautics uses the EPNL exhaust or jet noise of the engine. subtle manner. Studies on core logic is only applied when a (Effective Perceived Noise Level), chevron nozzles had shown good chevron nozzle is fitted. expressed in EPNdB. The thrust reverser structure was results from analysis, however acoustically treated along approxi- model testing would be required to The result is full interchangeability Increasing pressure from the public mately half of its internal surface. ensure the analytical results could and mix-ability of the chevron noz- and governing bodies resulted in It was clear that increasing this be proven in the real world. The zle on A320 Family aircraft. the ICAO (International Civil acoustic area would increase the model tests could demonstrate the Aviation Organization) declaring a acoustic sound absorption and effects the chevrons would have on Another of the design challenges new noise regulation – Stage 4. hence decrease the overall measur- performance, but were subject to was durability. The introduction of able exhaust noise. The inner fixed the usual scatter associated to the chevrons meant that there were Stage 4 requirements only apply to structure was redesigned with model testing. The existing nozzle now ‘petals’ of material in the hot FAST 37 FAST 37 new or derivative aircraft, for increased acoustic area. In addi- on the CFM56 engine is a two- air stream, which are subjected to example, if Airbus were to develop tion, the support struts and several piece construction made from high high thermal stresses as well as high 20 21
ENGINE NOISE REDUCTION PROGRAMME - MAKING AIRCRAFT ENGINES BETTER NEIGHBOURS A380 - AIRPORT READY aerodynamic loads. The structure For a new certification of aircraft would have to be designed to ensure noise, there are certain weather full life. Extensive testing both on characteristics, which must be an engine in a test cell, as well as adhered to. There is a narrow band fully instrumented flight testing, of climatic conditions, which allowed GAG to correlate a detailed means flight testing can only be finite element model of the chevron performed at certain times of the nozzle. This model was then used year, to be certain of catching these Chevron nozzle thermal & stress analysis to demonstrate full life capability at weather conditions. all the extremes of the operating envelope of the aircraft. A production A321 was used for acoustic certification flights at an airport specially selected for its The test ideal weather conditions, which increased the chances of having During their development, the ‘good’ weather. actual noise reductions resulting from the improvements could only The flight test provided good be estimated. The flight effects, results with the high weight A321 particularly for the chevron noz- having an 11.2 EPNdB noise A380 zle, could not be fully represented reduction compared to Stage 3, by model analysis. Therefore, the which is 1.2EPNdB below the true result would come only from Stage 4 requirements. flying the aircraft in the correct configuration in front of the airworthiness authorities. Airport ready With the entry into service of the A380 less after the A340-600 visited to do the same than a year away, preparations by the lead air- before its entry into service. It was no coinci- lines and airports to receive the aircraft are in dence however that the A380 arrived, was han- CONTACT DETAILS full swing. The coming months will see the dled and departed using almost the same infra- culmination of many years of collaboration structure, procedures and equipment that the Stephen Montgomery between Airbus and the airport community, A340 did four years earlier. Technical Manager all focused on ensuring a smooth entry into Engineering service. Many aspects of the A380 design have been Centre of Competence Powerplant driven by airport compatibility considerations, Tel: +33 (0)5 62 00 03 00 To ensure that Airbus customers receive a reli- thus minimizing the amount of adaptation, and Fax: +33 (0)5 61 93 49 08 able, mature aircraft with the capability to fit hence investment, required by airports to Conclusion stephen.montgomery@airbus.com seamlessly into their existing ground opera- tions environment, early dialogue with all accommodate the aircraft. The main aim of this design optimization was to ensure that the stakeholders involved in airport operations A380 could be handled in the most part just The Airbus and CFM view at the time was aircraft with this modification package are was essential. This has been recognised on all like any other widebody aircraft. It was this correct; Stage 4 has now become the easily identified as having associated lower Airbus aircraft programmes, and for the A380, capability that was validated by the tests at reference standard to which all aircraft are noise characteristics and therefore being the extensive consultation is now paying divi- Frankfurt, which consisted of both an airside measured. With the application of the more environmentally friendly. dends. On 29 October, at 08:56, A380 and landside element. The following describes, noise reduction programme the A321 can MSN004 touched down at Frankfurt Airport to with figures from the tests, the process of han- join its A320 Family stable-mates in being The acoustic benefits for the other A320 perform the first of a series of airport check dling the A380 and its similarities with other the quietest aircraft in service today. Family members will be less than for the exercises, coincidentally 4 years to the day widebody aircraft. A321, but would be able to be certified The noise reduction package is currently upon airline request - for airlines offered as the basic standard on all CFM interested in achieving even more margin powered Airbus A321 aircraft. It is also to Stage 4. This may be particularly optional on all the other A320 Family interesting in the future if individual aircraft. airports in highly populated city areas introduce penalties and landing Thomas Burger Thilo Stilp Due to the easily distinguished profile of surcharges based on noise levels even Product Marketing Manager Group Manager the chevron nozzle, those airlines operating more stringent than Stage 4. A380 Product Marketing Ground Operations & Environment A380 Programme FAST 37 FAST 37 22 23
A380 - AIRPORT READY A380 - AIRPORT READY Airside current and future international guidelines. In comparative terms it dling tests could begin. Several ramp scenarios were simulated, A380 side profile comparison compatibility will generate half the noise energy based around the standard layout of today’s largest aircraft and at the with upper deck catering, shown The airside element saw the air- same time carry 35% more passen- on the right. Other equipment, not craft arrive at a landing weight of gers per movement. normally part of the normal turn 382 tonnes, just 4 tonnes below the round process was also tested as maximum. It then taxied direct to well as multiple pieces from dif- stand E9 at terminal 2 where Landside ferent manufacturers. In total ground tests were carried out until compatibility around 40 different pieces of GSE 19:00, these are described in the (Ground Support Equipment) following sections. The next day STANDS were used, this compares to Baseline layout with upper deck catering the aircraft departed at 09:34 at a around 21 for a standard A380 take-off weight of 400 tonnes. The landside element started as turn round, a similar number to the aircraft approached stand E9, existing large aircraft. With a lower approach speed, bet- shown on the left, one of eventual- ter take-off, landing and climb per- ly 18 A380 capable stands at the The first process to take place was formance than today’s largest air- airport. With a mezzanine cockpit the positioning of the passenger craft, the A380 completed the air- between its main and upper decks boarding bridges. Stand E9 is side elements of the check success- the A380 reference pilot eye equipped with two boarding fully, and performed in much the height is 7.2m (23.6ft), between bridges, with the second able to same way as any other widebody that of the 747-400 at 8.7m reach the 8m (26.2ft) doorsill aircraft operating into Frankfurt (28.5ft) and other widebodies at height of the upper deck. that day. Similarly, due to better about 6m (19.7ft). This allows Although not an operational ground manoeuvrability and pave- good forward visibility as well as necessity, many airports are plan- ment loading than aircraft such as compatibility with existing stand ning some form of upper deck the A340-600 and B777-300ER, guidance systems, as was the case access to enhance product differ- A380 docked at Frankfurt, stand E9, Terminal 2 no problems were encountered dur- at Frankfurt. entiation and passenger service ing the taxi to the stand. levels. Docking took place at main At a width of 80m (262.5ft), stand deck door M1L (main deck for- E9 is an ICAO (International Civil ward left door) followed by upper Aviation Organization) Code F deck door U1L (upper deck for- stand, capable of accommodating ward left door), shown on the any aircraft up to a maximum right. The main deck bridge was wingspan of 80m. Many of the then moved to main deck door more than 60 airports that will see M2L. The docking process went Bridges docked at doors M1L and U1L A380 operations by 2010 are tak- smoothly with the desired clear- ing advantage of the fact that ances achieved, although the Code F stands can have a MARS upper deck bridge canopy was not (Multi Aircraft Ramp uSage) fully flush with the fuselage of the capability. This capability allows aircraft, a small case which a two single-aisle aircraft to be minor adjustment of the canopy parked in the same space as an rigging will solve. A380. As terminal stands are used by many different sizes of aircraft Since MSN004 does not have a during any given period, MARS passenger cabin (it is equipped stands allow airports to optimize with a full flight test installation), gate usage and terminal efficien- boarding was restricted to the cy. The A380 can also be accom- flight test crew. Full scale, timed, modated at 65m (213.3ft) wide turn round tests including passen- Code E stands if the size of air- ger boarding and cargo handling Many of those watching the air- craft on adjacent stands is limited will be conducted during the route craft arrive and depart noted how to that of smaller widebodies. proving flights due to take place in quiet it was. The A380 is the first mid 2006. These tests will validate aircraft to be designed, and guaran- RAMP OVERVIEW that, due its superior cabin archi- teed, to meet very stringent local AND BRIDGE DOCKING tecture, the A380 will offer similar noise limits (London QC2 depar- boarding and turn round times to FAST 37 FAST 37 ture, QC1 arrival) and consequent- When the aircraft came to a stop existing aircraft using two main ly also has significant margins to and was chocked, the ground han- deck bridges. 24 25
A380 - AIRPORT READY A380 - AIRPORT READY GROUND AND CABIN SERVICING – more wheels to spread its weight) it right) where cross-aisle galleys are ONLY TWO NEW GSE PIECES does necessitate heavier and more generally located, to allow trans- REQUIRED FOR A380 SERVICING powerful tow tractors. This is espe- port of catering trolleys from the cially the case if push back at MRW aircraft main deck to the upper Following the successful docking and under low traction conditions is deck. Servicing of the aircraft via Most A380 servicing uses of the bridges, the positioning and to be achieved. the main deck only is therefore standard existing equipment connection of the ground servicing possible. So why direct upper deck equipment could commence. With Both conventional (towbar) and catering? The answer is time. With main and lower deck doors as well towbarless A380 capable trac- almost all airlines having their as ground service connection tors are available from several largest galley blocks at the M2 and points at the same height as those manufacturers. The require- U1 door cross-aisle galley posi- of existing large aircraft, the A380 ments for these vehicles have tions, the ability to access both is serviced using mostly existing been defined in Airbus orga- directly, therefore avoiding the use ground servicing equipment and nized working groups in which of the trolley lift, can save up to 36 processes. Of the 21 pieces of airlines, GSE manufacturers and minutes. As catering is in the criti- equipment that are required to ser- ground handlers were involved. cal turn around path, the overall vice the aircraft, 19 are standard Today eight manufacturers are turn around time is also reduced by The fact that nine vehicle manufac- One of three upper deck catering widebody units, which can be offering A380 capable tractors 36 minutes (assuming a standard turers have announced the avail- vehicles tested at Frankfurt found on any airport ramp today. with several already in service. 555 seat cabin layout - this time ability of prototype vehicles before As with any other aircraft, it is could vary depending on the airline entry into service (three of which recommended to check the equip- Conventional A380 capable units layouts and galley locations). With were tested at Frankfurt) is again ment manufacturers specification weigh around 70 tonnes and have two standard passenger boarding testament to the cooperation against the aircraft requirements engines with around 300hp, which bridges to the main deck of the air- between Airbus, the airlines, cater- to ensure compatibility of a certain allow them to handle the A380 at craft, the use of upper deck cater- ers, and vehicle manufacturers. piece of GSE. A380 requirements MRW and under poor surface fric- ing at door U1R allows the A380 to The upper deck catering working can be found in the Aircraft tion conditions. At weights below achieve a turn around time of 90 group, organized by Airbus, was Characteristics for Airplane Plan- MRW and/or with good surface minutes, comparable to today’s successfully concluded in the sum- CONTACT DETAILS ning (AC) document, available on friction, it is also possible to use largest aircraft, though with 35% mer of 2005 after eight meetings. Thomas Burger the Airbus website (link at the end existing widebody tractor units. As more passengers boarded. During these meetings different Product Marketing Manager of this article). for all other aircraft, the A380 concepts were analysed and basic Airbus Marketing Division requires its own dedicated towbar. Other doors on the aircraft upper functional requirements were Tel: +33 (0)5 62 11 84 73 The two A380 specific units are an deck could also be considered for defined. IATA has also developed a Fax: +33 (0)5 61 93 31 01 thomas.burger@airbus.com upper deck catering vehicle, which Existing towbarless tractors can- direct servicing but the galley loca- dedicatedAirport Handling Manual allows direct access to the large not handle the A380 due to its tions and sizes of most A380 cus- standard (926) in its 2005 issue. A Thilo Stilp upper deck galley in order to larger nose wheel size; therefore tomer airlines are such that servicing new ISO standard on upper deck Group Manager enhance catering times, and due to new models have been designed them would not provide as big a ben- catering vehicles is also under Ground Operations & Environment the aircrafts higher ramp weight, a and are today available from five efit as it does for the U1 position. development. A380 Programme Tel: +33 (0)5 62 11 06 33 more powerful tow tractor. These manufacturers. These new designs Fax: +33 (0)5 61 93 35 86 Getting ready for push back units are compatible with existing were again defined during the thilo.stilp@airbus.com widebody aircraft, this being a working group meetings. Due to clear requirement from the airlines the direct interface between these and handlers that helped define them in regular Airbus organized working group meetings. They are tractors and the aircraft nose land- ing gear these units need to be qualified prior to being used on Conclusion available from several manufactur- the A380 on a regular basis. The The Frankfurt airport check exercise through a more general ground handling ers, some of who provided vehicles towbarless tractor qualification represented the culmination of many years working group. This will ensure that all for the Frankfurt tests. procedure is a standard practice of cooperation between Airbus and the relevant information is passed to those today for all Airbus and other man- airport community on the design of the who will shortly be regularly servicing the A380 CAPABLE TOW TRACTORS ufacturers aircraft and ensures that A380. It also signalled the readiness of aircraft. The route proving campaign will the pushback and towing manoeu- airports to accept the aircraft using mainly then be the final validation of the airport Carrying 555 passengers up to vres will not adversely affect the existing infrastructure and equipment, optimized design of the A380, providing thus validating a design goal set from the Airbus, customer airlines, airports and 8,000nm means that the A380 has a nose landing gear life cycle. start of the programme. In the coming ground handlers with the knowledge higher MTOW and consequently months Airbus contact with the ground and experience to ensure a smooth entry MRW (Maximum Take-Off Weight UPPER DECK CATERING handling community will continue in into service. and Maximum Ramp Weight) than conjunction with customer airlines today’s largest aircraft. Although As a standard, the A380 is this extra weight does not result in equipped with trolley lifts at the Link to A380 Airplane Characteristics for Airtport Planning: FAST 37 FAST 37 higher pavement loading than exist- M2 and M5 doors (second and http://www.airbus.com/store/mm_repository/pdf/att00004248/media_object_file_AC_A380.pdf ing widebody aircraft (the A380 has fifth main deck doors left and 26 27
