AI

RB

US

T

EC

HN

IC

AL

M

AG

AZ

IN

EF

AS

T

35

F L I G H T

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

D E C E M B E R 2 0 0 4 35

HUMAN FACTORS SYMPOSIUMNew Delhi, India, 14-16 September 2004Seoul, Korea, 23-25 November 2004Airbus continued the dialogue with itsoperators at this forum, discussing humanfactors aspects with practical andoperational perspectives.

AIRBUS SPARES & SUPPLIERSERVICES REGIONAL SYMPOSIUMPuerto Vallarta, Mexico, 25-28 October 2004This event focused on the latestdevelopments related to spares support andservices for all Airbus customers of theAmericas. The conference followed thetheme ‘Reducing cost through supply chainpartnerships’.

AIRBUS WARRANTY CONFERENCEToulouse, France, 30 November-2 December 2004This was the second event concerningAirbus Warranty processes. Customersmade great contributions to the event and, inaddition, a significant number of suppliersparticipated and made contributions. The main Warranty topics were addressedby alternating presentations with questionsand answers, workshops and face to facemeetings. All these dialogues resulted inpositive exchanges to the benefit of allparties involved.

7TH TRAINING SYMPOSIUMBangkok, Thailand, 6-10 December 2004This event targeted and ran in parallel, the three main streams of Airbus Training:Flight Crew, Maintenance and Cabin Crew.The symposium is the best forum available,providing a unique opportunity for briefingson all Airbus training programmes,developments and facilities, including the A380, as well as various training devicesused by our customer base. Operatortraining experts will also present additionaltraining technologies, methods andsolutions.

13TH PERFORMANCE & OPSCONFERENCEBangkok, Thailand, 4-8 April 2005Flight crews, operations and performancespecialists are invited to attend and activelyparticipate in the four-day conference,which will offer numerous opportunities to constructively exchange views andinformation, and increase mutual co-operation and communication. More than 80 subjects will be addressed,including EFB, flight operations,performance, CNS/ATM, A380 operationand new documentation. Along with thedifferent sessions, numerous booths will beavailable daily in order to discuss issues andview demonstrations of the newly developedAirbus Flight Operations software.

TECHNICAL DATA SUPPORT &SERVICES SYMPOSIUMAthens, Greece, 25-29 April 2005Airbus will continue the dialogue withoperators, concerning the changing face oftechnical data. This event will focus on the:• Maturity, functionalities & benefits of

Airbus’ digital data application & tools• Optimisation of products, data availability

and quality• Customer Satisfaction Program (CSIP)

outcome, measures & results• Current and scheduled

developments/projects.The preliminary agenda and the formalinvitation will be sent out in December2004.

A320 FAMILY TECHNICAL SYMPOSIUMRhodes, Greece, 23-27 May 2005The next A320 Family Symposium, willtake place in Rhodes, in the Greek islands.It will include actual in-service issuescovering the A320 programme and generalinterest subjects concerning, or affecting,the A320 Family. It will be a forum for allcustomers and operators fleet managers ofthe A320 family to exchange experience.

Customer Services

events

Coming soon Just happened

This issue of FAST has been printed on paperproduced without using chlorine, to reducewaste and help conserve natural resources.Every little helps!

Publisher: Bruno PiquetEditor: Kenneth Johnson

Graphic Designer: Agnès Massol-Lacombe

Customer Services Marketing Tel: +33 (0)5 61 93 43 88

Fax: +33 (0)5 61 93 47 73E-mail: fast.magazine@airbus.com

Printer Escourbiac

FAST may be read on Internet http://www.airbus.com/customer/fast/aspunder Customer Services/Publications

ISSN 1293-5476

AI

RB

US

T

EC

HN

IC

AL

M

AG

AZ

IN

E2

6

11

19

26

30

32

33

Additional Center tanksUpgrading your Airbus fleet for enhanced operational flexibilitySonia Bouchardie

APT - Airbus Pilot TransitionThe new flight crew type rating courseCatherine Neu

Tools and Ground Support EquipmentThe complete storyAndré LoubaudGünter Urban

AirN@vSeamless one-stop access foraircraft documentationAnthony Poole

The International Airlines Technical PoolAirbus membership enhances airlines’ access to spares servicesPeter Buchfeld

A380Airports are preparing for commercial operationsJean-Paul Genottin

Thirty years ago...the A300B2 entered into service with Air France

Customer ServicesAround the clock… Around the world

F L I G H T

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

Computer Graphic by I3MPhotographs by Hervé Bérenger, Hervé Goussé and Philippe Masclet

35

FAST

35

1

FAST

35

1

Airbus Customer Services

© AIRBUS S.A.S. 2004. All rights reservedNo 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 bemodified and its images shall not be reproduced without prior written consent of Airbus.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 varyover time because of future factors that may affect the accuracy of information herein. Airbusassumes no 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, itslogo and product 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

D E C E M B E R 2 0 0 4

The extra fuel capacity is normallyinstalled in the forward part of theaft cargo hold in containers calledAdditional Centre Tanks (ACTs),which take the place of normalcargo containers. For the A320Family, ACT holds 2,992 liters offuel, while it holds 7,200 liters forthe A310 and A340-300. Mostmodels can accommodate up totwo ACTs when the cargo hold isconfigured for either standard bulk(A320 Family only) or cargo load-ing system, while maintainingroom within this area for cargo andbaggage transportation under spe-cific loading restrictions. TheA340-600 can hold one ACT in theaft section of the forward cargohold. The A319 Corporate Jet(A319CJ) can be fitted with up tosix ACTs, four in the aft cargo holdand two in the forward cargo hold.

The transfer of fuel from ACTs isalways to the centre tank and isnormally achieved by pressurisa-tion of the ACT using cabin air. Inthe event of a failure of the pres-surisation system a back-up electri-cal pump, installed on the rear wallof the ACT, ensures the fuel trans-fer. Refuel of the ACT is normallyautomatic and adds between 5 and10 minutes to the overall refueltime of the aircraft, meaning thatan A320 Family or A310 aircraftfitted with two ACTs can be refu-elled in under half an hour and anA340 aircraft within 40 minutes.These refuelling times, taking intoaccount the added ACTs, remainwithin the turnaround time neces-sary between flights.

The option to have one or moreACTs installed is broken down intotwo work packages:

• Structural and system provisions • ACT installation.

STRUCTURAL AND SYSTEMPROVISIONS

The structural provisions are cov-ered by a Service Bulletin and con-sist of reinforcement of the cargohold and loading system to enable

it to withstand the forces exertedby the fully laden ACT.

The system provisions include:

• fuel transfer and ventilation pipework between the ACT andcentre tanks,

• pressure regulation equipmentfitted in the cargo bay,

• drain lines between the ACT andassociated pipe work to the drainmast,

• cockpit and refuel control panelsand associated wiring for ACToperation.

The pressurisation system ensuresthat the ACT and centre tank arenot over pressurised.

When the system and structuralprovisions are in place, an ACT canbe positioned and restrained by thecargo latches and connected to therefuel/vent/shroud pipes, drainageand air pressurisation system aswell as the fuel quantity indicatingsystem. An ACT can normally beinstalled or removed in one eighthour shift, including system func-tional checks.

High-standard safety requirementssuch as impact walls to protect theACT from damage or overheatingare also set upon installation.

ACT INSTALLATION

The initial installation of an ACT isdone by Service Bulletin, whichenables its installation and removalas required. When the ACT isremoved, the provisions remain onthe aircraft and a kit is provided toblank and isolate connections. Thisprovides flexibility of ACT usageand maximum efficiency in its useby allowing operators to optimiseACT installation to their day to dayneeds.

ACTs are machined (to minimiseweight) light alloy containers, thefull width of the cargo bay, and havea flexible bladder tank attached toall internal surfaces. The weight ofthe tank dry is 400kgs for A320 FA

ST 3

5

3

1

2

3

The three main stepsin installing an ACT.

ADDITIONAL CENTER TANKS

To add an extra dimension to the operational flexibility of Airbusaircraft, Airbus has developed tailored modifications to enableinstallation of removable additional fuel tank capacity. This additionalfuel capacity enables operators to fly longer range, low capacity routes(long-thin routes), which otherwise would require a larger aircraft.

Originally developed in the 1980s for the A310-300 aircraft, the concepthas since been developed for the A340 and A320 Families of aircraft. Tomaximise the extra fuel capacity, modification to the aircraft designweights and associated modifications may be required or recommended.Some aircraft may not be candidates for ACT installation depending ontheir configuration, and are subject to case by case feasibility study.

Sonia BouchardieTechnical Project Manager

Upgrade Operations - SystemsCustomer Services

Upgrading your Airbus fleet for enhanced operational flexibility

FAST

35

2

ADDITIONAL CENTER TANKS

AdditionalCenter Tanks

Taking advantage of the highdegree of commonality offered bythe Airbus Family, ACTs are aflexible solution for operators toadapt to demand changes in theirmarkets.

Some operators have chosen thisoption and retrofitted provisionsand installation of one or two ACTson A320 and A321 aircraft. Some

of these have been retrofitted, orwill be retrofitted between 2004and 2007, including 2 VIP aircraft.