AIRBUS TRAINING AIRPORT - A VIRTUAL AIRPORT FOR PILOT TRAINING AIRBUS TRAINING AIRPORT - A VIRTUAL AIRPORT FOR PILOT TRAINING The ability to offer a wider range of necessitated diverting the course experience, such as ‘black hole’ of the river Loire! approaches, or airports in line with a pilot’s future operating environ- Fortunately, as this is a virtual ment in different parts of the world airport and consequently a virtual is the ideal for pilot familiarization, river diversion the real residents but is not feasible in this situation. of the new river course did not Considering these issues, and with a get wet! vision of what an ideal system should be like, Airbus training has For performance limitations: developed and introduced an innov- GPWS (Ground Proximity Warning ative tool for pilot training. This is System) training and ILS (Instrument the Airbus Training Airport - a vir- Landing System) approaches with tual airport - that is used in the a 4° glide slope a hill was introduced M/FTD (Maintenance/Flight Train- in line with the new runway. Urban ing Device) and in the Full Flight areas were also included for noise Simulator for the new Airbus Pilot abatement restrictions. Transition (APT) courses. Its objec- tive is to provide functionalities to The design of taxiways and ground enable pilot training on most types markings was done with experts of approaches, runways, signboards from the French Civil Aviation Airbus and ground markings etc that they will encounter worldwide. This article describes the six steps Authorities in compliance with ICAO (International Civil Aviation Organization) annex 14 as well as French regulations. Particular Training Airport it took to achieve the Airbus attention was paid to ground mark- Training Airport: airport site, plat- ings due to the taxi training recom- form, terminal buildings and mended by the FAA (Federal facilities, charts, FMGS (Flight Aviation Administration) in Advi- Management Guidance System) sory Circular 120-74. A virtual airport for pilot training database and visual scene. The platform has three runways of different lengths and widths Airport site and an additional one under construction. All have several To complete a pilot type-rating course and issue an Flying to several airports gives some experience of The airport position is: 46 24. approach lighting systems (PAPI, adequate certificate Airbus training centre different runways, lighting systems, taxiways and 4N/004 01.3E. The reason for this APAPI, PAPI L, PAPI R, VASI*). includes in its curriculum a number of instrument parking, but the possibility to experience a wider choice is the presence of a flying A LDIN (Lead-in Light System) and visual approaches, as required by airworthi- range of these is limited by the facilities of the air- school that has available runway approach is also available with a ness authorities. To perform these it has become ports themselves. Furthermore, flying to these air- and radio aids. In addition, it is final turn over water as a lake was necessary to fly to several different airports ports requires the maintenance of a substantial close to the centre of France, thus it added to enable this. because Toulouse Blagnac airport does not have amount of airport charts, performance tables and is possible to fly a one-hour leg to the capacity to handle all the approaches. visual scenes, which is time consuming, quite the major airports of the neigh- The airport will be available in expensive and inconvenient for all involved. bourhood. 2007 in Jeppesen ANS (Airport Navigation System). In addition, Platform the software makes it possible to reproduce airport traffic moving The airport platform was designed on the ground so training exercises, to provide the functionalities to in particular with low visibility, are train pilots on most of the types of achievable. One of the most diffi- runways, signboards, ground cult parts of a flight in some con- * ABBREVIATIONS markings and so on. To achieve gested airports is the taxi from the PAPI: Precision Approach Path Indicator this, it was designed according to gate to the holding point and from L: left - R: right the airport on the selected site. the runway to the gate. This is sig- APAPI: Abbreviated Precision Approach Path Indicator Captain Kheireddine Belguedj Bernard Benetti Flight instructor pilot CAA/TRI.TRE Aircraft Simulation Expert However, this did not offer all the nificantly eased when the airport is VASI: Visual Approach Slope Indicator Training policy Training Devices Simulation & Maintenance possibilities needed, so it was nec- equipped with the SMGCS Training and Flight Operations Support & Services Training and Flight Operations Support & Services essary to add a new runway at 90° (Surface Movement Guidance FAST 37 FAST 37 Airbus Customer Services Airbus Customer Services to the existing one to allow partic- Control System) and the airport ular circling approaches, which also has this possibility. 28 29
AIRBUS TRAINING AIRPORT - A VIRTUAL AIRPORT FOR PILOT TRAINING AIRBUS TRAINING AIRPORT - A VIRTUAL AIRPORT FOR PILOT TRAINING Terminal buildings Non-precision approaches like VOR DME, ADF, localiser back Visual scene This was achieved by day, as well as by night, in all kinds of weather conditions and facilities course and even VDF such as nice weather, fog and snow. (Voice Directional Finder) are also For training tools like flight training When the runway is wet or contaminated The airport has a main central possible. devices or full flight simulators the visual with ice, snow, or slush, the visual terminal building and two side scene is of paramount importance, as its system reflects the runway surface and satellites. Each is devoted to an The basic issue of the charts is in level of reliability and visual quality has degraded braking action is reproduced. aircraft size: the north satellite for AIP (Aeronautical Information a direct impact on the level of training. the A380, the central terminal for Publications) format converted to Pilots in some regions of the world may the A330/A340 and A300 families Jeppesen format and it will be The design of the airport visual scene have to land at night with only the and the south satellite for the A320 available in LIDO Flight Nav format started with a two-dimensional model runway lights as a reference, which is a Family. Three different aircraft as well. These formats are alterna- drawing followed by building from this so-called ‘black hole approach’. Such guidance systems are implemented tive versions of the charts available a three-dimensional model using appro- an approach can be simulated with the at the gates. The airport has two for airports (see examples and list priate software. The model data was airport by switching off all the lighting control towers, a freight terminal, on the left). then translated by another software into of the environment of the visual scene a maintenance hangar and several data to be processed by the simulator except the lights of the landing runway. parking positions on the tarmac. image generator. The airport is available A fire station is included, as well as FMGS database for a number of visual systems of CONTACT DETAILS some administration buildings. The different manufacturers. Captain Kheireddine Belguedj service roads and antennas of radio The STARs (Standard Terminal Flight instructor pilot CAA/TRI.TRE - Training policy - Training and aids are also shown on the visual Arrival Routes), SIDs (Standard Particular attention was paid to details Flight Operations Support & Services - Airbus Customer Services scene. Instrument Departures), and to obtain high definition of the close Tel: +33 (0)5 61 93 20 71 - Fax: +33 (0)5 62 11 07 40 instrument approaches listed in the environment of the airport. kheireddine.belguedj@airbus.com pilot documentation are included Bernard Benetti Airport charts in the FMGS (Flight Management Aircraft Simulation Expert - Training Devices Simulation & and Guidance System) database Maintenance - Training and Flight Operations Support & Services Airbus Customer Services List of Jeppesen charts List of Jeppesen charts The airport charts were designed and coded according to ARINC Tel: +33 (0)5 61 93 21 73 - Fax: +33 (0)5 61 93 20 73 by ENAC (Ecole Nationale de (Aeronautical Radio, Inc) 424 bernard.benetti@airbus.com STAR ATN 1C, BUZIL 1C, DJL 1C FOR RWYS 33L/R STAR DJL 1A FOR RWYS 06, 07, 15L/R, 24 l’Aviation Civile), which is the norms. Due to the implementation For ENAC contact Hervé Pradines STAR DJL 1B FOR RWYS 15L/R, 24 STAR CFA 1D, EB 1D FOR RWYS 06, 07, 33L/R French aviation academy. With the airport it is possible to practise ILS approaches, CAT I, CAT II and of artificial terrain and the modifi- cation of the environment the EGPWS (Enhanced Ground Conclusion PANS-OPS designer and instructor herve.pradines@enac.fr SID ATN 1E, ATN 1N, BUZIL 1E, BUZIL 1N, CAT III with a 3° glide slope and Proximity Warning System) data- BUZIL 1S FOR RWYS 06, 07, 33L/R, 15L/R, 24 Airbus experience in the use of the Airbus charts and performance tables), offering also a 4° glide slope on different base is modified to match the Training Airport has demonstrated many benefits from a basic school to a SIDMOU 1N, MOU 1W, ONZON 1S FOR RWYS 33L/R, orientations of the same runway. surrounding terrain profile. 24, 15L/R benefits, some examples: professional training centre. AIRPORT PLAN • Training in extreme conditions (short and • Airbus Training Airport has been used AIRPORT LIGHT DESCRIPTION narrow runway covered with ice, blowing since October 2004 in all Airbus training AIRPORT PARKING PLAN snow, crosswind and degraded braking centres and since November 2005 in the action). It is not necessary to have a centres of Airbus partners. APPROACH ILS RWY 06 Gander or Goose Bay visual scene to APPROACH ILS RWY 07 practise a localiser back course approach. • The airport will evolve at the same rate Pilots who need to fly for the first time to as development of Airbus technology and APPROACH LOC (BCK CRS) RWY 15L New York (Kennedy airport) or Tokyo airport regulation amendments. APPROACH ILS RWY 33L (Haneda airport) can practice an LDIN approach on the Airbus airport before their Considering the trend of basic training for APPROACH ILS RWY 33R first trip and therefore be familiar and airline pilots towards increasing simulator APPROACH CAT II ILS RWY 33R comfortable with it before doing it in time and reducing real aircraft handling, APPROACH RNAV GNSS RWY 24 reality. an increasing part (most) of courses will be performed on training devices and full APPROACH VOR DME RWY 15R • The airport can be customised to flight simulators. Therefore, the Airbus APPROACH VOR DME RWY 24 reproduce an operator’s home airport and Training Airport with its wide range of implemented in any place in the world, so possibilities will be of great value to APPROACH VOR DME RWY 33L can comply with an operator’s local ensure good quality pilot training and APPROACH VOR DME RWY 33R training needs. generate increasing benefits for those using it. APPROACH NDB RWY 33R • It is flexible, adaptable and enables cost savings (no update required for airport FAST 37 FAST 37 CIRCLING APPROACH FOR RWY 15L/R 30 31
COUNTERING JET FUEL PRICE INCREASES - GUIDANCE ON FUEL SAVING TITLE - SUB-TITLE COUNTERING JET FUEL PRICE INCREASES - GUIDANCE ON FUEL SAVING nformation None of the information contained in the ‘getting to grips’ publications is intended to replace procedures or recommendations contained in the Flight Crew Operating Manual (FCOM), but rather to highlight the areas where maintenance, operations and flight crews can contribute significantly to fuel savings. getting to grips getting to grips with fuel economy with the cost index ISSUE 3 - JULY 2004 ISSUE 2 - MAY 1998 Countering This examines the influence of flight operations on fuel conserva- tion and provides recommenda- tions to enhance fuel economy. It In addition to navigation functions, the Flight Management Computer (FMC) carries out real-time perfor- mance optimization aimed at pro- jet fuel price covers maximization of range for a viding best economics, not simply given payload, the decrease of fuel in terms of fuel consumption, uplift from high fuel cost airports but rather in terms of direct operat- and introduces the concept of cost ing costs. This is achieved using index (see ‘Getting to Grips with the cost index concept that helps increases the cost index’ on the right). Also, it systematically reviews fuel conservation relative to ground and fuel and time-related costs to be balanced. Airbus has recently launched a new Guidance on fuel saving flight performance, including cen- tre of gravity position, excess software tool called AirS@vings. It is designed to provide a dynamic weight, flight planning, auxiliary determination of the cost index power unit operations, taxiing, under a wide variety of operational In the last two years the average cost of jet fuel The mechanisms for maximising fuel economy climb, step climb, cruise, descent, criteria so that it can be accurately has doubled as shown in the report on the right, are well understood as being aerodynamically holding and approach. tailored to the specifics of an air- ATA monthly jet fuel report while competition in the airline industry is clean aircraft, well maintained engines and good line’s operation on a particular route. intense. Consequently, more and more airlines are flight planning and procedures. looking to optimize their fuel consumption as a means of minimizing overall costs. This article highlights existing Airbus ‘Getting to grips with’ publications where information on optimizing fuel consumption can be found and identifies some additional areas for consideration. Simon Weselby Frédéric Desgeorge A320 Family Programme Manager A330/A340 Programme Manager Airbus Customer Services Airbus Customer Services FAST 37 FAST 37 32 33
COUNTERING JET FUEL PRICE INCREASES - GUIDANCE ON FUEL SAVING COUNTERING JET FUEL PRICE INCREASES - GUIDANCE ON FUEL SAVING Other areas for • Developing an engine water wash schedule consideration Over time, dirt accumulation on the compressor airfoils reduces In addition to the ‘getting to grips engine compressor efficiency. with’ publications an airline has Engine core water washes are many other routes available for recommended to remove this. minimizing fuel expenditure, Contamination levels depend on including: the aircraft’s operation and • Minimizing dispatches under environment, so wash frequency MEL (Minimum Equipment must be optimized by each List) conditions that include operator. Periodic engine water requirements for additional fuel washes also have a positive reserves, or where fuel burn is effect on the exhaust gas increased. temperature margin and Example: dispatch with wing consequently on engine life getting hands-on getting to grips getting to grips anti-ice valve failed in open • Trading passenger comfort or experience with aircraft with aircraft position may increase fuel service against weight (carrying consumption by up to 6% newspapers, magazines, with aerodynamic performance performance depending on aircraft. blankets, reducing potable water deterioration ISSUE 1 - JANUARY 2002 monitoring • Implementing an engine health carried, etc.). ISSUE 1 - JANUARY 2003 monitoring system ISSUE 2 - OCTOBER 2001 Example: engine component This examines the influence of This addresses three different This provides guidelines for air- defects may increase fuel aerodynamic deterioration on aspects of aircraft performance: craft performance monitoring consumption while remaining operational costs. During an air- • Physical aspect: Reminders on based on feedback obtained from operational and engine health craft’s life deterioration is likely to flight mechanics, aerodynamics, many operators and on Airbus’ monitoring can highlight such occur and drag can increase by up altimetry, influence of external knowledge of its aircraft. It has increases. to 2% within five years. This in parameters on aircraft five-objectives: • Working closely with the turn can result in a significant fuel performance, flight optimization • Introduce performance engine shop to establish an CONTACT DETAILS consumption increase. However, concepts, etc. monitoring, presenting the optimized refurbishment this cost has to be traded against • Regulatory aspect: Description different analysis methods and workscope that provides the best Simon Weselby the cost of maintenance to estab- of the main JAR and FAR tools. compromise between cost, A320 Family Programme certification and operating rules, • How to deal with the amount of reliability and performance Manager lish when it is cost-effective to restoration Tel: +33 (0)5 62 11 75 16 carry out corrective measures. leading to the establishment of data required, the most common Fax: +33 (0)5 61 30 00 79 limitations. ways to get data routinely simon.weselby@airbus.com Cost-benefit analyses are a practi- • Operational aspect: Description recorded are described via a cal way to approach this and of operational methods, aircraft quick overview of the available Frédéric Desgeorge computer logics, operational aircraft systems. A330/A340 Programme Airbus has carried out numerous Manager performance audits in cooperation procedures, pilot’s actions, etc. • Guidelines on the way to Airbus Customer Services with airlines. Consequently this process the data using one of the Tel : +33 (0) 5 61 93 42 01 can help operators determine cor- Airbus aircraft performance- Fax : +33 (0) 5 61 30 00 79 rective actions that are financially monitoring tools, namely the frederic.desgeorge@airbus.com beneficial despite the short-term APM programme. maintenance costs. • Assessing data coming from regular cruise performance Conclusion analysis. • Airbus recommendations on Airbus has previously published be best served by adopting a holistic or how to use the results of a wide range of information and airline-wide approach and not making fuel analysis in daily aircraft recommendations for the optimization economy the responsibility of any single operations. of both aircraft performance and fuel entity in the organization. economy. These publications remain as valid today as when they were Airbus also recognizes the increasing published (with the exception of certain importance of fuel efficiency to its economic conditions). The breadth of customers so further support will become these recommendations illustrate that an available during the course of 2006. airline wishing to minimize its fuel bill will FAST 37 FAST 37 34 35
GIANTS OF THE SKIES, PAST AND PRESENT Giants of the skies, past and present A ‘giant of the skies’, a seven seater Fokker D378 of Aero Lloyd, lands at Hamburg Fuhlsbüttel airport in Germany in 1926 - the same year Germany’s main airport Frankfurt opened. Almost 80 years later, on 29 October 2005, another ‘giant of the skies’ landed at Frankfurt airport and is shown docked. This is the 555 seater Airbus A380 - how things have changed, not only for aircraft but airports too! FAST 37 36
CUSTOMER SUPPORT AROUND THE CLOCK... AROUND THE WORLD WORLDWIDE Jean-Daniel Leroy VP Customer Support Tel: +33 (0)5 61 93 35 04 Fax: +33 (0)5 61 93 41 01 USA/CANADA Philippe Bordes Senior Director Customer Support Tel: +1 (703) 834 3506 Fax: +1 (703) 834 3464 Customer Support Centres Training centres CHINA Spares centres / Regional warehouses Resident Customer Support Managers (RCSM) Ron Bollekamp Senior Director Customer Support RCSM location Country RCSM location Country Tel: +86 10 804 86161 Abu Dhabi United Arab Emirates London United Kingdom Fax: +86 10 804 86162 / 63 Ajaccio France Louisville United States of America Algiers Algeria Luton United Kingdom RESIDENT CUSTOMER SUPPORT Al-Manamah Bahrain Macau S.A.R. China Amman Jordan Madrid Spain ADMINISTRATION Amsterdam Netherlands Manchester United Kingdom Jean-Philippe Guillon Athens Greece Manila Philippines Director Auckland New Zealand Mauritius Mauritius Resident Customer Support Administration Baku Azerbaijan Memphis United States of America Bandar Seri Begawan Brunei Mexico City Mexico Tel: +33 (0)5 61 93 31 02 Bangalore India Miami United States of America Fax: +33 (0)5 61 93 49 64 Bangkok Thailand Milan Italy Barcelona Spain Minneapolis United States of America TECHNICAL, SPARES, TRAINING Beirut Lebanon Montreal Canada Berlin Germany Moscow Russia Airbus has its main spares centre in Hamburg, Brussels Belgium Mumbai India and regional warehouses in Frankfurt, Buenos Aires Argentina Nanchang China Washington D.C., Beijing and Singapore. Cairo Egypt Nanjing China Casablanca Morocco New York United States of America Charlotte United States of America Newcastle Australia Airbus operates 24 hours a day every day. Chengdu China Ningbo China AOG Technical and Spares calls. Cologne Germany Noumea New Caledonia Colombo Sri Lanka Orlando United States of America Copenhagen Denmark Palma de Mallorca Spain Airbus Technical AOG Centre (AIRTAC) Dalian China Paris France Tel: +33 (0)5 61 93 34 00 Damascus Syria Paro Bhutan Fax:+33 (0)5 61 93 35 00 Delhi India Phoenix United States of America support.airtac@airbus.com Denver United States of America Pittsburgh United States of America Derby United Kingdom Prague Czech Republic Detroit United States of America Qingdao China Spares AOGs in North America should be Dhaka Bangladesh Quito Ecuador addressed to: Doha Qatar Rome Italy Tel: +1 (703) 729 9000 Donetsk Ukraine San’a Yemen Dubai United Arab Emirates San Francisco United States of America Fax:+1 (703) 729 4373 Dublin Ireland San Salvador El Salvador Duluth United States of America Santiago Chile Spares AOGs outside North America Dusseldorf Germany Sao Paulo Brazil should be addressed to: Fort Lauderdale United States of America Seoul South Korea Frankfurt Germany Shanghai China Tel: +49 (40) 50 76 3001/3002/3003 Guangzhou China Sharjah United Arab Emirates Fax:+49 (40) 50 76 3011/3012/3013 Hangzhou China Shenyang China Haikou China Shenzhen China Airbus Training Centre Toulouse, France Hanoi Vietnam Singapore Singapore Helsinki Finland Sydney Australia Tel: +33 (0)5 61 93 33 33 Hong Kong S.A.R. China Taipei Taiwan Fax:+33 (0)5 61 93 20 94 Indianapolis United States of America Tashkent Uzbekistan Istanbul Turkey Tehran Iran Jakarta Indonesia Tokyo Japan Airbus Training subsidiaries Jinan China Toronto Canada Miami, USA - Florida Johannesburg South Africa Toulouse France Tel: +1 (305) 871 36 55 Karachi Pakistan Tulsa United States of America Fax:+1 (305) 871 46 49 kita-Kyushu Japan Tunis Tunisia FAST 37 Kuala Lumpur Malaysia Vienna Austria Beijing, China Kuwait city Kuwait Washington United States of America Tel: +86 10 80 48 63 40 Lanzhou China Xi'an China Fax:+86 10 80 48 65 76 Larnaca Cyprus Zurich Switzerland Lisbon Portugal 37
www.airbusworld.com Over a million pages of information, now online. We could write pages and pages on how we can make personalised details and you can even cut and paste any your business information management more cost effective. relevant information into your own But why hunt through endless filing cabinets when with documents. Don’t go through the Airbus On-Line Services you get rapid, up to date access long haul to find what you want, to all our technical data? It’s simple and easy to use. visit www.airbusworld.com instead. All subscribers have totally secure access to all their Airbus. Setting the standards.

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Fast37

  • 1.
    D E CE M B E R F L I G H T 2 0 0 5 A I R W O R T H I N E S S S U P P O R T T E C H N O L O G Y 37 E N I Z A G A M L A C I N H C E T S U B R I A 7 3 T S A F
  • 2.
    Customer Services Just happened Coming soon events HUMAN FACTORS SYMPOSIUM SPARES, SUPPLIERS & WARRANTY IN MADRID, SPAIN, 28-30 NOVEMBER REGIONAL SYMPOSIUM Airbus continued the dialogue with its operators at IN ATHENS, 13-16 FEBRUARY 2006 this forum, discussing human factors aspects with Following the Airbus Spares, Suppliers and practical and operational perspectives on: Warranty symposium in Puerto Vallarta, Mexico • Flight operations (environmental, safety, pure for operators in the Americas, and in Sanya, ops e.g. procedures, philosophy, systems) China, for Chinese operators, it is now the turn of • Maintenance (safety, CRM, organization, proce- Europe and Africa. A Spares, Suppliers & dures, manuals) Warranty regional symposium will be held in • Cabin operations (safety, CRM, organization, Athens, Greece, from the 13th to the 16th of procedures, mass travel, medical aspects) February 2006 bringing together Airbus cus- • Training (to flight operations, maintenance, tomers, operators and suppliers. Its objective is to cabin operations, to human factors) review together strategic directions, operational • ATC (environmental, safety, pure operations e.g. support issues and current spares and warranty procedures, philosophy, systems) services. Operators will be given the opportunity to express their requirements and share their expe- A300/A310 FAMILY TECHNICAL SYMPOSIUM rience. Major suppliers will also have the opportu- IN LISBON, PORTUGAL, 14-18 NOVEMBER nity to present their support and services strategy. A landmark event occurred at this symposium, A330/A340 FAMILY TECHNICAL SYMPOSIUM with the first formal presentation to operators of IN SUN CITY, SOUTH AFRICA, 28 MAY-2 JUNE 2006 the Airbus initiatives to ensure Long Term Support Airbus is pleased to announce the date and loca- of the A300/A310 Family. The objective of this ini- tion of the next A330/A340 Technical Symposium. tiative is to ensure equivalent levels of operator The Symposium is the opportunity to review satisfaction for A300/A310 operators as for any actual in-service experience with the A330/A340 other Airbus programme through to the last air- Family of aircraft as well as to discuss subjects of craft being in-service (up to year 2050). Clearly more general technical interest. the enhanced support foreseen for the A380 will A provisional agenda will be sent in February 2006. set the satisfaction benchmark, and for the A300/A310 Family other considerations that affect the level of service include the low rate of produc- tion (can affect spares availability) and the even- tual closure of the final assembly line, which must be anticipated. The operators at the symposium expressed their view that their expectations for the future had been met (61%) or exceeded (39%) in this respect. The symposium discussion otherwise covered various technical, maintenance and support issues and 100 participants from 36 operators were pres- ent, including all of the largest A300/A310 opera- tors. 67% of the operator respondents considered the event very useful and 33% useful.
  • 3.
    D E C E M B E R 2 0 0 5 37 E N I Z A G A M F L I G H T L A I R W O R T H I N E S S A C S U P P O R T I T E C H N O L O G Y N J U L Y 2 0 0 5 H C Safety initiatives in Customer Services 2 E An overview of Airbus safety initiatives T Michel Trémaud S Airbus cabin air quality 7 Still the best! U Claire Nurcombe B R The European Aviation Safety Agency 11 A new regulatory authority for European aviation I Claude Schmitt A Engine noise reduction programme 19 Cover:A380 MSN004 at Frankfurt airport during its check exercise, see article on page 23. Making aircraft engines better neighbours Stephen Montgomery Publisher: Bruno Piquet Editor: Kenneth Johnson Graphic Designer: Agnès Massol-Lacombe A380 23 Airport ready Authorization for reprint of FAST articles should be requested from the editor at the FAST e-mail address given below Thomas Burger Customer Services Communications Thilo Stilp Tel: +33 (0)5 61 93 43 88 Fax: +33 (0)5 61 93 47 73 E-mail: fast.magazine@airbus.com Airbus Training Airport 28 Printer Escourbiac A virtual airport for pilot training Kheireddine Belguedj FAST may be read on Internet http://www.content.airbusworld.com/SITES/Customer_services/index.html Bernard Benetti under Customer Services/Publications ISSN 1293-5476 Countering jet fuel price increases 32 Guidance on fuel saving Airbus Customer Services Simon Weselby Frédéric Desgeorge © AIRBUS S.A.S. 2005. All rights reserved No other intellectual property rights are granted by the delivery of this Magazine than the right to read it, for the sole purpose of information. This Magazine and its content shall not be modified and its images shall not be reproduced without prior written consent of Airbus. Giants of the skies, past and present 36 This Magazine and the material it contains shall not, in whole or in part, be sold, rented, distributed or licensed to any third party. The information contained in this Magazine may vary over time because of future factors that may affect the accuracy of information herein. Airbus assumes no Customer Services obligation to update any information contained in this Magazine. When additional information is required, Airbus S.A.S. can be contacted to provide further details. Airbus, its logo and product Around the clock... Around the world 37 names are registered trademarks. Airbus S.A.S. shall assume no liability for any damage in connection with the use of this Magazine and of the materials it contains, even if Airbus S.A.S. has been advised of the likelihood of such damages Photographs: This issue of FAST has been printed on paper exm company: Hervé Goussé and Philippe Masclet produced without using chlorine, to reduce FAST37 Airbus France: Julie Pomery waste and help conserve natural resources. Cover page: Julie Pomery Every little helps! 1
  • 4.