The ACT option is available andcan be subject to a RetrofitModification Offer upon request toAirbus Upgrade Services. The option has been added intoAirbus Upgrade ServicesCatalogue.

ConclusionCONTACT DETAILS

Sonia BouchardieTechnical Project ManagerUpgrade Operations - SystemsCustomer ServicesTel: +33 (0)5 62 11 01 49Fax: +33 (0)5 61 93 41 06sonia.bouchardie@airbus.com

CFMI engines

3,000nm

2,850nm

0

5

10

15

20

0

10

40

30

20

0 1,000 2,000 3,000 4,000 5,000

Supplementary fuel options:1 ACT (2,992l) / 2 ACTs (5,984l)

MTOW77t/169,750lb

150 passengers + baggage

Payload(1,000lb/t)

Payload range capabilityTypical internal reserves200nm alternate

FAR domestic reserves200nm alternate

Range (nm)

Range (nm)

0

40

80

120

0

40

20

4,000 5,000 6,000 7,000 8,000 9,000

295 passengers + baggage

295 pax + 20.7t (45,600lb) cargo

Payload(1,000lb/t)

7,100nm

ACT (7,200l)

271t MTOW

A340

A320

The ACT is anoptional feature forthe A340.Installing an ACTcould be anattractiveoperational featurefor high-yieldscheduled airlineswith averagepayload

Center tank

Center tank rear spar

Pressure bulkheadfuselage

ACT fuel system schematic

Belly fairing

Center tank vent pipe

Check valve

CheckvalveCheck

valve

Waterdrain

Waterdrain

Vent line

Flexible liner(bladder tank)

Cavity drain

Check valverestrictor

Defuser

Tank inlet valve

Vent valveVent

Burst disk

Pressurereducing valve

Inward relief valveFQI probe

FQI probe+ high level sensor+ low level sensor

Isolatingvalve

Interface withrefuel/defuel system

Expansion cells

ACTtransfer valve

ACTtransfer pump

Pressure switch

Pump discharge

Check valve

Leak monitor

Drain mastDrain pipefor trim line

Fuel/refueltransfer line

Filter

Cabin air intake

Ground testpoint T1

Ground testpoint T2

Air shutoff valve

Filter Ambient press datumfrom LDG gear bay

Air pressuresystem for fuel transfer

ACT tank wallCargo compartment

(Shrouded)

(Shrouded)

Family and 615kgs for A310 andA340-300. The ACT for the A340-300 is also common to the A310-300. Likewise, the ACT for theA319 (excluding the A319CJ), canalso be used on the A320 and A321.

The ACT also includes:

• two water drain valves, • two fuel quantity indicating

probes, • a drain system with leak monitor,• over/under pressure protection

devices.

The fuel probes for the A340-300differ from the A310-300 and theA321 differs from the A320 andA319. So they need to be changedwhen the ACT is switched betweenthese models.

The installation of an ACT is cur-rently an option in production for theA310, A319, A320, A321 and A340.Some Service Bulletins are availableto retrofit the system and structuralprovisions (not all aircraft can beretrofitted due to structural con-straints) and install the ACTs. Thisadditional tankage available forAirbus aircraft provides operators

with an increased fuel capacitygiving enhanced operational flexi-bility. The ACT gives them theability to extend the range at bothaverage and low payload condi-tions or increase payload signifi-cantly at fuel-limiting ranges,therefore enabling them to use theMTOW (Maximum Take OffWeight) increase more efficiently.Furthermore, the ULD (Unit LoadDevice) container shape of theACT gives the operator great han-dling facility, particularly when theaircraft is equipped with a semi-automatic cargo loading system.The cargo loading system allowsquick and easy installation, orremoval, of the ACT without theneed for any tooling.

With the current passenger tofreighter conversions, operatorsmay also benefit from the aircraftdowntime to embody the ACTsoption on the A310-300 or A300-600 to further enhance the aircraftoperational performance.

VIP cabin conversions for all typesof aircraft may also be an opportu-nity to benefit from ACT installa-tion during the aircraft downtime.

Rails for the ACT

ACT fuel pipes installations

ADDITIONAL CENTER TANKS ADDITIONAL CENTER TANKSFA

ST 3

5

4

FAST

35

5

TRAINING DEFINITIONTHE KEY ELEMENTS

APT has been developed by apply-ing the following principles:

SYSTEMATIC APPROACH TOINSTRUCTIONAirbus training programmes aredefined to achieve precise trainingobjectives and to bring flight crewup to proficiency in the most effi-cient way, in a learning and timesense.

The training objectives are deter-mined through a complete taskanalysis. The instructional systemis approached as a whole, wherethe training methods, course con-tents and training equipment areselected for their ability to best fitthe required final objectives.

LEARNING BY DOINGPractical training is progressivelyintroduced very early in the learningprocess, with training on StandardOperating Procedures (SOP), crewconcept and task sharing.

Computer Based Training (CBT)learning sessions start right fromthe beginning or the course and arecombined daily with realistichands-on sessions on Airbus’s newstate-of-the-art training device –The Maintenance/Flight TrainingDevice (M/FTD)

TRAINING TO PROFICIENCYAt the end of the training pro-gramme, each crew member shallbe capable of carrying out theirtasks safely and efficiently, inaccordance with the training objec-tives. Therefore, the trainingsequence does not permit a traineeto move up from one phase to thenext until they have acquired theskills necessary to complete theobjectives of their current phase.

RIGOROUS DEFINITION OF THETRAINEE PREREQUISITESGood definition of the entry levelof trainees is a success factor fortraining programme specification.To be effective, a training pro-

gramme must start from alreadyacquired knowledge, avoiding cre-ating gaps never filled, or timelessrepetition of well known items.

TRAINING CURRICULUMORGANISATION

The training is organised around atwo-step learning process – aground phase enabling learningabout systems and operational pro-cedures and a ‘handling’phase usinga Full-Flight Simulator (FFS).

The ground phase is performedusing CBT for system knowledge ona laptop provided to each trainee, italso includes self-paced learning onthe M/FTD.

Thanks to the M/FTD, traineesbecome familiar with operations inthe cockpit from the fifth day oftraining and benefit from an inter-active learning of aircraft proce-dures. Each crew is supported by adedicated instructor.

In addition, the M/FTD offers theadvantage of being a transportabletool, so the ground phase can becompleted at an Airbus training cen-tre or at the operator’s home base. FA

ST 3

5

7

APT is based on the following prerequisites

CAPTAIN

• Valid and current AirlineTransport Pilot License (ATPL)

• Previous command experience

• Fluency in English. Able towrite, read and communicate atan adequately understandablelevel in English language

• 200 hours experience as airline,corporate or military transportpilot

• Jet experience

• Flight time:. 1,500 hours as pilot. 1,000 hours on JAR/FAR/CS

25 aircraft

FIRST OFFICER

• Previously qualified onJAR/FAR/CS 25

• Aircraft and commercialoperations valid and current CPL(Commercial Pilot License) withinstrument rating

• Fluency in English. Able towrite,read and communicate atan adequately understandablelevel in English language

• Jet experience

• Flight time:. 500 hours as pilot. 300 hours on JAR/FAR/CS,

25 aircraft. 200 hours experience as

airline, corporate or militarytransport pilot

APT - AIRBUS PILOT TRANSITION TRAININGAPT - AIRBUS PILOT TRANSITION TRAININGFA

ST 3

5

6

EFFICIENCY

MOBILITY

FLEXIBILITY

APT - AIRBUS PILOT TRANSITION TRAINING

The new Airbus Pilot Transition (APT) course is aninnovative approach to type rating that trains pilotsusing the latest interactive learning tools and has beenwelcomed by airline crews.

With the intensive use very early in the ground courseof the Maintenance/Flight Training Device (M/FTD),the first of its kind integrating tutorial mode in a 3Denvironment with high fidelity simulation software,Airbus again sets training standards for the futurethrough:

• increased training efficiency, quality of the groundschool phase

• optimised training time• greater mobility and flexibility and• high versatility and fidelity of the selected new

training devices.

Catherine NeuSynthetic Flight instructor

Flight Crew Training PolicyTraining & Flight Operations Support and Services

APTAirbus Pilot Transition The new flight crew type rating course

USE OF THE M/FTD DURING GROUND PHASE

(1) LOFT PHASE

A LOFT (Line Oriented FlightTraining) session is defined tosummarise all the exercises learnedthroughout the course and to givethe trainee experience in operatingthe aircraft in real time scenarios.

(2) AIRCRAFT BASE TRAINING

According to regulationrequirements and airline request,two options are provided to thecustomer:. either: Aircraft base training –

45 minutes per pilot, or . Zero Flight Time Training (ZFTT) –

4 hours per crew in the FFS

(3) SKILL TEST PHASE

According to the JAR – FCLrecommendations, the skill testsyllabi have been designed in acommercial air transportenvironment. They consist of: . 1st part: a real time sector with

some specific events. 2nd part: additional part to deal

with the remaining items to beperformed by the trainee in orderto fully satisfy the JAR – FCLrequirement.

When working on system oper-ations, an appropriate CBTsummary can be displayed onadditional screens.