    SAFETY INITIATIVES INCUSTOMER SERVICES - AN OVERVIEW OF AIRBUS SAFETY INITIATIVES SAFETY INITIATIVES IN CUSTOMER SERVICES - AN OVERVIEW OF AIRBUS SAFETY INITIATIVES Continued implement safety enhancements in terms of Design, Operations (i.e. airworthiness and procedures) and Training. operational safety Safety enhancement efforts address equally flight operations, Operators and Maintenance, cabin operations and mainte- Repair and Overhaul (MRO) orga- nance. The lessons-learned nizations are required to report to derived from this process are their national authorities in-service blended with the conclusions and occurrences defined by their coun- recommendations from industry try's mandatory occurrence report- working groups in order to devel- ing (MOR) scheme. It is essential op and publish safety-awareness that such in-service occurrences information in various media. are also reported to Airbus, docu- mented, analysed and understood in order to prevent the reoccur- Attaining and rence of known types of events and maintaining safe the occurrence of potential events. Indeed, this prevention process and profitable includes both a reactive part and a operations Safety initiatives proactive part. For effective identification of Support to operators in attaining and maintaining safe and prof- events precursors (also referred itable operations has been the in Customer Services to as weak signals), the proactive part also includes the analysis of observations made by operators charter of Airbus Customer Services since the entry-into- service of the first A300 aircraft An overview of Airbus in the frame of their flight opera- tions monitoring programme (i.e. back in 1975. However, the indus- try has greatly evolved and Airbus' initial operators base of flag carri- safety initiatives incidents and human factors reports, flight data analysis and line observations). ers has been enriched with charter operators and, more recently, low- cost carriers and corporate flight The operational, technical and departments. human factors analysis of in- As an aircraft manufacturer, the prime duty of Since 2003, Airbus Customer Services has service experience feedback The leased-aircraft concept has Airbus in terms of safety is two-fold: deployed a yearly portfolio of safety initiatives enables Airbus to continuously been an enabler in this market • Ensure the continued airworthiness and that address all aspects of Airbus's internal core identify lessons-learned and evolution and has created a new operational safety of the Airbus fleet, activities and all domains of an airline's operation. • Support Airbus operators in attaining and maintaining a safe and profitable operation. This article provides an overview of this portfolio Airbus Flight Operations Briefing of safety initiatives to encourage operators and Notes, an example of Airbus The former represents the manufacturer's regula- other actors to take full advantage of these safety safety-awareness publications tory obligation, as Airbus is the holder of a design enhancement opportunities. and production operational approval. The latter reflects Airbus's commitment, as a customer services organization, to operators of Airbus aircraft. Michel Trémaud Senior Director Airbus Customer Services Head of Safety Management FAST 37 FAST 37 2 3
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    SAFETY INITIATIVES INCUSTOMER SERVICES - AN OVERVIEW OF AIRBUS SAFETY INITIATIVES SAFETY INITIATIVES IN CUSTOMER SERVICES - AN OVERVIEW OF AIRBUS SAFETY INITIATIVES framework of relationships bet- . Company safety management To further ease the dissemination The above set of safety initiatives ween Airbus, its customers (i.e. the system (SMS), and understanding of complex are intended for the various users leasing companies) and the aircraft . Fleet upgrade and subjects by all stakeholders, some of Airbus products and their 1 operators. The traffic growth in standardization, of the above safety awareness instructors, but would not be com- fast-developing geo-economic . English proficiency training. publications have been translated plete if Airbus were not involved regions has been an additional into the Chinese and Russian upstream in the basic education driver in the evolution of Airbus languages. and training of future Airbus pilots, support to its aircraft operators. Safety flight attendants and maintenance awareness Training and mechanics. Therefore, cooperation Today, Airbus Customer Services programmes with state technical offers a wide range of support and Safety management is a mindset; education universities, flight academies and 2 services to further enhance operat- safety readiness is a matter of flying colleges have been devel- ing safety. This support is both awareness… being aware to be Maintaining the link with operators oped in China and North America, direct (i.e., working with operators) mentally prepared. Over the past after their type qualification, in one while similar programmes are cur- and indirect (i.e., working with years, Airbus Customer Services of the Airbus Training centres, is an rently being developed in Russia, national civil aviation authorities, has developed a wide array of important element of Airbus' safety Ukraine, India, South Africa and training organizations, MRO cen- safety awareness publications on awareness strategy. In 2004, Airbus Australia. tres, international safety organiza- various media: created the concept of regional tions…) and spans the following • 'Getting to Grips with' Airline Instructors Seminars to pro- The objective of these programmes basic elements of a safe operation: brochures that today cover 19 mote the continued exchange of is to provide students and cadets 3 • Regulations, flight operations themes, teaching and safety information with early exposure to modern • Regulatory oversight by including cabin safety, between Airbus instructors and air- technology systems and flight national authorities, • Flight Operations Briefing line instructors. The following is the decks, by providing education and • Operator's regulatory Notes, published on a monthly regional coverage achieved by these training organizations with: compliance and best practices: basis in the Airbus Safety seminars in 2004 and 2005, and • Technical documentation and . General organization, Library, planned for 2006: safety awareness publications, . Flight operations organization (http://www.airbus.com/en/ • 2004: Taipei, Mumbai, Beijing, • Courseware, (including flight operations corporate/ethics/safety_lib/) • 2005: Miami, Moscow, Hanoi, • Training devices. 4 monitoring process), and in a yearly collector box • 2006: Bangalore, Tunis, Beijing, . Maintenance/engineering • E-Briefings, available on the plus locations to be selected in organization including Flight Operations Community the Middle East, Asia and South International maintenance best practices, of the new airbusworld.com America. safety cooperation spares provisioning and customer portal, Flight Operations Briefing Notes ground support (http://www.airbusworld.com/) Acknowledging the requests of Airbus Customer Services is also collector box, brochure ‘Getting to equipment/tools, • Videos and CDs. operators, the initial concept that further involved in the develop- Airbus Training centres in Grips’ in Chinese and Russian focused on flight operations has ment of workshops and seminars 1. Beijing languages, safety-awareness tutorials 2. Hamburg been extended to maintenance that are deployed in the context of 3. Miami and courseware on CDs. from the last seminar in Hanoi. regional safety cooperation pro- 4. Toulouse grammes funded or led by the Airbus Safety Library home page European Union, the International hosted on the Airbus corporate Civil Aviation Organization website (ICAO) and Airbus. E-Briefings, a new interactive safety-awareness publication FAST 37 FAST 37 4 5
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    SAFETY INITIATIVES INCUSTOMER SERVICES - AN OVERVIEW OF AIRBUS SAFETY INITIATIVES AIRBUS CABIN AIR QUALITY - STILL THE BEST! The scope of these workshops and • Cabin operations seminars are defined to respond to . Cabin safety (see brochure regional needs and priorities. ‘getting to grips with Cabin As described below, they address a Safety’ below). large cross-section of themes identified as causal or contributing factors in incidents and accidents: • Company safety management . Incident/accident prevention, . Safety Management System (SMS). • Flight operations . Preventing Controlled Flight Into Terrain (CFIT), . Approach and Landing Accident Reduction (ALAR), . Flight operations safety awareness (CFIT, ALAR, runway incursions, altitude deviations/level busts, Airbus cabin fire/smoke/fumes in cockpit/cabin, weather avoidance, …), . Flight Operations Monitoring • Maintenance/Engineering air quality (FOM), . Structural integrity/ . Understanding and use of the maintenance of aging aircraft Minimum Equipment List structures, (MEL). . Maintenance of electrical, wiring and interconnections, . Maintenance human factors. Still the best! Installation 72% Maintenance human factors: understanding Servicing 9% and managing human errors Job set-up preparation 3% Frequent flyers experience it regularly, flight After carrying out air quality analyses (see Test 2% attendants and cockpit crew complain about it, but FAST 20 December 1996 'Airbus Cabin Air Human movement 2% up until now nothing was done about it - that Quality - Only the Best!') and discovering that air smell coming from the exhausts of aircraft in front quality was worst during ground phases due to Removal 1% of you in the taxi queue waiting to take off. The the influence of external pollution, Airbus decid- Others 11% major odour causing compounds in exhaust gases ed to concentrate on finding an answer to these CONTACT DETAILS and fuels are from the family of compounds complaints. Michel Trémaud known as VOCs (volatile organic compounds) and Senior Director they can really spoil that holiday feeling. Airbus Customer Services Head of Safety Management Tel: +33 (0)5 61 93 30 04 Fax: + (33) (0) 5 67 19 12 24 Conclusion michel.tremaud@airbus.com An accident investigator once said, his/her own contribution to aviation safety, 'Safety is leaving no stone unturned' but aviation safety has been built from, to identify threats that may lie hidden on and is continuously enhanced by, the path to safety. Safety enhancement successive building blocks. All of them - Claire NURCOMBE initiatives must involve a mosaic of efforts small or large - contribute to making our ECS Engineer and cooperation programmes. safe aviation transportation system even Customised Systems None of us will ever be able to measure safer. Airbus Deutschland FAST 37 FAST 37 6 7
  • 7.
    AIRBUS CABIN AIRQUALITY - STILL THE BEST! AIRBUS CABIN AIR QUALITY - STILL THE BEST! Current standards with small amounts of other compounds, such as sulphur. Experimental set-up Catalyst Hydrocarbons are a class of com- Ozone Converters (OZC) have pounds made up of hydrogen and been standard equipment for air- carbon combined in molecular Fuel vapour Odourless craft for over 10 years and optional chains. These compounds are pre- molecules molecules equipment for 20 since it was sent in very small amounts, but found necessary to introduce due to the sensitivity of the human ozone removal capability after the nose the cabin occupants can first trans-Pacific flights in the smell them, even down to levels of mid-70's. The OZC is installed as a couple of parts per trillion of the Tapping points standard equipment on A330/A340 compound. Family aircraft and the A380, and is increasingly being chosen as an The catalyst coating is applied to a option for the A320 Family. It was core within the converter's body Tapping points were installed In order to test the odour intensity therefore decided to investigate the and oxidizes these odorous com- upstream and downstream of the and hedonic tone (the tone des- possibility of developing a new pounds, resulting in the formation catalyst where air samples could be cribes how pleasant the odour is), catalyst to remove both ozone and of odourless water (H2O) and car- taken (see figure above). as well as the overall perceived air VOCs. Airbus suppliers rose to the bon dioxide (CO2) as reaction quality, test panels made up of challenge and developed a new cat- products (see figures below). Since In a quantitive analysis the iso- members of the public were given alyst to remove these odours, VOCs are present in very low con- alkanes (a specialist term for com- questionnaires to rate how the air which could be combined with the centrations the amount of water pounds consisting of chains of car- smelt upstream and downstream of existing ozone removing catalyst to and carbon dioxide created by the bon molecules) were measured and the catalyst. The panellists had to minimize installation costs and conversion process is small. it could be clearly seen that the rate how strong the odour was at weight impact. longer carbon chains present different concentrations and tem- upstream of the catalyst were being peratures, and also whether it smelt Test methods broken down (see figure below). pleasant or not. After the overall air The conversion This proved that the catalyst was quality was judged by the panel- To investigate the performance of having an effect on the compounds lists they were asked to judge principle the catalyst the VOC containing within the vapour, however this whether they could smell fuel vapours from an aircraft fuel sam- type of analysis does not show odours in the air sample. Catalyst and core structure The VOCs entering the bleed air ple was passed over the catalyst. whether the catalyst was effective- supply via the engines may come VOCs may come from many ly reducing odour. In addition to this human 'sniff' from ground service vehicle sources, however fuel vapour was testing, samples were taken for the exhausts or engine exhausts selected to provide a realistic mix While the chemistry may seem GC-O analysis. For this the air of other aircraft and mostly con- of contaminants that may be pre- simple, the human nose is not and sample is analysed by a GC-MS Nose testing and electronic analysis. sist of hydrocarbons (HC) mixed sent in contaminated airport air. it was necessary to pursue some (gas chromatography - mass spec- With thanks to the Fraunhofer Institute for additional testing to make sure trometry) analyser with a modified Building Physics that the converter was not leading off-take. A GC-MS analysis pre- to more odorous by-products sents the full chemical spectrum Catalytic reaction being produced. To do this human of a sample, allowing the chemist noses were used, as well as elec- to see which individual compounds tronic analysers, in panel tests, are present. The GC-O analyser Percentage difference for iso-alkanes up/down-stream of the catalyst and GC-O (gas chromatography - additionally allows the flavour olfactometry) tests. chemist doing the analysis to Hot bleed air O2 Oxygen O2 H2O * Cx is the number +% Uncoated matrix of carbon atoms Water H2O CO2 present in the carbon chain. H2O Carbon dioxide CO2 Coated matrix -% Odorous hydrocarbons (VOCS) HC Increasing Cx * FAST 37 FAST 37 8 9
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    AIRBUS CABIN AIRQUALITY - STILL THE BEST! EASA - A NEW REGULATORY AUTHORITY FOR EUROPEAN AVIATION identify the type of odour of the ozone converter equipment, mean- individual odorous compounds. ing minimal weight and mainte- The flavour chemist uses his or her nance impact for operators. trained nose to identify each odor- ous compound and give a descrip- The combined converter has the tion, such as 'green', 'citrus', or same maintenance requirements as Combined VOC/Ozone Converter 'roasty' to it. These descriptions can for the ozone converter and the two (VOZC) for A320 then be compared to the known converters are fully interchange- odorous characteristics of chemi- able (although of course the odour cals and the compounds that are removing function is lost if causing the odour can be identified. exchanged for a standard ozone A perceived air quality improve- converter). ment of 80% and a significant reduction in the odour intensity was The modification is optional for confirmed during the testing. A320, A330/A340 families and the A380, although introduction as standard equipment for the A380 is Entry into service planned. The combined Ozone /VOC Converter (VOZC) will also The new odour removing function be standard equipment for future is integrated into the existing The European Airbus programmes. OZC and VOZC data for aircraft programmes Aviation Safety Agency A new regulatory authority for European aviation CONTACT DETAILS The formation of the European Aviation Safety It all started in 1969, when aerospace industry * The AECMA association Claire NURCOMBE has now merged with ECS Engineer Agency (EASA) was the result of a longstand- leaders, conscious of the importance of inter- ing request from European industry, going national co-operation for future aeronautical European trade Customised Systems associations of space and Airbus Deutschland back to 1969. EASA has now been in operation programmes, prompted AECMA, their defence industries to form since October 2003, so this is an appropriate European trade association*, to submit a the Aerospace and Phone: +49 (0)40 743 83293 time to take both a global and a closer look at request to the main European aviation certifi- Defence Industries Fax: +49 (0)40 743 73787 Association of Europe this new institution, see how it is established cation authorities, asking them to cooperate Conclusion claire.nurcombe@airbus.com and understand its role and actions in relation to Airbus products. and adopt common airworthiness certification requirements. (ASD). Still the best! This technology will become standard equipment for future aircraft programmes. Airbus is the first aircraft manufacturer to With the VOZC installed, and improved integrate this technology into their aircraft. cabin air quality on ground for crew and The installation of the combined VOZC is passengers, airlines will soon be 'smelling' Claude Schmitt available as an option for the A320 and the benefits of Airbus' dedication to Senior Director Strategies & Policies A330/A340 families and the A380. innovation. Engineering-Product Integrity FAST 37 FAST 37 10 11
  • 9.
    EASA - ANEW REGULATORY AUTHORITY FOR EUROPEAN AVIATION EASA - A NEW REGULATORY AUTHORITY FOR EUROPEAN AVIATION The authorities responded very European aviation safety require- Aviation Safety Agency (EASA) What will EASA do positively and created in 1970 ments (no national differences or and defines the agency's general what would subsequently be called variants), and for a single process organization and tasks. the Joint Aviation Authorities to obtain, from one authority only, (JAA), developing harmonized certificates and approvals having THE OBJECTIVES technical requirements (the Joint full validity throughout Europe. Aviation Requirements - ‘JARs’) The main objective of the Basic with the support and contribution A number of solutions were Regulation is to ensure a high, uni- General scheme of industry expertise. explored and many milestones form, level of safety of civil aviation passed before the governments of in Europe. Additional objectives, in the European Union (EU), in line with general EU objectives and March 2000, finally instructed the principles, have also been added, European Commission to negotiate concerning environment protection, the establishment of a new EU free circulation of products, ser- agency that could provide the vices and persons, improved cost- effective, recognized, single efficiency, assistance to member authority requested by the various states and promotion of European stakeholders concerned with avia- positions concerning aviation safety tion safety regulation. rules and standards. This process was finally completed LEGAL COMPETENCE AND with the adoption, on 15 July 2002, REGULATORY POWER of the regulation ‘on common rules in the field of civil aviation and The legislative level (EU Council establishing a European Aviation and Parliament), through the Basic Safety Agency’ (referred to as the Regulation, defines the scope of • Verification of correct and uni- ‘Basic Regulation’ in the follow- powers being transferred to the form implementation of Basic ing) by the EU Council and Community, adopts the essential Regulation and common rules Parliament.* requirements specifying the objec- by member states What will EASA not do * Regulation (EC) N°1592/2002 of the European However, despite the successive tives to be met, allocates the exec- Parliament and of the Council, on common rules in the scope extensions (maintenance, utive tasks among the executive The decision and plan to transfer field of civil aviation and establishing a European Aviation operations, licences) and proce- The Basic actors, and establishes the means the responsibility on rules govern- Safety Agency (15 July 2002). dural improvements brought into Regulation and of judicial control. At the executive ing aircraft operations and qualifi- the JAA system, it could not be level, standards necessary for the cation of relevant personnel is legally empowered to fulfil the the European implementation of the Basic Regu- already stipulated in the Basic requests for a single set of binding institutional context lation may be adopted by either Regulation, while provision is the European Commission (imple- made for the subsequent transfer of Responsibility splitting between EASA and NAAs Within the framework of existing menting rules) or by EASA (certi- rules concerning safety of air traf- EU treaties and institutions, fication specifications, acceptable fic control and airports (a new EU the Basic Regula- means of compliance). See Parliament and Council decision is tion is setting up the ‘General scheme’. necessary in this case). organization of Community compe- THE TRANSFER OF tence for aviation LEGAL COMPETENCE EASA functions safety. It constitutes a ‘European Avia- Since 28 September 2003, legal EASA is in charge of drafting all tion Safety Act’, competence and power have been future regulations relative to avia- which sets funda- transferred from member states to tion safety (for adoption by EASA mental objectives, the EU for: itself or for submission to European establishes and • Rules governing the Commission orParliament/Council) organizes the exer- airworthiness of aircraft and and is responsible for compliance cise (and, if neces- related products (type design, verification tasks associated with sary, the transfer) of continued airworthiness, some of these regulations. legal competence maintenance organizations and and regulatory pow- personnel) The agency is also responsible for ers on aviation safe- • Compliance determination for the coordination of research on avi- ty matters in the aircraft product designs and ation safety and assists the FAST 37 FAST 37 EU. Finally, it estab- issuance of relevant type European Commission on a num- lishes the European certificates ber of aspects, including the 12 13
  • 10.
    EASA - ANEW REGULATORY AUTHORITY FOR EUROPEAN AVIATION EASA - A NEW REGULATORY AUTHORITY FOR EUROPEAN AVIATION inspections to be conducted in the composed of all professions con- any airworthiness directive affect- EASA organization, the main factors member states to check the uni- cerned - the advisory board, has ing a product and any design orga- form implementation of the regula- been established and is being con- nization approval or change thereof tions in Europe. Some of the tasks sulted regularly by the manage- are now approved under the direct related to the implementation of ment board prior to decisions responsibility of the agency. regulations remain with National affecting interested parties. The Aviation Administrations (NAAs), advisory board may also formulate During the transition phase, until which requires a sharing of respon- positions, requests or proposals on the agency has built up sufficient sibilities between the agency and its own initiative. in-house resources and expertise to these administrations. A summary carry out these tasks entirely on its of what the agency will or will not While recourse to the EU Court of own, EASA will rely on the NAAs do and the sharing of responsibili- Justice always remains possible in which will provide assistance to ties is provided on pages 12 and 13. case of disagreement with an ensure the continuity of certifica- EASA decision, a board of appeal tion tasks during the establishment is established as a built-in appeal phase of EASA. EASA and the The structure process, which provides for a faster NAAs are accordingly negotiating and organization resolution of disputes by indepen- contractual outsourcing arrange- dent experts. ments for this purpose. of EASA EASA is controlled by a manage- The EASA executive director was EASA has joined the JAA organiza- ment board, which comprises repre- recruited in September 2003 by the tion as a member and will represent EASA organization chart sentatives from each of the 25 EU management board, which also EU member states in the JAA sys- member states, from the European endorsed the nominations of the tem, which is still developing oper- Commission and from observers four directors heading the agency's ations and crew licensing rules (non EU member states having main functions (certification, rule- (pending taking over of these negotiated agreements with the EU). making, quality & standardization aspects by EASA). JAA member See EASA membership figure. and administrative) on his proposal. states will accept EASA certifica- EASA is currently pursuing a tions and adopt the same require- In accordance with the Basic recruitment and staffing campaign ments, to avoid any duplication or EASA membership Regulation, a consultative body for its four directorates, and it is divergence. A contract between the expected that, after having reached two organizations also allows a level of around 100 staff at the end EASA to rely on the expertise and of 2004, the agency will expand its experience of the JAA central office resources to around 200 staff by the for a number of regulatory tasks. end of 2005. The agency's final level of staffing should be reached at the end of 2006 (assumed to be The funding approximately 300 persons). of EASA The EASA headquarters moved to The Basic Regulation stipulates Köln in Germany in November that EASA’s budget will be funded 2004 and the agency's organization by resources provided by a contri- and structure are summarized in bution from the EU and by charges the figure on the right. levied from applicants to cover the costs related to its certification and oversight tasks. Transition and relations between The EASA fees and charges sys- charging systems in each of the tem is the subject of a specific reg- member states (from free of charge former JAA/NAAs ulation, which has been adopted by to full cost recovery from appli- system and EASA the European Commission. In cants). An agreement has therefore doing so, the Commission has been been reached with the advisory EASA has taken over member faced with the difficulty of evaluat- board that the EASA fee structure States responsibility for issuing ing the future workload involved and levels will be reconsidered certificates for aeronautical for a number of tasks, and with the annually during the first 4 years. products and organizations. This impossibility of making credible This will be done against the means that since 28 September comparisons with the previous results of a detailed analytical FAST 37 FAST 37 2003, any product design, any situation characterized by com- accounting system, to examine modification or repair to a product, pletely different cost recovery and the balance between tasks and 14 15
  • 11.
    EASA - ANEW REGULATORY AUTHORITY FOR EUROPEAN AVIATION EASA - A NEW REGULATORY AUTHORITY FOR EUROPEAN AVIATION revenues, confirm or correct Regulations No. 1702/2003 and IR 21 architecture IR 145 architecture assumptions made, and adjust the 2042/2003 (See figure below). level of charges for the following Commission Regulation No. year. 1702/2003 provides, as an annex, the Part 21 implementing rule, The EASA fees and charges regu- dealing with the certification pro- lation entered into force on 1 June cedures for products, parts and 2005 and transitional arrangements appliances (type certificates cover- should be such that any double ing airworthiness, noise and emis- charging of applicants is avoided sion requirements, approval of as EASA moves to the new parts and appliances, individual charging system. certificate of airworthiness, per- mits to fly, restricted certificates) as well as related organization The new European approvals (design and production). regulatory context Similarly, Commission Regulation To allow EASA to take over No. 2042/2003 provides, in several responsibility from 28 Sept 2003 annexes, the implementing rules of These new regulatory parts are ‘acceptable means of compliance’ for product airworthiness and Part M (continued airworthiness of essentially based on former equiv- (‘Book 2’, equivalent to former JAR environmental aspects, which individual aircraft), Part 145 (orga- alent JAA JARs and associated sections 2 and 3). See figures above includes both certification and nizations involved in large and/or acceptable means of compliance and right. maintenance (continuing airwor- commercially operated aircraft), and guidance material, with the thiness) aspects, the prior adop- Part 66 (aircraft maintenance exception of Part M (which has no An important difference from the tion of relevant implementing licence for staff allowed to issue former equivalent JAR, as these former JAA system is that member rules by the Commission was certificates of release to service), aspects were addressed by indi- states may no more deviate from necessary: this was achieved with and Part 147 (maintenance training vidual member states and not by common rules, impose additional Rulemaking in EASA context JAA). While the same paragraph requirements, nor conclude arran- the adoption of Commission organizations). numbering system is retained, gements with third countries. slightly different numbering is Certification specifications visible in the new parts, which contain not only the applicable EASA working Basic Regulation Annex I : Essential Requirements for Airworthiness Agency Regulation (EC) 1592/2002 of 15 July 2002 Annex II : Excluded Aircraft Opinion technical requirements (Section procedures A) but also the procedures to be applied by NAAs (Section B) in The EASA Management Board has Regulation (EC) 1702/2003 on Airworthiness Regulation (EC) 2042/2003 Agency cases where they are in charge of adopted general principles that will and Environmental Certification on Continuing Airworthiness Opinion implementing the relevant rules in govern the agency activities con- their territory (examples of Parts cerning rulemaking and certifica- Annex (Part 21) Section A: application requirements Annex I (Part-M): Section A: application requirements 21 and 145 numbering compared tion of products and organizations. Section B: administrative procedures Continuing Airworthiness Section B: administrative procedures Requirements to former JAR rules are shown Detailed procedures, in line with Appendices: EASA forms Appendices: EASA forms above. these principles, have been, or will soon be, developed by the agency Annex II (Part-145): Each of the above-mentioned EC itself for both rulemaking and cer- Parliament and Council Maintenance Organization Approvals regulations also contains, for each tification activities. European Commission of the relevant parts, the modalities Annex III (Part-66): Certifying Staff by which former certificates and For rulemaking activities, EASA is EASA approvals, issued by NAAs in assisted by the Safety Standards Annex IV (Part-147): accordance with former JAA or Consultative Committee (SSCC, Training Organization Requirements national requirements and proce- representatives of interested par- dures, are automatically ‘grandfa- ties) and the Advisory Group of Guidance Material Certification AMC & Guidance Material Agency thered’ and transferred into EASA National Authorities (AGNA, the Specifications Part 21 Part M, 145,66,147 CS, AMC & GM certificates and approvals. representatives of NAAs) for the AMC 20 CS AWO CS 22 AMC 21 CS ETSO CS 23 determination of rulemaking pri- CS 25 CS Definitions CS 27 For product certification require- orities and work programmes, and CS 34 CS 29 CS 36 CS VLA ments EASA has adopted the more generally the implementa- CS E CS VLR ‘Certifications Specifications’ (CS) tion of rulemaking activities. CS P CS APU composed of the applicable ‘airwor- ‘Drafting groups’ may be called FAST 37 FAST 37 thiness code’ (‘Book 1’, equivalent to prepare proposed texts, and in to former JAR section 1) and any case, a public consultation 16 17
  • 12.