MODE 1LINKS TO CBT SUMMARY MODULES

Training is fullyintegrated.No part task trainingand progressiveintroduction of: • Flight Management

System (FMS)functions,

• Systems knowledge• Standard Operating

Procedures (SOP) in normal and abnormal operations

• Crew ResourceManagement (CRM)including tasksharing.

APT - AIRBUS PILOT TRANSITION TRAININGAPT - AIRBUS PILOT TRANSITION TRAINING

FAST

35

9

FAST

35

8

COURSE BREAKDOWN IN PERCENTAGE BY TYPE OF TRAINING DEVICES

Note: Figures shown for A320 Family.Similar for A330/A340 Family.

Computer Based Training24.4%

Welcome/Performance/Cabin/FCOM13.5%

Maintenance /Flight Training Device

27% 10 days alternating M/FTD (4h)

and CBT self study (3h)

Full FlightSimulator24.2%

Briefing & Debriefing10.9%

Ground Phase

Handling Phase

DAYS

Skill test phase (3)FFS

Aircraft base (2)training FFS

LOFT phase (1)FFS

(Optional)Low visibility

operationsFFS

11 33 55 77 99 1111 1313 1515 1717 1919 2121 2323 2525

22 44 66 88 1010 1212 1414 1616 1818 2020 2222 2424 2626

WelcomeFCOM, LPC*, CRM*Cockpit philosophy,

SOPs

CBTM/FTD

CBTM/FTD

Performance

CBTM/FTD

CBTM/FTD

CBTM/FTD

CBTM/FTD

CBTM/FTD

Performance& system test FFS 2 FFS 4 FFS 6

CBTM/FTD

CBTM/FTD

CBTM/FTD

CBTM/FTD + CABIN

CBTM/FTD

FFS 1 FFS 3 FFS 5 FFS 7

GROUND PHASE HANDLING PHASE

DETAILED CURRICULUM

CBT in classroom is restricted tosystems presentation. Self pacedCBT for normal and abnormaloperations to prepare the M/FTDsessions.

Self18.1%

Instructor led6.3%

APT - AIRBUS PILOT TRANSITION TRAINING

* LPC: Less Paper Cockpit - CRM: Crew Resource Management

The first A320 APT courses werecarried out at the Toulouse trainingcentre in mid-September 2004 withcrews from two recent Airbuscustomers.Typical remarks on thecourse from these customer crewswere:

’The M/FTD tutorial sessions arevery impressive because we cansequence the entire flight anddivide the flight into phases. Theinstructor can teach us tasksharing and the actions to betaken in different flight situations’.’The structure of the courseallowed crews to practice theprocedural aspect of theirlearning on the M/FTD.’

The APT course dramaticallyenhances the quality and efficiencyof flight crew training and has beenwelcomed by the first crewstrained.

Today, all Airbus A320 crewstrained in the Toulouse trainingcentre are benefiting from the APTprogramme. Deployment of A320APT training in the other Airbus andCAE training centres is scheduledfor early in 2005.

APT training will be implemented inMarch 2005 for type rating on theAirbus A330/A340 aircraft and,later on, on the A380.

CONTACT DETAILS

Catherine NeuSynthetic Flight InstructorFlight Crew Training PolicyTraining & Flight OperationsSupport and ServicesTel: +33 5 61 93 28 08Fax: +33 5 62 11 07 40catherine.neu@airbus.com

Conclusion

MODE 2TUTORIAL MODE

The objective of this mode 2 is totrain the procedures:

• sequence of actions• appropriate call out• task sharing.

The Tutorial mode included in theM/FTD provides the instructorwith the appropriate initialisationswhen a specific lesson is selectedon the M/FTD instructor panel, i.e.the M/FTD is automatically ini-tialised in the correct configura-tion for the lesson (time saving).The M/FTD also provides somevisual materials (drawing onscreen).

The tutorial mode is a major con-tributor to training standardisa-tion, especially for non-Airbusinstructors.

MODE 3STANDARD FREE PLAYSIMULATION

In mode 3 trainees can use theM/FTD in the same way and withthe same level of system simula-tion as in a full flight simulator.

APT - AIRBUS PILOT TRANSITION TRAININGFA

ST 3

5

10

FAST

35

11

TOOLS AND GROUND SUPPORT EQUIPMENT - THE COMPLETE STORY

FAST

35

11

André LoubaudDirector Ground Support Equipment

GSE & Tools and Maintenance FacilitiesCustomer Services

Günter UrbanSenior Manager

Ground Support Equipment/ToolsSpares Support & Services

On the East African plain 2.5 million years ago, driven by starvation and its desire forsurvival, desperate to feed on a whitened skeleton of what had already been the supper of

large predators and hosts of scavengers, a small Australopithecus chose a large flat stoneto crush the larger bones and suck out the nourishing marrow. Little did that creature know,

but apart from guaranteeing survival of its species and propelling it far forward intoevolution, it had invented the ‘Tool’, a tool which allowed it unlimited access to food that noother species could reach.Some generations later, its offspring would be designing and manufacturing stone tools of allshapes and sizes for a wide range of tasks, from cutting and crushing to ploughing and building.For almost each conceivable application, mankind would design tools to ease or often allow thetask to be done: The Specific Tool was born.

In the beginning...

Mas

sol-L

acom

be

Tools andGround Support

EquipmentThe complete story

Similarly, modification tools canbe used for on-aircraft applications(Airbus modification SBs) orworkshop applications (e.g. com-ponent vendor SBs).

ORGANISATION AND STRUCTURE

The Airbus tool and GSE world issplit between the GSE and toolengineering group (transnationalactivity), which covers all the tech-nical responsibilities, and the GSEand tool supply group, which dealswith all the commercial responsi-bilities.

TOOLS AND GROUND SUPPORT EQUIPMENT - TTHE COMPLETE STORYTOOLS AND GROUND SUPPORT EQUIPMENT - TTHE COMPLETE STORY

A set of standard tools

FOR THE TECHNICAL PART

The ‘providers’ to the GSE and tool engineering group are:• the aircraft systems and structure design office• the maintainability/supportability department who work with

digital mock-ups of the aircraft, tools and users• lessons learned from thirty years of Airbus maintenance tool

design and customer feedback.

The ‘users’ of GSE and tool engineering group’s work are:• the technical data department who distribute the group’s tool

drawings and Tool Equipment Bulletins (TEBs) and use this data togenerate the aircraft maintenance documentation and the Tool andEquipment Manual (TEM)

• customer and MRO (Maintenance Repair and Overhaul)organisations who use information for tool provision purposes andto solve daily technical queries

• GSE suppliers who receive GSE and tool engineering groupaircraft specifications for GSE design

• Airbus tool manufacturing licensees who receive GSE and toolengineering group daily support for tool manufacturing

• The GSE and tool supply group for technical support.

FOR THE COMMERCIAL PART

The ‘providers’ to the GSE and tool supply group, are:• Airbus tool manufacturing licensees who receive tool orders from the group and deliver tools to it• GSE suppliers who deliver GSE to the group• Original Equipment Manufacturers (OEMs) who deliver tools to the group.

The ‘users’ of the GSE and tool supply group’s work are:• the Airbus customer order desk who receive orders and RFQs (Request For Quotation) for tools daily• customers and MROs purchasing who use the group for tool delivery, re-certification or repair, loan etc.

Whether one believes in theTheory of Evolution or not, onecan only accept that the design,manufacture and use of tools isprobably one of mankind’s mostancient and also most currentactivities. From the dining table tothe aircraft maintenance hangar,tools are present and requiredeverywhere, by everyone, all thetime. It is therefore a surprise thatthe world of aircraft maintenancetools and ground support equip-ment is so little known by so manyin the industry; a fact that this arti-cle would like change.

TERMS AND DEFINITIONS

Although the ‘World AirlinesTechnical Operations Glossary’(WATOG) definition of GroundSupport Equipment (GSE) is:‘Equipment required on the groundto support the operation and main-tenance of the aircraft and all itsairborne equipment’, the industryusually divides Ground SupportEquipment into two categories:Tools and GSE.

Tools, which include test equip-ment, can again be split into twocategories: ‘standard tools and testequipment’ and ‘specific tools andtest equipment’.

Standard tools and test equipmentare usually hand tools and instru-ments such as spanners, sockets,micrometers, dial gauges, torquewrenches or ohmmeters. Each oneof them can be used for a widevariety of applications, systemsand aircraft types whatever themanufacturer.

Specific tools and test equipment,are designed with a very specifictask in mind, either a given mainte-nance task (e.g. removal/installa-tion as per Aircraft MaintenanceManual (AMM) or a one-timemodification task (e.g. ServiceBulletin (SB) modification). Often,this task is unique to the particularaircraft type or system, for exampleremoval and installation of theflaps, each flap of each aircraft typebeing unique and requiring aspecifically designed and manufac-tured sling.

GSE in contrast to the WATOG def-inition of GSE - is ground supportequipment which is not designedfor a specific aircraft type, butwhich could be used on a numberof different aircraft types, such aswheel change jacks, tripod mainte-nance jacks, ground power carts,access platforms, or towbars etc.Such GSE is available in a widerange of shapes, colours and sizesfrom a host of GSE suppliersworldwide.

Whether referring to maintenancespecific tools, standard tools andto some extent GSE, there are twomain ‘environments’ in which theycan be used:

• for ‘on-aircraft maintenance’tasks as called up in the AMMand Trouble Shooting Manual(TSM), or

• for ‘workshop’ tasks as called upin Component MaintenanceManuals (CMMs).

Example of a tool as shown inthe TEM

TOOLS AND GROUND SUPPORT EQUIPMENT - THE COMPLETE STORY TOOLS AND GROUND SUPPORT EQUIPMENT - THE COMPLETE STORY

FAST

35

13

FAST

35

12

Technical Department Commercial Department

GSE , tools & facilities GSE & tools supply

Maintenance Engineering Operational Units

Engineering Materiel Supply

Design office

Maintainabilitysupportability

Lessonslearned

Technicaldata

Customer & MROengineering

Customer & MROpurchasing

GSE suppliers

OEMs

GSEsuppliers

Licensees

CustomerOrder Desk

TECHNICALRESPONSIBILITIES

Aircraft, like all complex machines,require tools to enable them to bedesigned and built known as designand production tools. Aircraft alsorequire tools to be maintained in operating condition, which areknown as maintenance tools.

Within Airbus, the overall technicalresponsibility for maintenancetools and the maintenance environ-ment (facilities) lies in AirbusCustomer Services in Toulouse,France (see organisation chart).

GSE and tools engineering groupdepartment is responsible for:

...DEFINING THE SPECIFICATIONOF GSEAs stated in ‘terms and definitions’,GSE and tools are applicable to var-ious aircraft types and are thereforeusually readily available on the mar-ket. However, before entry into ser-vice of a new aircraft type, the GSE

and tools engineering group mustensure that the specifications rela-tive to the new aircraft type are provided to the Airbus technicaldata department for inclusion intoAirbus manuals such as the AMMand Maintenance Facility PlanningManual, and also to GSE vendors,aircraft operators and MROs toallow them to identify which GSEthey currently hold that could beused on the new aircraft, or whichnew GSE has to be procured - ordesigned and manufactured in thecase of GSE vendors.

...DEFINING, DESIGNING ANDPHYSICALLY VALIDATING NEWMAINTENANCE TOOLS used for the three main applicationswhich are:

• maintenance of new aircrafttypes or systems

• aircraft modification SBs• aircraft repairs as per the

Aircraft Recovery Manual,Structural Repair Manual orrepair instructions.

Organisation chart

TOOLS AND GROUND SUPPORT EQUIPMENT - THE COMPLETE STORY TOOLS AND GROUND SUPPORT EQUIPMENT - THE COMPLETE STORY

FAST

35

15

FAST

35

14

Whatever the origin of the toolrequirement, a formal processexists from initial requirement tofinal validation.

Each of the GSE and tool designoffices follow the same stringenttool design procedures and direc-tives which, amongst otherthings, instruct to keep the toolssafe, but as simple as possible forlocal manufacture whenever fea-sible.

Before tool release into service, aprototype is manufactured and val-idated on aircraft as suitable for thetask it is intended for. This can leadto final adjustments or modifica-tions to the tool design, after whichit is formally validated by releasinga GCA (GSE Certificate of Accep-tance) which is the green light forthe Airbus technical data depart-ment to incorporate it into the rele-vant documentation, e.g. AMMand TEM.

...PROVIDING IN-SERVICETECHNICAL SUPPORT FOR TOOLUSERS AND MANUFACTURERSAs for aircraft systems and struc-tures, Airbus Customer ServicesProgrammes and Technical Support& Services provides a customerinterface department for GSE andtools, which is the ‘single point ofcontact’ for customers, MROs andGSE and tool vendors. The cus-tomer interface department’s day-to-day business is to provide tech-nical assistance and support con-cerning specific tool design, manu-facturing and utilisation, GSE orequipment specifications and pos-sible vendor contacts. It also pro-vides technical tool recommenda-tions for provisioning purposes andassistance on maintenance facilitiesand workshops issues.

...PROVIDING CUSTOMISED TOOLPROVISIONINGRECOMMENDATIONSThis task, which includes alsocommercial discussion, is conduct-ed with the GSE and tools supplydepartment and is described in the‘combined mission’ paragraph.

...PROVIDING TECHNICALASSISTANCE FOR FACILITIESMATTERSThe customer interface departmentalso provides technical assistancefor all matters related to mainte-nance facilities. Its recommenda-tions and assistance possibilitiesinclude:

• providing general dimensionsfor hangars or workshops, orimproved layout or modificationrecommendations for existingbuildings

• listing all recommendedequipment and built-in systemsfor each type of facility alongwith a list of possible vendors

• carrying out on-site facilitiesreviews and evaluations in thecase of customers receiving newaircraft types, customers orMROs wishing to develop orexpand their maintenanceactivities or as specialised‘consultants’ in the frameworkof ‘best industry practices’ orJAR145 reviews led by otherdepartments

• reviewing and suggestingimproved workflow processesfor workshops

• providing specialised technicalassistance for sales campaignsto review existing facilities andto evaluate any changes requiredand their financial implications

Families Main tasks

Ground handling and servicing

Tools for scheduled maintenance

Tools for unscheduled maintenance

Customer queries

Tools & GSE requirements

Tools & GSE list

Specifications

Design

Prototype manufacturing

Test certificate

Drawing delivery

Formal process from initial requirement to final validation

Tools for repair & aircraft recovery

Tools for aircraft Mod & SB

Tool customer requestsTechnical tool

recommendation

Selected tools listleft with customer

Package offer backto customer

On-site customertool review

Package priceoffer to customer

Standard list pricingExtractedTEM data

MPD tool list

Tool provisioningrecommendation process

• warranty of 36 months• superior quality:

Vendor tools are from OEMsonly and Airbus proprietarytools are from Airbus licenseeswhich are quality approved andregularly audited.Quality check is complete on allparts shipped layout and FAAcompliance of the certificatesare homogeneous.

COMBINED MISSION

The combined mission of the GSEand tool engineering and supplygroups is to establish tool provi-sioning recommendation lists tooptimise investments at airlinesand MROs by providing them withtechnical and commercial exper-tise:

• tool commonality study betweenAirbus aircraft types and others

• evaluation of existing tools• definition of alternate

equipment• equivalence for standard hand

tools, specific to type tools,hangar and ramp GSE,facilities: access, maintenanceplatforms…

for investment reduction and savingas well as delivery lead times.

Tool provisioning recommendationis performed in two phases, initialprovisioning and customised rec-ommendations following a specificrequest from a customer.

INITIAL PROVISIONING

It is a recommendation coveringtooling requirements based on theresults of the general pre-provisioning meeting held with acustomer to define the entry-into-service of an aircraft. During thisphase a document called ‘W Fileissue 0’, established in accordancewith SPEC 2000, is issued by theGSE and tools supply group.

CUSTOMISED RECOMMENDATIONS

Working hand-in-hand with AirbusSpares Support and Services organ-isation, the GSE and tools engineer-ing group provides technical toolrecommendations for customer pro-visioning purposes.

Following the established processdescribed below, technical tool rec-ommendations are priced by theGSE and tools supply group andthen discussed in detail with thecustomer.

The starting point is the customisedtechnical tool recommendation listwhich is established by the GSEand tools engineering group basedon standard data, such as:

• extracted TEM data i.e. the list of on-aircraft specificmaintenance tools applicable toany given aircraft type andmodel

• MPD tool list, also known as thelist of tools for scheduled tasks,

HamburgWashington

Beijing

Main loantool stock and service

Loan tool stock build up planned

SingaporeLoan tool stock

build up planned

Loan tool stock upgrade in progress

Airbus worldwide spares centres

TOOLS AND GROUND SUPPORT EQUIPMENT - THE COMPLETE STORY TOOLS AND GROUND SUPPORT EQUIPMENT - THE COMPLETE STORY

• in specific cases, to work withspecialised architects and civilengineers, to propose detailedmodifications to existingfacilities, or entire programmeplans and drawings for thedevelopment of new MROfacilities from the hangars andworkshops to personnelcanteens or prayer rooms.

COMMERCIALRESPONSIBILITIES

The GSE and tool supply group isresponsible to:

• provide tools and GSE for loanand sale to all customer airlinesand MROs for differentmaintenance and repairpurposes

• support Airbus customers withspecial tools and tool kits onsale and loan basis forembodiment of SBs

• support Airbus customers, basedon technical and commercialconsiderations, in optimisingtheir investment in tools andGSE and help them reduce theirmaintenance costs.

In addition, the GSE and toolssupply group also offers:

• staggered investment based onAirbus experience andcustomer’s planning andcapabilities

• purchase/loan analysis• supplier evaluation and sourcing• tool handling advice• forwarder recommendation• warranty administration• tool repair and calibration

service.

Tools and GSE can be procuredfrom various sources such as:

• Airbus for all equipment(purchase and loan)

• Airbus licensees for Airbusproprietary tools (ref ServiceInformation Letter 00-031 fordetails)

• OEMs• local sub-contractors.