    EASA - ANEW REGULATORY AUTHORITY FOR EUROPEAN AVIATION ENGINE NOISE REDUCTION PROGRAMME - MAKING AIRCRAFT ENGINES BETTER NEIGHBOURS process is to be followed (NPA: Notice of Proposed Amendment). International Similarly, detailed certification relations, bilateral procedures for both products and organizations have been prepared agreements and published by the agency. Interested parties have requested that every step of EASA establish- ment be carefully made so as not to Finalization disturb the validation of European of transition certifications and approvals by for- eign, non-European, authorities and achievement and the international exchange of of remaining aeronautical products and services. In particular, industry has insisted EASA objectives on the necessity for the European Community to conclude appropri- Naturally, industry is carefully ate bilateral agreements with for- watching the establishment phase eign countries, in particular with of EASA and the transition from the USA. Negotiations are pro- the former JAA/NAAs system, gressing between the European Engine noise with particular attention paid to Commission, EASA and a number the necessity of maintaining the of foreign authorities, and working availability of the necessary arrangements are already agreed authority expertise during and with a number of them. after this build-up phase. This requires careful management of a pool of sharable expertise, with appropriate sharing of this resource with national authorities, No significant difficulties have been noted so far in the interna- tional exchange of products and services, probably owing to the reduction programme during the whole transition phase, until the agency is in a position to fact that it has generally been agreed that existing bilateral agree- Making aircraft engines fulfil its responsibility and con- duct all tasks with its own resources. ments will remain valid as long as necessary until replaced by new agreements with the EU/EASA. better neighbours CONTACT DETAILS Not long after the creation of the first regular timeframes where aircraft could not land or air service between London and Paris, the res- take-off. These types of restrictions are still in Claude Schmitt Senior Director idents of both cities started complaining about place today, both in London and Paris, as well Strategies & Policies aircraft noise. The arrival of the jet age exacer- as most other airports around the world. The Engineering-Product Integrity bated the problem, Parisians and Londoners newer types of restrictions have become more Tel: +33 (0)5 62 11 82 57 living under the flight paths took their cases to complex, with different restrictions and land- Fax: +33 (0)5 61 93 42 71 higher governmental bodies. The result was ing fees enforced depending on the certified claude.schmitt@airbus.com Conclusion the introduction of operational restrictions and noise level of an aircraft. In line with the longstanding European accompanying the restructuring of the industry principle of maintaining one level European aerospace industry. of safety for air transport throughout Europe, the establishment of EASA is Airbus and the whole European industry considered by industry to be the logical are placing great hopes in EASA, which final step to pursue the achievement they consider potentially to become the reached by the former JAA system and best aviation safety system for Europe transform it into a more coherent and and a model for the world, as well as an Stephen Montgomery efficient system, applying the principles of efficient partner of their future Technical Manager Engineering Centre of Competence Powerplant European Community treaties and development. FAST 37 FAST 37 18 19
  • 13.
    ENGINE NOISE REDUCTIONPROGRAMME - MAKING AIRCRAFT ENGINES BETTER NEIGHBOURS ENGINE NOISE REDUCTION PROGRAMME - MAKING AIRCRAFT ENGINES BETTER NEIGHBOURS Modern jets are much quieter than an A322 or A317 aircraft to be cer- fairings were also modified to temperature resistant material. The those first jet aircraft, thanks to tified after 2006, and not to current include acoustic treatment. The idea was to utilize the current noz- increasing technology in both aircraft. result was an increase in the zle lines as much as possible to engine design, with higher by-pass acoustic area of the thrust reverser ensure a new chevron nozzle could ratios and better internal aerody- During initial discussion by the by approximately 2 square meters be easily fitted onto existing namics, combined with improved ICAO council (where Airbus was (21.5 sq ft). engines, without modification of nacelle design, increased sound represented), it was clear to Airbus the actual engine hardware. absorption and flow mixers. and CFM that Stage 4 would quick- This increase would provide signif- ly become the reference standard icant noise reduction, but would Nevertheless, Airbus, in associa- by which all aircraft are measured. not be enough. Chevron nozzle tion with the major engine and Therefore, even before the noise nacelle manufacturers, constantly reduction target was known, Airbus Next, the specialists turned their design challenges strives to reduce aircraft noise to and CFM launched initial design thoughts to the exhaust nozzle. The Take-off and landing/certification conditions meet the requirements of both the studies targeted to be introduced on CFM engine nacelle has a separate Through model testing, it became public and the environmental the current A321 aircraft powered flow short duct nacelle, which apparent that the chevrons had a authorities. by CFM engines. This would allow means that the bypass air and the jet small but measurable effect on reduction of A320 Family noise (or core air) stay separated until engine performance. This perfor- levels to whatever the Stage 4 noise right at the exhaust of the engine mance impact would have to be requirements would be. where the two flows meet. These countered to ensure that the end ICAO annex 16 certification two regions of air are moving at result would be no difference in the Take-off and landing profiles Airbus and CFM, along with very different velocities, the core air operation of the aircraft, i.e. the nacelle manufacturer Goodrich being at much higher temperature operation of the engine and the Aerostructures Group (GAG), and velocity than the bypass air. The basic engine reaction to control started investigating ways to resulting difference in energy caus- commands would not be different reduce the noise signature of the es shock waves, and shear, which from the pre-chevron nozzle engine. The particular concern was result in noise. This is typically the standard. The answer was to intro- for the A321 aircraft at the highest highest noise source created by a duce a thrust compensator, which MTOW (Maximum Take Off modern high bypass jet engine. thanks to the CFM FADEC (Full Weight), as the other members of Authority Digital Engine Control) the A320 Family already had a very If the core airflow is distorted and simply required a software modifi- good margin over Stage 3. mixed into the bypass air there are cation and a way of identifying to less shock waves and hence the the aircraft when a chevron nozzle Nevertheless, it was clear that all sound generated is reduced. was fitted. This is currently done modifications would have to be However, distorting the flow of core through a FADEC software change interchangeable across the entire air can have a significant affect on and a programmable engine data Airbus A320 Family fleet to ensure engine behaviour, especially for plug, which has push-pull pins part interchangeability and mix- performance and fuel efficiency. allowing a discrete to be set on or ability was maintained. Any modification in this area would off for the thrust compensator. Noise is measured as the level of have to be rigorously tested for Additional verification from the Thrust reverser increased acoustic area acoustic pressure variations (SPL: effects on engine surge margin, MCDU (Multifunctional Control Sound Pressure Level) and its unit Exhaust Gas Temperature (EGT) and Display Unit) allows program- is the dB (decibel). In certification, Where to look? and Specific Fuel Consumption ming on the aircraft side to tell the to take into account the duration (SFC) amongst others. system a chevron nozzle is fitted, effect of an aircraft flyover and the Two major areas of improvements allowing a check between aircraft presence of audible pure tones or in acoustics were identified, these Any distortion in this area there- and engine to be made. This discrete frequencies in the noise were both associated with the fore needs to be performed in a ensures that the thrust compensator signal, aeronautics uses the EPNL exhaust or jet noise of the engine. subtle manner. Studies on core logic is only applied when a (Effective Perceived Noise Level), chevron nozzles had shown good chevron nozzle is fitted. expressed in EPNdB. The thrust reverser structure was results from analysis, however acoustically treated along approxi- model testing would be required to The result is full interchangeability Increasing pressure from the public mately half of its internal surface. ensure the analytical results could and mix-ability of the chevron noz- and governing bodies resulted in It was clear that increasing this be proven in the real world. The zle on A320 Family aircraft. the ICAO (International Civil acoustic area would increase the model tests could demonstrate the Aviation Organization) declaring a acoustic sound absorption and effects the chevrons would have on Another of the design challenges new noise regulation – Stage 4. hence decrease the overall measur- performance, but were subject to was durability. The introduction of able exhaust noise. The inner fixed the usual scatter associated to the chevrons meant that there were Stage 4 requirements only apply to structure was redesigned with model testing. The existing nozzle now ‘petals’ of material in the hot FAST 37 FAST 37 new or derivative aircraft, for increased acoustic area. In addi- on the CFM56 engine is a two- air stream, which are subjected to example, if Airbus were to develop tion, the support struts and several piece construction made from high high thermal stresses as well as high 20 21
  • 14.
    ENGINE NOISE REDUCTIONPROGRAMME - MAKING AIRCRAFT ENGINES BETTER NEIGHBOURS A380 - AIRPORT READY aerodynamic loads. The structure For a new certification of aircraft would have to be designed to ensure noise, there are certain weather full life. Extensive testing both on characteristics, which must be an engine in a test cell, as well as adhered to. There is a narrow band fully instrumented flight testing, of climatic conditions, which allowed GAG to correlate a detailed means flight testing can only be finite element model of the chevron performed at certain times of the nozzle. This model was then used year, to be certain of catching these Chevron nozzle thermal & stress analysis to demonstrate full life capability at weather conditions. all the extremes of the operating envelope of the aircraft. A production A321 was used for acoustic certification flights at an airport specially selected for its The test ideal weather conditions, which increased the chances of having During their development, the ‘good’ weather. actual noise reductions resulting from the improvements could only The flight test provided good be estimated. The flight effects, results with the high weight A321 particularly for the chevron noz- having an 11.2 EPNdB noise A380 zle, could not be fully represented reduction compared to Stage 3, by model analysis. Therefore, the which is 1.2EPNdB below the true result would come only from Stage 4 requirements. flying the aircraft in the correct configuration in front of the airworthiness authorities. Airport ready With the entry into service of the A380 less after the A340-600 visited to do the same than a year away, preparations by the lead air- before its entry into service. It was no coinci- lines and airports to receive the aircraft are in dence however that the A380 arrived, was han- CONTACT DETAILS full swing. The coming months will see the dled and departed using almost the same infra- culmination of many years of collaboration structure, procedures and equipment that the Stephen Montgomery between Airbus and the airport community, A340 did four years earlier. Technical Manager all focused on ensuring a smooth entry into Engineering service. Many aspects of the A380 design have been Centre of Competence Powerplant driven by airport compatibility considerations, Tel: +33 (0)5 62 00 03 00 To ensure that Airbus customers receive a reli- thus minimizing the amount of adaptation, and Fax: +33 (0)5 61 93 49 08 able, mature aircraft with the capability to fit hence investment, required by airports to Conclusion stephen.montgomery@airbus.com seamlessly into their existing ground opera- tions environment, early dialogue with all accommodate the aircraft. The main aim of this design optimization was to ensure that the stakeholders involved in airport operations A380 could be handled in the most part just The Airbus and CFM view at the time was aircraft with this modification package are was essential. This has been recognised on all like any other widebody aircraft. It was this correct; Stage 4 has now become the easily identified as having associated lower Airbus aircraft programmes, and for the A380, capability that was validated by the tests at reference standard to which all aircraft are noise characteristics and therefore being the extensive consultation is now paying divi- Frankfurt, which consisted of both an airside measured. With the application of the more environmentally friendly. dends. On 29 October, at 08:56, A380 and landside element. The following describes, noise reduction programme the A321 can MSN004 touched down at Frankfurt Airport to with figures from the tests, the process of han- join its A320 Family stable-mates in being The acoustic benefits for the other A320 perform the first of a series of airport check dling the A380 and its similarities with other the quietest aircraft in service today. Family members will be less than for the exercises, coincidentally 4 years to the day widebody aircraft. A321, but would be able to be certified The noise reduction package is currently upon airline request - for airlines offered as the basic standard on all CFM interested in achieving even more margin powered Airbus A321 aircraft. It is also to Stage 4. This may be particularly optional on all the other A320 Family interesting in the future if individual aircraft. airports in highly populated city areas introduce penalties and landing Thomas Burger Thilo Stilp Due to the easily distinguished profile of surcharges based on noise levels even Product Marketing Manager Group Manager the chevron nozzle, those airlines operating more stringent than Stage 4. A380 Product Marketing Ground Operations & Environment A380 Programme FAST 37 FAST 37 22 23
  • 15.
    A380 - AIRPORTREADY A380 - AIRPORT READY Airside current and future international guidelines. In comparative terms it dling tests could begin. Several ramp scenarios were simulated, A380 side profile comparison compatibility will generate half the noise energy based around the standard layout of today’s largest aircraft and at the with upper deck catering, shown The airside element saw the air- same time carry 35% more passen- on the right. Other equipment, not craft arrive at a landing weight of gers per movement. normally part of the normal turn 382 tonnes, just 4 tonnes below the round process was also tested as maximum. It then taxied direct to well as multiple pieces from dif- stand E9 at terminal 2 where Landside ferent manufacturers. In total ground tests were carried out until compatibility around 40 different pieces of GSE 19:00, these are described in the (Ground Support Equipment) following sections. The next day STANDS were used, this compares to Baseline layout with upper deck catering the aircraft departed at 09:34 at a around 21 for a standard A380 take-off weight of 400 tonnes. The landside element started as turn round, a similar number to the aircraft approached stand E9, existing large aircraft. With a lower approach speed, bet- shown on the left, one of eventual- ter take-off, landing and climb per- ly 18 A380 capable stands at the The first process to take place was formance than today’s largest air- airport. With a mezzanine cockpit the positioning of the passenger craft, the A380 completed the air- between its main and upper decks boarding bridges. Stand E9 is side elements of the check success- the A380 reference pilot eye equipped with two boarding fully, and performed in much the height is 7.2m (23.6ft), between bridges, with the second able to same way as any other widebody that of the 747-400 at 8.7m reach the 8m (26.2ft) doorsill aircraft operating into Frankfurt (28.5ft) and other widebodies at height of the upper deck. that day. Similarly, due to better about 6m (19.7ft). This allows Although not an operational ground manoeuvrability and pave- good forward visibility as well as necessity, many airports are plan- ment loading than aircraft such as compatibility with existing stand ning some form of upper deck the A340-600 and B777-300ER, guidance systems, as was the case access to enhance product differ- A380 docked at Frankfurt, stand E9, Terminal 2 no problems were encountered dur- at Frankfurt. entiation and passenger service ing the taxi to the stand. levels. Docking took place at main At a width of 80m (262.5ft), stand deck door M1L (main deck for- E9 is an ICAO (International Civil ward left door) followed by upper Aviation Organization) Code F deck door U1L (upper deck for- stand, capable of accommodating ward left door), shown on the any aircraft up to a maximum right. The main deck bridge was wingspan of 80m. Many of the then moved to main deck door more than 60 airports that will see M2L. The docking process went Bridges docked at doors M1L and U1L A380 operations by 2010 are tak- smoothly with the desired clear- ing advantage of the fact that ances achieved, although the Code F stands can have a MARS upper deck bridge canopy was not (Multi Aircraft Ramp uSage) fully flush with the fuselage of the capability. This capability allows aircraft, a small case which a two single-aisle aircraft to be minor adjustment of the canopy parked in the same space as an rigging will solve. A380. As terminal stands are used by many different sizes of aircraft Since MSN004 does not have a during any given period, MARS passenger cabin (it is equipped stands allow airports to optimize with a full flight test installation), gate usage and terminal efficien- boarding was restricted to the cy. The A380 can also be accom- flight test crew. Full scale, timed, modated at 65m (213.3ft) wide turn round tests including passen- Code E stands if the size of air- ger boarding and cargo handling Many of those watching the air- craft on adjacent stands is limited will be conducted during the route craft arrive and depart noted how to that of smaller widebodies. proving flights due to take place in quiet it was. The A380 is the first mid 2006. These tests will validate aircraft to be designed, and guaran- RAMP OVERVIEW that, due its superior cabin archi- teed, to meet very stringent local AND BRIDGE DOCKING tecture, the A380 will offer similar noise limits (London QC2 depar- boarding and turn round times to FAST 37 FAST 37 ture, QC1 arrival) and consequent- When the aircraft came to a stop existing aircraft using two main ly also has significant margins to and was chocked, the ground han- deck bridges. 24 25
  • 16.