The advantages of tools and GSEsupply from Airbus are thefollowing:

• single point of administrationand shipment

• special package price/tailoredmethod of payment

• special cost saving solutions forlong lead time items, e.g. interimloan

FAST

35

17

FAST

35

16

As the reader may now wellappreciate, tools, GSE andmaintenance facilities are not anafterthought, but are an integralpart of aircraft and componentmaintenance activities which mustbe anticipated, both in terms ofavailability and investment. WithinAirbus Customer Services, theGSE and tools engineering group isthe engineering department whoseresponsibility it is to ensure that allthe tools and equipment which willbe needed by the customer exist,and also to minimise theinvestment required by customersby providing customised toolprovisioning recommendations andtailored facility and equipmentadvice. Obviously, the GSE andtools engineering group works

hand in hand with the GSE andtools supply group, who ensurephysical availability of all possibletools and equipment throughbuying, selling and loaning, andalso with the technical datadepartment who incorporate all thetools into the documentation anddistribute the manufacturingdrawings to customers.

So, the next time you pick-up atool, be it a hammer in your garageor a nut-cracker from your diningtable, maybe you will give a littlethought to the design processwhich led to its existence, andmore globally to all similarprocesses which began a mere2,500,000 years ago in East Africa.

ConclusionCONTACT DETAILS

TechnicalAndré LoubaudDirector GSE/ToolsGSE & Tools and Maintenance FacilitiesCustomer ServicesTel: +33 (0)5 61 93 39 52Fax: +33 (0)5 61 93 28 72andre.loubaud@airbus.com

CommercialGünter UrbanSenior Manager GSE/ToolsSpares Support & ServicesTel: +49 (40) 5076 3203Fax: +49 (40) 5076 3206guenter.urban@airbus.com

TOOLS AND GROUND SUPPORT EQUIPMENT - THE COMPLETE STORYFA

ST 3

5

18

which is manually builtup by the GSE and toolsengineering group basedon the latest MPDrevision and theassociated AMM tasksand subtasks

... and customised datasuch as:

• aircraft type andassociated options thecustomer has selected

• number of aircraft to bemaintained and deliveryschedule

• level of maintenance intended bythe customer and its possiblemaintenance providers

• number of main bases and linestations where the customer hasplanned maintenance events.

The technical tool recommenda-tion is then supplied by the GSEand tools engineering group to theGSE and tools supply group for:

• pricing in accordance with latestprice data

• lead time of each tool• loan availability of tool through

Airbus.

After possible evaluation of thecustomer’s existing facilities andtools, a tool selection meeting isheld between the GSE and toolsengineering and supply groups andthe customer to enable them todecide on the tools they require.

The customer personnel met usual-ly include the responsible engi-neering and maintenance staff,tool/GSE specialists and responsi-ble procurement/provisioning staff.

These discussions allow the cus-tomer to select the tools required,based on the GSE and tools engi-neering group’s technical explana-tions, their own in-service experi-ence, the tools they already hold, orother local procurement or loanpossibilities and the GSE and toolssupply group’s loan stock contents.

This leads to a global budgetaryinvestment figure for the cus-tomer, based on tool unit prices,followed by a package price offerprovided by the GSE and toolssupply group.

Example of a technical tool recommendation

AirN@v - SEAMLESS ONE-STOP ACCESS FOR MAINTENANCE DOCUMENTATION

FAST

35

19

FAST

35

19

Anthony PooleCommunications & Business Support Manager

Technical Data Support & Services

In the first AirN@v article in FAST 31 in December 2002, it was explained why and how Airbuswas working on the necessary foundations for today’s digital Technical Data products and services.In April 2004, ADRES and CAATS, (Airbus Document REtrieval System and Computer AssistedAircraft Troubleshooting) were retired, and after a yearlong worldwide deployment fully replacedby the new consultation tool, AirN@v. Since then, Airbus has been constantly assessing initialreactions to this powerful new documentation browser and taking note of feedback as we continueto enhance the capabilities of AirN@v and continue to develop digital services.

A major change to the initial AirN@v version has been the integration of the wiring and webserver options into the AirN@v version 2.1 basic package. This has been done to ensure allcustomers and operators will benefit from AirN@v’s full potential. This article will explain howthe inclusion of the wiring manuals, when added to the existing Aircraft Maintenance Manual(AMM), Illustrated Parts Catalog (IPC) Trouble Shooting Manual (TSM) and trouble shooting tool,moves AirN@v closer to becoming the total ‘seamless one-stop access’ for aircraft maintenancedocumentation.

AirN@v is evolving

AirN@vSeamless one-stop access

for maintenance documentation

In the ASM,use the magnifier

to help identify thereferenced wiring

EXAMPLE OF PREDEFINEDWIRING MANUAL SEARCH

In the example that follows, theTSM Fault Isolation Procedureincludes the statement ‘Do a checkand repair the wiring from theSDAC 2 to the first terminal block:pins AB/8C, 8D of the SDAC 2’(Refer to ASM 29-31/05 or to fig-ure 3).

Clicking on the link ASM 29-31/05takes you directly to the referencedASM schematic 29-31-00 sche-matic 05. This schematic will givean overview of the electrical circuitto check. To assist when consultingthe wiring manuals the suppliedmagnifier is very useful to helpidentify components, wiring andreferences etc.

The TSM fault isolation procedurementioned ‘to the first terminalblock’, so to identify this, you will

need to refer to the appropriateAWM sheet.

From the AWM dropdown menu(Refer to figure 4), select ‘Figureby FIN Connector, Pin’; theFunctional Item Number (FIN)connector pin search form is dis-played. Enter the FIN of theSDAC, ‘1WV2’ and connector ‘AB’that you obtained from the ASM,into the search form. Enter OK toopen the search results and selectthe correct wiring sheet (in thiscase two schemes are applicableand cover all connections to con-nector AB).

On the aircraft, using the wiringdiagram information, a brokencontact (open circuit) is identifiedat terminal block 2801VT, Module45, Contact K (Refer to figure 4).To make the repair the terminalblock contact will need replacingand re-crimping to the existing

AirN@v - SEAMLESS ONE-STOP ACCESS FOR MAINTENANCE DOCUMENTATION

FAST

35

21

Although each ASMschematic will alwayscarry a reference to therelated AWMdiagram(s), the quickestmethod to go directly tothe AWM sheet, is touse the AWM‘predefined form’search function (Refer to figure 4).

AirN@v (V2.1)ENHANCEMENTS (STARTING JANUARY 2005)

SUITE OF WIRING MANUALSNOW INCLUDED AS BASIC

With the revision followingJanuary 2005, the AirN@vCatalogue Page (Refer to figure 1)now includes the aircraft wiringmanuals. Full hyper-linking isensured between the existingAMM, TSM, IPC and the addition-al wiring manuals.

Some of the basic functions thatdemonstrate the advantages ofAirN@v when the wiring manualsare included, are explained as fol-lows.

What must be remembered is thatwith AirN@v, there are many dif-ferent methods of finding therequired information. The bestmethod is the one that works forthe user and they feel comfortablewith. This article will focus on thepredefined dropdown menus thathave been designed especially forusers.

PREDEFINED WIRING MANUALSEARCHES

Experienced AirN@v users willhave realised that the traditionaltable of contents is no longer themost efficient method of findinginformation. The use of the ‘fulltext’ and ‘predefined form’ searchfunctions has been proven to bemore efficient and considerablyreduced information search times.As defined for the AMM, IPC andTSM, there is included a full set of‘predefined form’ search menusdesigned especially for the AircraftSchematics Manual (ASM),Aircraft Wiring Manual (AWM)and Aircraft Wiring List (AWL).These drop-down menus areaccessed from the main top barmenu (Refer to figure 2). Justselect the appropriate search yourequire and the appropriate ‘searchform’ will appear.

The following example will showhow to hyperlink between manuals,it will also focus on the use ofthese predefined manual searches.

AirN@v - SEAMLESS ONE-STOP ACCESS FOR MAINTENANCE DOCUMENTATIONFA

ST 3

5

20

Figure 1 - AirN@v catalogue page

Figure 2 - AirN@v predefined search menus

ASM, AWM, AWL and ESPM are now included as ‘basic’

Figure 3 - TSM linked to Wiring Manuals

In figure 5 the contact part numberfor termination A,‘E0170FA2200’ is nothyperlinked. Reference to the ESPMis normally by theapplicable ElectricalStandard and not byPN. Therefore it will benecessary to convert thePN to a standard (Referto figure 6). Then the‘Standard’ is used in‘text search’ to find therelated ESPMinformation.

SOME USEFUL AirN@v TIPS

• Make full use of the FIN togetherwith key words when using the‘predefined form search menus’and the ‘full text search’ e.g.enter ‘Remove 1WV2’.

• When entering information intoany of the search forms, type theminimum and select from theresulting list. If the list is toolong, simply return to the searchform and refine your searchcriteria.

• When entering information intoany of the search forms, use ofthe ‘wild card’ or asterisk ‘*’also eases the input required inthe search forms.

• When consulting any LineReplaceable Unit (LRU)removal/installation procedure,use the ‘SEE IPC’ button to go

directly to the correct page of theIPC detailed figure for the PN.

• When consulting any IPCdetailed figure, use the ‘SEEAMM’ button to go directly tothe correct LRUremoval/installation procedurepage of the AMM.