    A380 - AIRPORTREADY A380 - AIRPORT READY GROUND AND CABIN SERVICING – more wheels to spread its weight) it right) where cross-aisle galleys are ONLY TWO NEW GSE PIECES does necessitate heavier and more generally located, to allow trans- REQUIRED FOR A380 SERVICING powerful tow tractors. This is espe- port of catering trolleys from the cially the case if push back at MRW aircraft main deck to the upper Following the successful docking and under low traction conditions is deck. Servicing of the aircraft via Most A380 servicing uses of the bridges, the positioning and to be achieved. the main deck only is therefore standard existing equipment connection of the ground servicing possible. So why direct upper deck equipment could commence. With Both conventional (towbar) and catering? The answer is time. With main and lower deck doors as well towbarless A380 capable trac- almost all airlines having their as ground service connection tors are available from several largest galley blocks at the M2 and points at the same height as those manufacturers. The require- U1 door cross-aisle galley posi- of existing large aircraft, the A380 ments for these vehicles have tions, the ability to access both is serviced using mostly existing been defined in Airbus orga- directly, therefore avoiding the use ground servicing equipment and nized working groups in which of the trolley lift, can save up to 36 processes. Of the 21 pieces of airlines, GSE manufacturers and minutes. As catering is in the criti- equipment that are required to ser- ground handlers were involved. cal turn around path, the overall vice the aircraft, 19 are standard Today eight manufacturers are turn around time is also reduced by The fact that nine vehicle manufac- One of three upper deck catering widebody units, which can be offering A380 capable tractors 36 minutes (assuming a standard turers have announced the avail- vehicles tested at Frankfurt found on any airport ramp today. with several already in service. 555 seat cabin layout - this time ability of prototype vehicles before As with any other aircraft, it is could vary depending on the airline entry into service (three of which recommended to check the equip- Conventional A380 capable units layouts and galley locations). With were tested at Frankfurt) is again ment manufacturers specification weigh around 70 tonnes and have two standard passenger boarding testament to the cooperation against the aircraft requirements engines with around 300hp, which bridges to the main deck of the air- between Airbus, the airlines, cater- to ensure compatibility of a certain allow them to handle the A380 at craft, the use of upper deck cater- ers, and vehicle manufacturers. piece of GSE. A380 requirements MRW and under poor surface fric- ing at door U1R allows the A380 to The upper deck catering working can be found in the Aircraft tion conditions. At weights below achieve a turn around time of 90 group, organized by Airbus, was Characteristics for Airplane Plan- MRW and/or with good surface minutes, comparable to today’s successfully concluded in the sum- CONTACT DETAILS ning (AC) document, available on friction, it is also possible to use largest aircraft, though with 35% mer of 2005 after eight meetings. Thomas Burger the Airbus website (link at the end existing widebody tractor units. As more passengers boarded. During these meetings different Product Marketing Manager of this article). for all other aircraft, the A380 concepts were analysed and basic Airbus Marketing Division requires its own dedicated towbar. Other doors on the aircraft upper functional requirements were Tel: +33 (0)5 62 11 84 73 The two A380 specific units are an deck could also be considered for defined. IATA has also developed a Fax: +33 (0)5 61 93 31 01 thomas.burger@airbus.com upper deck catering vehicle, which Existing towbarless tractors can- direct servicing but the galley loca- dedicatedAirport Handling Manual allows direct access to the large not handle the A380 due to its tions and sizes of most A380 cus- standard (926) in its 2005 issue. A Thilo Stilp upper deck galley in order to larger nose wheel size; therefore tomer airlines are such that servicing new ISO standard on upper deck Group Manager enhance catering times, and due to new models have been designed them would not provide as big a ben- catering vehicles is also under Ground Operations & Environment the aircrafts higher ramp weight, a and are today available from five efit as it does for the U1 position. development. A380 Programme Tel: +33 (0)5 62 11 06 33 more powerful tow tractor. These manufacturers. These new designs Fax: +33 (0)5 61 93 35 86 Getting ready for push back units are compatible with existing were again defined during the thilo.stilp@airbus.com widebody aircraft, this being a working group meetings. Due to clear requirement from the airlines the direct interface between these and handlers that helped define them in regular Airbus organized working group meetings. They are tractors and the aircraft nose land- ing gear these units need to be qualified prior to being used on Conclusion available from several manufactur- the A380 on a regular basis. The The Frankfurt airport check exercise through a more general ground handling ers, some of who provided vehicles towbarless tractor qualification represented the culmination of many years working group. This will ensure that all for the Frankfurt tests. procedure is a standard practice of cooperation between Airbus and the relevant information is passed to those today for all Airbus and other man- airport community on the design of the who will shortly be regularly servicing the A380 CAPABLE TOW TRACTORS ufacturers aircraft and ensures that A380. It also signalled the readiness of aircraft. The route proving campaign will the pushback and towing manoeu- airports to accept the aircraft using mainly then be the final validation of the airport Carrying 555 passengers up to vres will not adversely affect the existing infrastructure and equipment, optimized design of the A380, providing thus validating a design goal set from the Airbus, customer airlines, airports and 8,000nm means that the A380 has a nose landing gear life cycle. start of the programme. In the coming ground handlers with the knowledge higher MTOW and consequently months Airbus contact with the ground and experience to ensure a smooth entry MRW (Maximum Take-Off Weight UPPER DECK CATERING handling community will continue in into service. and Maximum Ramp Weight) than conjunction with customer airlines today’s largest aircraft. Although As a standard, the A380 is this extra weight does not result in equipped with trolley lifts at the Link to A380 Airplane Characteristics for Airtport Planning: FAST 37 FAST 37 higher pavement loading than exist- M2 and M5 doors (second and http://www.airbus.com/store/mm_repository/pdf/att00004248/media_object_file_AC_A380.pdf ing widebody aircraft (the A380 has fifth main deck doors left and 26 27
  • 17.
    AIRBUS TRAINING AIRPORT- A VIRTUAL AIRPORT FOR PILOT TRAINING AIRBUS TRAINING AIRPORT - A VIRTUAL AIRPORT FOR PILOT TRAINING The ability to offer a wider range of necessitated diverting the course experience, such as ‘black hole’ of the river Loire! approaches, or airports in line with a pilot’s future operating environ- Fortunately, as this is a virtual ment in different parts of the world airport and consequently a virtual is the ideal for pilot familiarization, river diversion the real residents but is not feasible in this situation. of the new river course did not Considering these issues, and with a get wet! vision of what an ideal system should be like, Airbus training has For performance limitations: developed and introduced an innov- GPWS (Ground Proximity Warning ative tool for pilot training. This is System) training and ILS (Instrument the Airbus Training Airport - a vir- Landing System) approaches with tual airport - that is used in the a 4° glide slope a hill was introduced M/FTD (Maintenance/Flight Train- in line with the new runway. Urban ing Device) and in the Full Flight areas were also included for noise Simulator for the new Airbus Pilot abatement restrictions. Transition (APT) courses. Its objec- tive is to provide functionalities to The design of taxiways and ground enable pilot training on most types markings was done with experts of approaches, runways, signboards from the French Civil Aviation Airbus and ground markings etc that they will encounter worldwide. This article describes the six steps Authorities in compliance with ICAO (International Civil Aviation Organization) annex 14 as well as French regulations. Particular Training Airport it took to achieve the Airbus attention was paid to ground mark- Training Airport: airport site, plat- ings due to the taxi training recom- form, terminal buildings and mended by the FAA (Federal facilities, charts, FMGS (Flight Aviation Administration) in Advi- Management Guidance System) sory Circular 120-74. A virtual airport for pilot training database and visual scene. The platform has three runways of different lengths and widths Airport site and an additional one under construction. All have several To complete a pilot type-rating course and issue an Flying to several airports gives some experience of The airport position is: 46 24. approach lighting systems (PAPI, adequate certificate Airbus training centre different runways, lighting systems, taxiways and 4N/004 01.3E. The reason for this APAPI, PAPI L, PAPI R, VASI*). includes in its curriculum a number of instrument parking, but the possibility to experience a wider choice is the presence of a flying A LDIN (Lead-in Light System) and visual approaches, as required by airworthi- range of these is limited by the facilities of the air- school that has available runway approach is also available with a ness authorities. To perform these it has become ports themselves. Furthermore, flying to these air- and radio aids. In addition, it is final turn over water as a lake was necessary to fly to several different airports ports requires the maintenance of a substantial close to the centre of France, thus it added to enable this. because Toulouse Blagnac airport does not have amount of airport charts, performance tables and is possible to fly a one-hour leg to the capacity to handle all the approaches. visual scenes, which is time consuming, quite the major airports of the neigh- The airport will be available in expensive and inconvenient for all involved. bourhood. 2007 in Jeppesen ANS (Airport Navigation System). In addition, Platform the software makes it possible to reproduce airport traffic moving The airport platform was designed on the ground so training exercises, to provide the functionalities to in particular with low visibility, are train pilots on most of the types of achievable. One of the most diffi- runways, signboards, ground cult parts of a flight in some con- * ABBREVIATIONS markings and so on. To achieve gested airports is the taxi from the PAPI: Precision Approach Path Indicator this, it was designed according to gate to the holding point and from L: left - R: right the airport on the selected site. the runway to the gate. This is sig- APAPI: Abbreviated Precision Approach Path Indicator Captain Kheireddine Belguedj Bernard Benetti Flight instructor pilot CAA/TRI.TRE Aircraft Simulation Expert However, this did not offer all the nificantly eased when the airport is VASI: Visual Approach Slope Indicator Training policy Training Devices Simulation & Maintenance possibilities needed, so it was nec- equipped with the SMGCS Training and Flight Operations Support & Services Training and Flight Operations Support & Services essary to add a new runway at 90° (Surface Movement Guidance FAST 37 FAST 37 Airbus Customer Services Airbus Customer Services to the existing one to allow partic- Control System) and the airport ular circling approaches, which also has this possibility. 28 29
  • 18.
    AIRBUS TRAINING AIRPORT- A VIRTUAL AIRPORT FOR PILOT TRAINING AIRBUS TRAINING AIRPORT - A VIRTUAL AIRPORT FOR PILOT TRAINING Terminal buildings Non-precision approaches like VOR DME, ADF, localiser back Visual scene This was achieved by day, as well as by night, in all kinds of weather conditions and facilities course and even VDF such as nice weather, fog and snow. (Voice Directional Finder) are also For training tools like flight training When the runway is wet or contaminated The airport has a main central possible. devices or full flight simulators the visual with ice, snow, or slush, the visual terminal building and two side scene is of paramount importance, as its system reflects the runway surface and satellites. Each is devoted to an The basic issue of the charts is in level of reliability and visual quality has degraded braking action is reproduced. aircraft size: the north satellite for AIP (Aeronautical Information a direct impact on the level of training. the A380, the central terminal for Publications) format converted to Pilots in some regions of the world may the A330/A340 and A300 families Jeppesen format and it will be The design of the airport visual scene have to land at night with only the and the south satellite for the A320 available in LIDO Flight Nav format started with a two-dimensional model runway lights as a reference, which is a Family. Three different aircraft as well. These formats are alterna- drawing followed by building from this so-called ‘black hole approach’. Such guidance systems are implemented tive versions of the charts available a three-dimensional model using appro- an approach can be simulated with the at the gates. The airport has two for airports (see examples and list priate software. The model data was airport by switching off all the lighting control towers, a freight terminal, on the left). then translated by another software into of the environment of the visual scene a maintenance hangar and several data to be processed by the simulator except the lights of the landing runway. parking positions on the tarmac. image generator. The airport is available A fire station is included, as well as FMGS database for a number of visual systems of CONTACT DETAILS some administration buildings. The different manufacturers. Captain Kheireddine Belguedj service roads and antennas of radio The STARs (Standard Terminal Flight instructor pilot CAA/TRI.TRE - Training policy - Training and aids are also shown on the visual Arrival Routes), SIDs (Standard Particular attention was paid to details Flight Operations Support & Services - Airbus Customer Services scene. Instrument Departures), and to obtain high definition of the close Tel: +33 (0)5 61 93 20 71 - Fax: +33 (0)5 62 11 07 40 instrument approaches listed in the environment of the airport. kheireddine.belguedj@airbus.com pilot documentation are included Bernard Benetti Airport charts in the FMGS (Flight Management Aircraft Simulation Expert - Training Devices Simulation & and Guidance System) database Maintenance - Training and Flight Operations Support & Services Airbus Customer Services List of Jeppesen charts List of Jeppesen charts The airport charts were designed and coded according to ARINC Tel: +33 (0)5 61 93 21 73 - Fax: +33 (0)5 61 93 20 73 by ENAC (Ecole Nationale de (Aeronautical Radio, Inc) 424 bernard.benetti@airbus.com STAR ATN 1C, BUZIL 1C, DJL 1C FOR RWYS 33L/R STAR DJL 1A FOR RWYS 06, 07, 15L/R, 24 l’Aviation Civile), which is the norms. Due to the implementation For ENAC contact Hervé Pradines STAR DJL 1B FOR RWYS 15L/R, 24 STAR CFA 1D, EB 1D FOR RWYS 06, 07, 33L/R French aviation academy. With the airport it is possible to practise ILS approaches, CAT I, CAT II and of artificial terrain and the modifi- cation of the environment the EGPWS (Enhanced Ground Conclusion PANS-OPS designer and instructor herve.pradines@enac.fr SID ATN 1E, ATN 1N, BUZIL 1E, BUZIL 1N, CAT III with a 3° glide slope and Proximity Warning System) data- BUZIL 1S FOR RWYS 06, 07, 33L/R, 15L/R, 24 Airbus experience in the use of the Airbus charts and performance tables), offering also a 4° glide slope on different base is modified to match the Training Airport has demonstrated many benefits from a basic school to a SIDMOU 1N, MOU 1W, ONZON 1S FOR RWYS 33L/R, orientations of the same runway. surrounding terrain profile. 24, 15L/R benefits, some examples: professional training centre. AIRPORT PLAN • Training in extreme conditions (short and • Airbus Training Airport has been used AIRPORT LIGHT DESCRIPTION narrow runway covered with ice, blowing since October 2004 in all Airbus training AIRPORT PARKING PLAN snow, crosswind and degraded braking centres and since November 2005 in the action). It is not necessary to have a centres of Airbus partners. APPROACH ILS RWY 06 Gander or Goose Bay visual scene to APPROACH ILS RWY 07 practise a localiser back course approach. • The airport will evolve at the same rate Pilots who need to fly for the first time to as development of Airbus technology and APPROACH LOC (BCK CRS) RWY 15L New York (Kennedy airport) or Tokyo airport regulation amendments. APPROACH ILS RWY 33L (Haneda airport) can practice an LDIN approach on the Airbus airport before their Considering the trend of basic training for APPROACH ILS RWY 33R first trip and therefore be familiar and airline pilots towards increasing simulator APPROACH CAT II ILS RWY 33R comfortable with it before doing it in time and reducing real aircraft handling, APPROACH RNAV GNSS RWY 24 reality. an increasing part (most) of courses will be performed on training devices and full APPROACH VOR DME RWY 15R • The airport can be customised to flight simulators. Therefore, the Airbus APPROACH VOR DME RWY 24 reproduce an operator’s home airport and Training Airport with its wide range of implemented in any place in the world, so possibilities will be of great value to APPROACH VOR DME RWY 33L can comply with an operator’s local ensure good quality pilot training and APPROACH VOR DME RWY 33R training needs. generate increasing benefits for those using it. APPROACH NDB RWY 33R • It is flexible, adaptable and enables cost savings (no update required for airport FAST 37 FAST 37 CIRCLING APPROACH FOR RWY 15L/R 30 31
  • 19.