• When consulting wiringdiagrams, use the built-inmagnifier to help identifydiagram details.

• Use the ESPM alphabeticalindex to navigate to topics e.g.Cable repair (Ref. 20-53-20) orRepair cable (Ref. 20-53-20).

IMPROVED HELP FUNCTION

On the AirN@v V2.1 DVDPowerPoint training presentationsthat illustrate usage and includepractical examples are included.

AirN@v - SEAMLESS ONE-STOP ACCESS FOR MAINTENANCE DOCUMENTATION

Figure 5 - AirN@v AWM predefined search menus

The ‘Extended Wire List’ gives

the contact Part Number.

FAST

35

23

E0170A2200

Standard + Identifier

ESPM search criteria

Part NumberFigure 6 - AirN@v PN to electrical standard

AirN@v - SEAMLESS ONE-STOP ACCESS FOR MAINTENANCE DOCUMENTATION

cable. So next the AWL needs to beconsulted for the contact PartNumber (PN) and then theElectrical Standard PracticesManual (ESPM) referred to.

First select the AWL predefineddropdown menu (Refer to figure5), select ‘Figure by ConnectorPin..’ and enter the terminal blockFIN, ‘2801VT’ and contact infor-mation obtained from the AWM,into the AWM ‘FIN connector pin’search form that is displayed.Enter ‘OK’ to open wiring infor-mation contained in the ‘ExtendedAWL’.

The contact part number EN3155-016M2222 (termination B) is aEuropean Norm standard (EN). In

this case when the PN is clicked itlinks directly to the ESPM‘Equivalence Table’ which gives theNSA PN equivalent to the EN PNand also a direct link to the relatedESPM topic. All procedures andtooling required are included in thisESPM topic or related hyperlinksare provided (Refer to Figure 7).

The ESPM will provide the follow-ing information to enable you tocarry out the repair:

• contact insertion and extractiontools

• connection procedure• sealing (if required)• crimping procedure and tools • sleeve information (if required)• wire stripping procedure.

An open circuitis identified onterminal block2801VT-Module

45-Contact K

FAST

35

22

Figure 4 - AirN@v AWM predefined search menus

Replacement of the out-datedCAATS and ADRES by the newtechnology AirN@v provides anecessary foundation for today’sAirbus digital Technical Dataproducts and services. The initialAirN@v provided maintenancedocumentation consultation for theAMM, IPC and TSM and included atroubleshooting tool. AirN@v userfeedback and experience isassessed continuously by Airbusand enhancements and additionsdeveloped and implemented. Thispolicy of continuous improvementled to inclusion of the completesuite of wiring manuals, making allthe principle Airbus maintenancedocumentation available in theAirN@v version to be issued fromthe beginning of 2005. This AirN@vversion also includes additionalfunctionalities, such as the WebServer. The Web Server enablesAirbus operators to install AirN@von their own Intranet, Extranet or

use it on the Internet, giving themthe ability to quickly and easilymake the latest AirN@v technicaldata revisions available throughouttheir organisation. Enhancementsto Airbus On Line Services (AOLS)Technical Data Download Serviceenables customers to downloaddigital Temporary Revisions andTechnical Follow Ups, givingquicker and more efficient deliveryof these documents. TheStandards Manual andConsumable Material List will alsobe added to AirN@v in mid 2005,further increasing technical dataavailability and consultationefficiency.

With these enhancements andadditions AirN@v has now becomea seamless one-stop access fortechnical data consultation,acquisition and distribution forAirbus operators.

ConclusionCONTACT DETAILS

Anthony PooleCommunications & Business Support ManagerTechnical Data Support & ServicesTel: +33 (0)5 61 93 49 21Fax: +33 (0)5 61 93 91 86anthony.poole@airbus.com

To further assist airlines, AirN@vend-users who have been named as‘administrators’ (airline adminis-trator function) will, on request, benotified by e-mail when a new TRor TFU becomes available fordownload via the AOLS TechnicalDownload Service. This e-mailwill include a hyperlink to the newdata on the Technical DataDownload Service.

NEW ADDITIONAL MANUALS

By mid 2005, the StandardsManual (SM) and the ConsumableMaterial List (CML) will be inte-grated into the basic AirN@vpackage.

Both manuals will be added to theregular AirN@v DVD as addition-al database’s and offer customersnew and useful hyperlinks betweenthe IPC and the SM, also betweenthe AMM and the CML directlyfrom the consumable material ref-erence in an AMM task to the SMmaterial specification.

Figure 8 - AOLS TR/TEB/AirN@v/TFU download

Available TRs.Underline indicates

multiple

Available TFUs

SD 999.0112/04/MA 06 Oct 2004

SD 999.0096/04/BB 16 Aug 2004

SD 999.0052/04/MA 29 Apr 2004

SD 999.0162/03/MA 23 Dec 2003

OIT* number

*Operator Information Telex

Date DescriptionSupply of an enhanced AirN@v version in Jan/Feb 2005

Launch of AirN@v for A310 and A300-600 fleet

Introduction of new digital technical data download service

Airbus digital data products and solutions

Useful references

AirN@v - SEAMLESS ONE-STOP ACCESS FOR MAINTENANCE DOCUMENTATION AirN@v - SEAMLESS ONE-STOP ACCESS FOR MAINTENANCE DOCUMENTATION

FAST

35

25

FAST

35

24

AirN@v WEB SERVER NOWINCLUDED AS BASIC

The AirN@v Web Server givescustomers the ability to installAirN@v onto their own Intranet,Extranet or even to use AirN@v onthe Internet. The Web Server will,from January 2005, be included inthe basic AirN@v package, givingAirbus operators the ability toquickly and easily make the latestrevisions available throughout anairline organisation.

ADDITIONAL AIRBUS ON-LINESERVICES (AOLS) TECHNICALDATA DOWNLOAD SERVICE

Since June 2004, Airbus has pro-gressively been loading digitalTemporary Revisions (TR)s andTechnical Follow Ups (TFU)sonto the AOLS Technical DataDownload Service page (Refer tofigure 8). These are accessible for

consultation and download in real-time. As a result, the TR and TFUCD-ROMs that are being distrib-uted, can in future be consideredas a back up to the AOLS on-lineservice. The digital TRs and TFUson the AOLS Technical DataDownload Service page, are pro-vided within a ZIP package thatincludes:

• the TFUs in Rich Text Formator the TRs in PDF to beanchored within AirN@v

• an anchoring file that correctlyattaches the TFU or TR withinthe AirN@v application or,within other StandardGeneralised Markup Languagebased technical documentationconsultation systems (using theinterface document provided).

Further details are included in thePDF guide available on eachAirN@v TFU and TR CD-ROM.

Figure 7 - AirN@v navigation in the ESPM

Crimping toolinformation

Contact connectionprocedure

Wire stripping andinsertion/extraction

tools

With more than 300 global dele-gates, the organisation is a trulydiverse, multi-cultural community.Each member is encouraged toadvance their ideas, suggestionsand opinions without any politicalprejudice in the spirit of a ‘GlobalVillage’, thereby promoting good-will among all members.

The organisation characterisesitself by its objectives and missionstatement:

IATP OBJECTIVES

To maintain a high degree oftechnical performance inaircraft operations.

To maintain a spirit ofcooperation in the airlinecommunity.

To formulate and enforcesimplified procedures thatlower administration costs.

To establish cost sharingformulas, which are acceptableto all members.

To monitor and ensure thereare no monopolies orcommercial restraints.

IATP MISSION STATEMENT

The IATP is a convention of airlinessharing technical resources to gener-ate economic savings and to achieveon time dispatch reliability and safeoperation at their line stations.

The IATP is a non-profit, indepen-dent, non-political global organisa-tion based on a democratic culturewith equal opportunities for allmember airlines and their dele-gates.

Throughout its 56-year history, theIATP has contributed significantlyto the aviation industry, as weknow it today, by forging strongbonds among airlines around theworld.

IATPA BRIEF HISTORY

1948 A few airlines started sharingaircraft materiels, equipment andmanpower resources by gentle-man’s agreement.

1950More international airlinesjoined the group and formulaswere introduced to providefinancial settlement.

1967Name change to ‘InternationalAirlines Technical Pool’.

2004Associate Members (OriginalEquipment Manufacturers -OEMs) allowed to join.

THE IATP PRINCIPLE OFPOOLING SPARE PARTS,GROUND SUPPORTEQUIPMENT/TOOLS ANDOTHER SERVICES

HOW DOES IT WORK?

Basically the idea is simple: An air-line having a large network andoperating to a number of line sta-tions is asked by one or more air-lines operating to a limited numberof these stations if they could poolspares and services at these sta-tions to cover operations.

Alternatively, a number of airlinesget together to pool spares and ser-vices at stations where they havecommon operations.

If an airline agrees to put sparesand/or services into such a stationit becomes the pool provider air-line. The other airlines wanting toaccess those spares and/or servicesare the participating airlines. Incase of need, participating airlineshave the right to access the pooledspares and/or services. All theagreements governing the pooledspares and services are calculatedaccording to the IATP Blue Book(see following explanation).

Over time, the IATP members havecreated formulas to cover pool costs

THE INTERNATIONAL AIRLINES TECHNICAL POOL (IATP)

Aero TechnologiesAirbusAtis Aviation Aviation Concepts CASL First Wave Goodrich HAECO Honeywell Lufthansa Technik Mach 2Midnite ExpressNayak Aircraft ServicesNordam GroupPerform AirSabena TechnicsSR TechnicsSterling CourierTAECO

Associate members(September 2004)

THE INTERNATIONAL AIRLINES TECHNICAL POOL (IATP)

FAST

35

27

IATP member airlines operate 9,500 aircraftrepresent 650 main/line stations and share 1.2 Billion USD spares

FAST

35

26

The InternationalAirlines Technical Pool

The International Airlines Technical Pool (IATP) is aconvention of airlines consisting of over 100 members

worldwide. In the spirit of cooperation, thesemembers of the aviation industry gather twice

yearly to discuss the sharing of resources and costreduction issues, as well as how to improve

operational efficiency. Under the auspices ofthe IATP, members share aircraft recovery

equipment, aircraft parts and tooling, groundhandling equipment and manpower/facilities.

The primary goal of the IATP is to generateeconomic savings to participating airlines by minimising

investments otherwise required for the purchase of equipment, andto position spare parts and other equipment at various stations in support

of aircraft operations.

Peter BuchfeldVP Operations

Spares Support and Services

Airbus membershipenhances airlines’ access

to spares services

CONTACT DETAILS

Peter BuchfeldVice President OperationsSpares Support and ServicesTel: +49 (0)40 5076 2202Fax: +49 (0)40 592 398peter.buchfeld@airbus.com

Due to the rapid development ofthe aviation industry, the IATP ismore valuable than ever before. Itwill enhance the services platformfor airlines while maintaining theideals the organisation was built on.IATP is the basis to exchange ideaswith organisations around the worldfor the benefit of its members, tokeep up to date with marketdevelopments and requirements.

Airbus participation andcontributions to the IATPcommunity will support cooperationamong the participating airlines,MROs and suppliers, plus enableAirbus to learn airlines concernsand ideas and adapt Airbuspolicies to provide increasinglybetter spares and services supportto customers.

Conclusion

and invoicing. The elements are unitpool cost, cost of ownership, number of participants, number ofusers, number of hours operated,amortisation factor, number of daysborrowed, number of days pool is ineffect, quantity of items pooled andmany more depending on the pool.

The agreements last for a season(April to October and November toMarch) and can be renewed orchanged.

Airbus has requested IATP to openthe A-pool for A380 and to sepa-rate all other Airbus aircraft fromDC10/MD11. IATP is reviewingthis request and will come backshortly with a solution.

POOLING OF LINE MAINTENANCESERVICES AND ACTIVITIES

Pooling of line, maintenanceservices and activities includes:

• Sharing manpower and technicalfacilities

• Covering all activities up to andincluding A checks, as well astrouble shooting & defectrectification, to prevent AOG(Aircraft On Ground) risks atline stations, by usingstandardised contracts

ORGANISATION OF IATPCONFERENCES

IATP conferences are organised asfollows:

• Pool group training• Pool group meetings• Bilateral meetings• Ground equipment, aircraft

recovery• Line maintenance (flight line)• All parts pool group meetings• Exchange meetings (probably

the most important meeting forairlines. Opportunities for directcontacts and market place.Delegates can be approached toestablish other memberoutstation requirements)

AIRBUS BECOMES ANASSOCIATE MEMBER OFIATP WHY?

Airbus joined IATP in March 2004for the following main reasons:

• Learn members concerns andnew ideas from the conferencediscussions

• Present issues concerning AirbusSpares Support and Services andsolicit feedback from the forumof 100 major airlines

• Have working sessions withairline supply decision makers todiscuss optimum, cost effectivesolutions, ideas and cooperation

• Be the contact point in theconference for any airlines withspares and support issues

D - Ground handling equipmentE - Ground maintenance equipment & aircraft recoveryF - Technical facilities and servicesG – Avionics, common Units & L1011 and toolsK – 727,737,707 aircraft units and toolsL - Line maintenance services?M – 747 aircraft units and toolsP – DC9, MD-80 & 90 series aircraft units and toolsQ – DC10/MD11 + all Airbus models units and toolsS - 757/767 aircraft units and toolsT - 777 aircraft units and toolsAircraft recovery

Pool Groups

• Integrate all these aspects ofAirbus participation into Airbuspolicies to provide better, moreefficient and more cost effectiveservice for customers

OTHER AIRBUSCONTRIBUTIONS TO IATP

Further working groups andcommittees exist in which Airbusis also participating andcontributing inputs, as follows:

PROJECT GROUPS• Authorities requirements• Introduction A340-500/600• Introduction A380 (Airbus

elected as Co-chair)

PROJECT COMMITTEES• Aircraft recovery• Supplier services (Airbus

member) • Maintenance pooling agreements• On line data development• Station restrictions

THE BLUE BOOK

The ‘Blue Book’ has been preparedas an operating manual and func-tional guide for all parties to theIATP agreement. It contains all therules and regulations the IATPfunctions on. It is constantly updat-ed subject to IATP members’approval.

IATP’s new on-line access(https://www.iatpool.com) for

members enables ‘real time visibil-ity’ for all of the active poolgroups. It is no longer necessary tosubmit all the changes via the elec-tronic data processing agency. Thishas improved the communicationspeed remarkably.

The web page contains all neces-sary documentation like the BlueBook, all pool forms, minutes ofmeetings, member contacts etc.

Ted Moos Cargolux Airlines PresidentIATP Board of DirectorsLarry CookUnited Parcel Services Vice-PresidentIATP Board of DirectorsFinancial AffairsSan Lucktong Thai AirwaysIATP Board of DirectorsFacilitiesPeter Babunek Austrian Airlines IATP Board of DirectorsCorporate Development

The current IATPmanagement committee

Horst SchraderLufthansaIATP Board of DirectorsProduct Development Yoshihiro YawataAll Nippon AirwaysIATP ManagementCommittee MemberCellaletin DurakTurkish Airways IATP ManagementCommittee MemberMarsha DrescherIATPBusiness Manager

THE INTERNATIONAL AIRLINES TECHNICAL POOL (IATP)THE INTERNATIONAL AIRLINES TECHNICAL POOL (IATP)

FAST

35

29

FAST

35

28

AIRPORTS ARE PREPARING FOR COMMERCIAL OPERATIONS

ConclusionBy working closely with ICAO,national aviation authoritiesand airports, Airbus hasoptimised the design of theA380 for airport compatibility.Most major airports aroundthe world are preparing forA380 commercial operationsusing a specifically tailoredsolution that, in conjunctionwith the aircraft design itself,will minimise disruption andcost at airports.

AIRPORTS ARE PREPARING FOR COMMERCIAL OPERATIONS

More than 60 airports worldwide are preparing for A380 commercial operations which commencein 2nd quarter 2006. With its extra capacity enabling it to make the most efficient use of scarceinfrastructure resource combined with unparalleled environmental characteristics (it will generatehalf the noise energy of existing large aircraft), airports recognise that the A380 represents themost socially responsible solution to cater for air traffic growth.

The A380 has been designed from the start with existing and future airport infrastructure in mind.The required level of airport airside infrastructure (taxiway and runway widths and separationsetc) can be specified in two different ways.

GENERIC AIRPORT DESIGN STANDARDS AND RECOMMENDATIONS

These are requirements in which aircraft aregrouped by their wingspan and main landinggear width into generic categories and are applic-able to the design and construction of a new air-port, or a new part of an existing airport. Eachgroup has a corresponding infrastructure require-ment. At the ICAO (International Civil AviationOrganisation) level, guidance is found inAnnex 14 where the groups are defined by codeletters A to F. Individual States publish theirown recommendations, usually based onAnnex 14.

An example is the US Federal AviationAgency Advisory Circular (FAA AC)150/5300, which classes aircraft inGroups I to VI. The A380 fallsinto the ICAO Code F and FAAGroup VI categories. It isimportant to note thoughthat the infrastructuredimensions correspond-ing to each group are based on themaximum aircraftd i m e n s i o n swithin it.

This can mean that the infrastruc-ture recommended for a certaingeneric group may be in excess ofwhat is required to safely accom-modate a specific aircraft (as is thecase for the A380).

AIRCRAFT SPECIFIC OPERATIONALRECOMMENDATIONS

These requirements allow airportinfrastructure to be tailored to aspecific type of aircraft based on itsexact characteristics. They cancater for situations where a NewLarge Aircraft (NLA) needs tooperate to an existing airport that isnot designed to the correspondinggeneric design recommendations.This process is recognised byICAO and the FAA, who both allowa specific aircraft to be evaluated,and corresponding tailored infra-structure to be developed providedthe application is supported by an‘Aeronautical Study’ which ensuresthe desired level of safety isachieved. This system of approvalhas been used for many years, forexample, over 80% of B747 opera-tions in the US are from airportswhich do not meet the full USgeneric design standard for thetype, known as ‘Group V’, andtherefore have been grantedwaivers under this process. A simi-lar situation exists at several otherlarge international airports that donot meet the full ICAO Code Egeneric design standards.