    COUNTERING JET FUELPRICE INCREASES - GUIDANCE ON FUEL SAVING TITLE - SUB-TITLE COUNTERING JET FUEL PRICE INCREASES - GUIDANCE ON FUEL SAVING nformation None of the information contained in the ‘getting to grips’ publications is intended to replace procedures or recommendations contained in the Flight Crew Operating Manual (FCOM), but rather to highlight the areas where maintenance, operations and flight crews can contribute significantly to fuel savings. getting to grips getting to grips with fuel economy with the cost index ISSUE 3 - JULY 2004 ISSUE 2 - MAY 1998 Countering This examines the influence of flight operations on fuel conserva- tion and provides recommenda- tions to enhance fuel economy. It In addition to navigation functions, the Flight Management Computer (FMC) carries out real-time perfor- mance optimization aimed at pro- jet fuel price covers maximization of range for a viding best economics, not simply given payload, the decrease of fuel in terms of fuel consumption, uplift from high fuel cost airports but rather in terms of direct operat- and introduces the concept of cost ing costs. This is achieved using index (see ‘Getting to Grips with the cost index concept that helps increases the cost index’ on the right). Also, it systematically reviews fuel conservation relative to ground and fuel and time-related costs to be balanced. Airbus has recently launched a new Guidance on fuel saving flight performance, including cen- tre of gravity position, excess software tool called AirS@vings. It is designed to provide a dynamic weight, flight planning, auxiliary determination of the cost index power unit operations, taxiing, under a wide variety of operational In the last two years the average cost of jet fuel The mechanisms for maximising fuel economy climb, step climb, cruise, descent, criteria so that it can be accurately has doubled as shown in the report on the right, are well understood as being aerodynamically holding and approach. tailored to the specifics of an air- ATA monthly jet fuel report while competition in the airline industry is clean aircraft, well maintained engines and good line’s operation on a particular route. intense. Consequently, more and more airlines are flight planning and procedures. looking to optimize their fuel consumption as a means of minimizing overall costs. This article highlights existing Airbus ‘Getting to grips with’ publications where information on optimizing fuel consumption can be found and identifies some additional areas for consideration. Simon Weselby Frédéric Desgeorge A320 Family Programme Manager A330/A340 Programme Manager Airbus Customer Services Airbus Customer Services FAST 37 FAST 37 32 33
  • 20.
    COUNTERING JET FUELPRICE INCREASES - GUIDANCE ON FUEL SAVING COUNTERING JET FUEL PRICE INCREASES - GUIDANCE ON FUEL SAVING Other areas for • Developing an engine water wash schedule consideration Over time, dirt accumulation on the compressor airfoils reduces In addition to the ‘getting to grips engine compressor efficiency. with’ publications an airline has Engine core water washes are many other routes available for recommended to remove this. minimizing fuel expenditure, Contamination levels depend on including: the aircraft’s operation and • Minimizing dispatches under environment, so wash frequency MEL (Minimum Equipment must be optimized by each List) conditions that include operator. Periodic engine water requirements for additional fuel washes also have a positive reserves, or where fuel burn is effect on the exhaust gas increased. temperature margin and Example: dispatch with wing consequently on engine life getting hands-on getting to grips getting to grips anti-ice valve failed in open • Trading passenger comfort or experience with aircraft with aircraft position may increase fuel service against weight (carrying consumption by up to 6% newspapers, magazines, with aerodynamic performance performance depending on aircraft. blankets, reducing potable water deterioration ISSUE 1 - JANUARY 2002 monitoring • Implementing an engine health carried, etc.). ISSUE 1 - JANUARY 2003 monitoring system ISSUE 2 - OCTOBER 2001 Example: engine component This examines the influence of This addresses three different This provides guidelines for air- defects may increase fuel aerodynamic deterioration on aspects of aircraft performance: craft performance monitoring consumption while remaining operational costs. During an air- • Physical aspect: Reminders on based on feedback obtained from operational and engine health craft’s life deterioration is likely to flight mechanics, aerodynamics, many operators and on Airbus’ monitoring can highlight such occur and drag can increase by up altimetry, influence of external knowledge of its aircraft. It has increases. to 2% within five years. This in parameters on aircraft five-objectives: • Working closely with the turn can result in a significant fuel performance, flight optimization • Introduce performance engine shop to establish an CONTACT DETAILS consumption increase. However, concepts, etc. monitoring, presenting the optimized refurbishment this cost has to be traded against • Regulatory aspect: Description different analysis methods and workscope that provides the best Simon Weselby the cost of maintenance to estab- of the main JAR and FAR tools. compromise between cost, A320 Family Programme certification and operating rules, • How to deal with the amount of reliability and performance Manager lish when it is cost-effective to restoration Tel: +33 (0)5 62 11 75 16 carry out corrective measures. leading to the establishment of data required, the most common Fax: +33 (0)5 61 30 00 79 limitations. ways to get data routinely simon.weselby@airbus.com Cost-benefit analyses are a practi- • Operational aspect: Description recorded are described via a cal way to approach this and of operational methods, aircraft quick overview of the available Frédéric Desgeorge computer logics, operational aircraft systems. A330/A340 Programme Airbus has carried out numerous Manager performance audits in cooperation procedures, pilot’s actions, etc. • Guidelines on the way to Airbus Customer Services with airlines. Consequently this process the data using one of the Tel : +33 (0) 5 61 93 42 01 can help operators determine cor- Airbus aircraft performance- Fax : +33 (0) 5 61 30 00 79 rective actions that are financially monitoring tools, namely the frederic.desgeorge@airbus.com beneficial despite the short-term APM programme. maintenance costs. • Assessing data coming from regular cruise performance Conclusion analysis. • Airbus recommendations on Airbus has previously published be best served by adopting a holistic or how to use the results of a wide range of information and airline-wide approach and not making fuel analysis in daily aircraft recommendations for the optimization economy the responsibility of any single operations. of both aircraft performance and fuel entity in the organization. economy. These publications remain as valid today as when they were Airbus also recognizes the increasing published (with the exception of certain importance of fuel efficiency to its economic conditions). The breadth of customers so further support will become these recommendations illustrate that an available during the course of 2006. airline wishing to minimize its fuel bill will FAST 37 FAST 37 34 35
  • 21.
    GIANTS OF THESKIES, PAST AND PRESENT Giants of the skies, past and present A ‘giant of the skies’, a seven seater Fokker D378 of Aero Lloyd, lands at Hamburg Fuhlsbüttel airport in Germany in 1926 - the same year Germany’s main airport Frankfurt opened. Almost 80 years later, on 29 October 2005, another ‘giant of the skies’ landed at Frankfurt airport and is shown docked. This is the 555 seater Airbus A380 - how things have changed, not only for aircraft but airports too! FAST 37 36
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    CUSTOMER SUPPORT AROUND THE CLOCK... AROUND THE WORLD WORLDWIDE Jean-Daniel Leroy VP Customer Support Tel: +33 (0)5 61 93 35 04 Fax: +33 (0)5 61 93 41 01 USA/CANADA Philippe Bordes Senior Director Customer Support Tel: +1 (703) 834 3506 Fax: +1 (703) 834 3464 Customer Support Centres Training centres CHINA Spares centres / Regional warehouses Resident Customer Support Managers (RCSM) Ron Bollekamp Senior Director Customer Support RCSM location Country RCSM location Country Tel: +86 10 804 86161 Abu Dhabi United Arab Emirates London United Kingdom Fax: +86 10 804 86162 / 63 Ajaccio France Louisville United States of America Algiers Algeria Luton United Kingdom RESIDENT CUSTOMER SUPPORT Al-Manamah Bahrain Macau S.A.R. China Amman Jordan Madrid Spain ADMINISTRATION Amsterdam Netherlands Manchester United Kingdom Jean-Philippe Guillon Athens Greece Manila Philippines Director Auckland New Zealand Mauritius Mauritius Resident Customer Support Administration Baku Azerbaijan Memphis United States of America Bandar Seri Begawan Brunei Mexico City Mexico Tel: +33 (0)5 61 93 31 02 Bangalore India Miami United States of America Fax: +33 (0)5 61 93 49 64 Bangkok Thailand Milan Italy Barcelona Spain Minneapolis United States of America TECHNICAL, SPARES, TRAINING Beirut Lebanon Montreal Canada Berlin Germany Moscow Russia Airbus has its main spares centre in Hamburg, Brussels Belgium Mumbai India and regional warehouses in Frankfurt, Buenos Aires Argentina Nanchang China Washington D.C., Beijing and Singapore. Cairo Egypt Nanjing China Casablanca Morocco New York United States of America Charlotte United States of America Newcastle Australia Airbus operates 24 hours a day every day. Chengdu China Ningbo China AOG Technical and Spares calls. Cologne Germany Noumea New Caledonia Colombo Sri Lanka Orlando United States of America Copenhagen Denmark Palma de Mallorca Spain Airbus Technical AOG Centre (AIRTAC) Dalian China Paris France Tel: +33 (0)5 61 93 34 00 Damascus Syria Paro Bhutan Fax:+33 (0)5 61 93 35 00 Delhi India Phoenix United States of America support.airtac@airbus.com Denver United States of America Pittsburgh United States of America Derby United Kingdom Prague Czech Republic Detroit United States of America Qingdao China Spares AOGs in North America should be Dhaka Bangladesh Quito Ecuador addressed to: Doha Qatar Rome Italy Tel: +1 (703) 729 9000 Donetsk Ukraine San’a Yemen Dubai United Arab Emirates San Francisco United States of America Fax:+1 (703) 729 4373 Dublin Ireland San Salvador El Salvador Duluth United States of America Santiago Chile Spares AOGs outside North America Dusseldorf Germany Sao Paulo Brazil should be addressed to: Fort Lauderdale United States of America Seoul South Korea Frankfurt Germany Shanghai China Tel: +49 (40) 50 76 3001/3002/3003 Guangzhou China Sharjah United Arab Emirates Fax:+49 (40) 50 76 3011/3012/3013 Hangzhou China Shenyang China Haikou China Shenzhen China Airbus Training Centre Toulouse, France Hanoi Vietnam Singapore Singapore Helsinki Finland Sydney Australia Tel: +33 (0)5 61 93 33 33 Hong Kong S.A.R. China Taipei Taiwan Fax:+33 (0)5 61 93 20 94 Indianapolis United States of America Tashkent Uzbekistan Istanbul Turkey Tehran Iran Jakarta Indonesia Tokyo Japan Airbus Training subsidiaries Jinan China Toronto Canada Miami, USA - Florida Johannesburg South Africa Toulouse France Tel: +1 (305) 871 36 55 Karachi Pakistan Tulsa United States of America Fax:+1 (305) 871 46 49 kita-Kyushu Japan Tunis Tunisia FAST 37 Kuala Lumpur Malaysia Vienna Austria Beijing, China Kuwait city Kuwait Washington United States of America Tel: +86 10 80 48 63 40 Lanzhou China Xi'an China Fax:+86 10 80 48 65 76 Larnaca Cyprus Zurich Switzerland Lisbon Portugal 37
  • 23.
    www.airbusworld.com Over a millionpages of information, now online. We could write pages and pages on how we can make personalised details and you can even cut and paste any your business information management more cost effective. relevant information into your own But why hunt through endless filing cabinets when with documents. Don’t go through the Airbus On-Line Services you get rapid, up to date access long haul to find what you want, to all our technical data? It’s simple and easy to use. visit www.airbusworld.com instead. All subscribers have totally secure access to all their Airbus. Setting the standards.