A380 SITUATION

Since the mid 1990’s and the days ofthe A3XX, Airbus has included andactively sought the comments of reg-ulatory authorities, airport and air-line operators in the design processof the aircraft. These inputs havemassively optimised the aircraft withrespect to airport compatibility.

Taking into account the specificcharacteristics of the A380, a pan-European group of civil aviationauthorities and airport operators,known as the A380 Airport

Compatibility Group (AACG), hasdeveloped a set of specific opera-tional recommendations to permitA380 operations at existing airportswith a minimum of infrastructurechange. A major European airporthas found that this would reduce theprojected upgrading costs to fullCode F generic design standards by70% and that in total, preparing forthe A380 would only represent1.4% of the investment planned fortheir proposed new runway and ter-minal. These figures are typical ofother airports worldwide.

Airbus has also actively supportedICAO, who recently published (inJune 2004) Circular 305 entitled‘Operation of NLA at ExistingAerodromes’. With this circular,ICAO recognises that generic aero-drome infrastructure recommenda-tions as defined in Annex 14 are notthe sole and unique means for safe-ly accommodating specific aircrafttypes at airports. Contained withinthe Circular are references to a num-ber of aeronautical studies that havebeen, or are being, undertaken byStates such as the US, Australia andothers. To assist other States andaerodrome operators that couldpotentially see NLA operations inthe future, all the studies are beinguploaded on a step by step basis on the ECAC (European CivilAviation Conference) website,http://www.ecac-ceac.org/nla-forum,managed by leading European CivilAviation Authorities.

Following on from Circular 305 andin recognition of the differencesbetween airport design and opera-tional needs, ICAO is in the processof creating an Aerodrome Panel,whose main task is intended to beseparating these distinct areas. Thereference for airport design willremain Annex 14 but requirementsfor airport operations should becovered by so-called PANS(Procedures for Air NavigationServices). PANS are expected tobuild on the concepts and applica-ble measures already available inCircular 305.

No other intellectual property rights are granted bythe delivery of this Magazine than the right to readit, for the sole purpose of information. ThisMagazine and its content shall not be modifiedand its images shall not be reproduced withoutprior written consent of Airbus. This Magazine andthe material it contains shall not, in whole or inpart, be sold, rented, distributed or licensed to anythird party. The information contained in thisMagazine may vary over time because of futurefactors that may affect the accuracy of informationherein. Airbus assumes no obligation to updateany information contained in this Magazine. Whenadditional information is required, Airbus S.A.S.can be contacted to provide further details. Airbus,its logo and product names are registeredtrademarks. Airbus S.A.S. shall assume no liabilityfor any damage in connection with the use of thisMagazine and of the materials it contains, even ifAirbus S.A.S. has been advised of the likelihood ofsuch damages

AIRBUS S.A.S.31707 BLAGNAC CEDEX, FRANCE

DECEMBER 2004PRINTED IN FRANCE

© AIRBUS S.A.S. 2004 ALL RIGHTS RESERVED

AIRBUS, ITS LOGO, A300, A310, A318, A319, A320, A321, A330, A340, A380,

A400M ARE REGISTERED TRADEMARKS

AN EADS JOINT COMPANY WITH BAE SYSTEMS

A380Airports are preparing

for commercial operations

35

E X T R A C TDECEMBER 2004

THIRTY YEARS AGO THE A300B2 ENTERED INTO SERVICE WITH AIR FRANCE FA

ST 3

5

32

The B2 was a derivative of the A300B, Airbus first aircraft and the template for the companies successfulwidebody fleet, which was launched at the Paris Air Showin 1969. The first widebody twin-engine jet, the A300Bwas capable of carrying 226 passengers in a two-class lay-out.

Recognising its potential, Air France ordered a stretched250-seat version, which became the A300B2. Afterachieving certification on schedule in March 1974, the B2went into full-scale production and entered service withthe French flag carrier on May 23 the same year on theParis-London route.

The operational capability of the B2 was increased with the introduction of subsequent versions and thisshort-range series was followed by the medium-range B4 that had an additional fuel tank in its centre wing box. Production of the A300B4 ceased in May 1984 when the A300-600 went into production. The A300-600F remainsa benchmark freighter aircraft today.

Customer Support CentresTraining centresSpares centres / Regional warehousesResident Customer Support Managers (RCSM)

ARTICLE

RCSM location Country

Luton United KingdomMacau S.A.R. ChinaMadrid SpainManchester United KingdomManila PhilippinesMauritius MauritiusMelbourne AustraliaMemphis United States of AmericaMexico City MexicoMiami United States of AmericaMilan ItalyMinneapolis United States of AmericaMontreal CanadaMoscow RussiaMumbai IndiaNanchang ChinaNanjing ChinaNewcastle AustraliaNew York United States of AmericaNingbo ChinaNoumea New CaledoniaPalma de Mallorca SpainParis FranceParo BhutanPhoenix United States of AmericaPittsburgh United States of AmericaQingdao ChinaQuito EcuadorRome ItalySana’a YemenSan Francisco United States of AmericaSan Salvador El SalvadorSantiago ChileSao Paulo BrazilSeoul South KoreaShanghai ChinaSharjah United Arab EmiratesShenyang ChinaShenzhen ChinaSingapore SingaporeSydney AustraliaTaipei TaiwanTashkent UzbekistanTehran IranTokyo JapanToronto CanadaTulsa United States of AmericaTunis TunisiaVienna AustriaWashington United States of AmericaXi'an ChinaZurich Switzerland

CUSTOMER SUPPORT AROUND THE CLOCK... AROUND THE WORLD

FAST

35

33

Customer support

RCSM location Country

Abu Dhabi United Arab EmiratesAlgiers AlgeriaAmman JordanAmsterdam NetherlandsAthens GreeceAuckland New ZealandBandar Seri Begawan BruneiBangalore IndiaBangkok ThailandBeirut LebanonBrussels BelgiumBudapest HungaryBuenos Aires ArgentinaCairo EgyptCasablanca MoroccoCharlotte United States of AmericaChengdu ChinaColombo Sri LankaCopenhagen DenmarkDalian ChinaDamascus SyriaDelhi IndiaDenver United States of AmericaDerby United KingdomDetroit United States of AmericaDhaka BangladeshDoha QatarDubai United Arab EmiratesDublin IrelandDuluth United States of AmericaDusseldorf GermanyFlorence ItalyFort Lauderdale United States of AmericaFrankfurt GermanyGuangzhou ChinaHangzhou ChinaHanoi VietnamHelsinki FinlandHong Kong S.A.R. ChinaIndianapolis United States of AmericaIstanbul TurkeyJakarta IndonesiaJinan ChinaJohannesburg South AfricaKarachi PakistanKuala Lumpur MalaysiaKuwait city KuwaitLanzhou ChinaLarnaca CyprusLisbon PortugalLondon United KingdomLos Angeles United States of AmericaLouisville United States of America

WORLDWIDEJean-Daniel Leroy VP Customer SupportTel: +33 (0)5 61 93 35 04Fax: +33 (0)5 61 93 41 01

USA/CANADAPhilippe BordesSenior Director Customer SupportTel: +1 (703) 834 3506Fax: +1 (703) 834 3464

CHINARon BollekampSenior Director Customer SupportTel: +86 10 804 86161Fax: +86 10 804 86162 / 63

RESIDENT CUSTOMER SUPPORT ADMINISTRATIONJean-Philippe GuillonDirector Resident Customer Support AdministrationTel: +33 (0)5 61 93 31 02 Fax: +33 (0)5 61 93 49 64

TECHNICAL, SPARES, TRAININGAirbus has its main Spares centre in Hamburg, and regional warehouses in Frankfurt, Washington D.C., Beijing and Singapore.

Airbus operates 24 hours a day every day.AOG Technical and Spares calls.

Airbus Technical AOG Centre (AIRTAC)Tel: +33 (0)5 61 93 34 00Fax:+33 (0)5 61 93 35 00support.airtac@airbus.com

Spares AOGs in North America should beaddressed to: Tel: +1 (703) 729 9000Fax:+1 (703) 729 4373

Spares AOGs outside North America shouldbe addressed to:Tel: +49 (40) 50 76 3001/3002/3003Fax:+49 (40) 50 76 3011/3012/3013

Airbus Training Centre Toulouse, FranceTel: +33 (0)5 61 93 33 33Fax:+33 (0)5 61 93 20 94

Airbus Training subsidiariesMiami, USA - FloridaTel: +1 (305) 871 36 55Fax:+1 (305) 871 46 49Beijing, ChinaTel: +86 10 80 48 63 40 Fax:+86 10 80 48 65 76

www.airbusworld.com

He’s flexible and adaptable. He can’t leap tall

buildings in a single bound but he can run a fleet

of aircraft. He’s AIRMAN: A unique software tool

designed to optimise the maintenance of your fleet

Always handy to have around, AIRMAN can reduce

aircraft turnaround time. He can provide millions

.

of in-service live data checks. He can provide

analysis of available data and

access to all relevant information

He can save millions. For more

contact Airbus Customer Services

Airbus. Setting the standards

AIRMAN AIRcraft Maintenance ANalysis.

.

,

.

.