fast magazine 41 - december 2007

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Publisher: Bruno Piquet

Editor: Kenneth JohnsonAssisted by Agnès Massol-Lacombe

Graphic Designer: Agnès Massol-Lacombe

Cover:The ESG and ISEP possibilities described

in this FAST will enhance the efficiency, life and residual value of the A320 Family.

Authorization for reprint of FAST Magazine articles should be requested from the editor at the FAST Magazine e-mail address given below

Customer Services Communications Tel: +33 (0)5 61 93 43 88Fax: +33 (0)5 61 93 47 73

e-mail: [email protected]: Escourbiac

FAST Magazine may be read on Internet http://www.content.airbusworld.com/SITES/Customer_services/index.html

under ‘Quick references’

ISSN 1293-5476

© AIRBUS S.A.S. 2007. AN EADS COMPANYAll rights reserved. Proprietary document

By taking delivery of this Magazine (hereafter “Magazine”), you accept on behalf ofyour company to comply with the following. No other property rights are granted by thedelivery of this Magazine than the right to read it, for the sole purpose of information.This Magazine, its content, illustrations and photos shall not be modified nor repro-duced without prior written consent of Airbus S.A.S. This Magazine and the materialsit contains shall not, in whole or in part, be sold, rented, or licensed to any third partysubject to payment or not. This Magazine may contain market-sensitive or other infor-mation that is correct at the time of going to press. This information involves a numberof factors which could change over time, affecting the true public representation.Airbus assumes no obligation to update any information contained in this document orwith respect to the information described herein. The statements made herein do notconstitute an offer or form part of any contract. They are based on Airbus informationand are expressed in good faith but no warranty or representation is given as to theiraccuracy. When additional information is required, Airbus S.A.S can be contacted toprovide further details. Airbus S.A.S shall assume no liability for any damage in con-nection with the use of this Magazine and the materials it contains, even if Airbus S.A.Shas been advised of the likelihood of such damages. This licence is governed by Frenchlaw and exclusive jurisdiction is given to the courts and tribunals of Toulouse (France)without prejudice to the right of Airbus to bring proceedings for infringement of copy-right or any other intellectual property right in any other court of competent jurisdiction.

Airbus, its logo, A300, A310, A318, A319, A320, A321, A330,A340, A350, A380 and A400M are registered trademarks.

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

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Longer service life for the A320 FamilyThe Extended Service Goal projectNicolas Chrétien

In Service A320 Family enhancementA major avionics system enhancement packagePierre Magro

AIRMAN Rep@ir Manager for A380Faster and easier structural damagelocation and assessmentAurélie DuffortColin Smart

Airbus Pilot Instructor Courses (APIC)The gateway to excellence in pilot trainingCaptain Michael Varney

Dynamic wiring in Airbus Technical DataInteractive and efficient new navigation through aircraft wiring dataJean Comte

A300/A300-600 Krueger flap systemRecommendations to avoid Krueger surfacesinterferenceValérie Laprime-Baulleret

The gateway to excellence in pilot trainingPart 2

Customer ServicesAround the clock... Around the world

Photo copyright Airbus Photo credits:

Airbus Photographic Library, exm company, Airbus France

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ERRATUM FAST40 - page 11 The text should have read:“If all of the PAPI system lights are red, you are below the guide path”instead of whiteIf all of the PAPI system

lights are red, you arebelow the guide path.

Customer Servicesevents

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Customer support centresTraining centresSpares centres / Regional warehousesResident Customer Support Managers (RCSM)

RCSM location CountryLisbon PortugalLondon United KingdomLouisville United States of AmericaLuton United KingdomMacau S.A.R. ChinaMadrid SpainManchester United KingdomManila PhilippinesMarrakech MaroccoMauritius MauritiusMemphis United States of AmericaMexico City MexicoMiami United States of AmericaMilan ItalyMinneapolis United States of AmericaMontreal CanadaMoscow RussiaMumbai IndiaNanchang ChinaNanjing ChinaNew York United States of AmericaNewcastle AustraliaNingbo ChinaNoumea New CaledoniaPalma de Mallorca SpainParis FranceParo BhutanPhoenix United States of AmericaPittsburgh United States of AmericaPrague Czech RepublicQuito EcuadorRome ItalySan Francisco United States of AmericaSan Salvador El SalvadorSana’a YemenSantiago ChileSao Paulo BrazilSeoul South KoreaShanghai ChinaSharjah United Arab EmiratesShenyang ChinaShenzhen ChinaSingapore SingaporeSydney AustraliaTaipei TaiwanTashkent UzbekistanTehran IranTel Aviv IsraelTokyo JapanToluca MexicoTripoli LibyaTulsa United States of AmericaTunis TunisiaVienna AustriaWashington United States of AmericaWuhan ChinaXi'an ChinaZurich Switzerland

RCSM location CountryAbu Dhabi United Arab EmiratesAlgiers AlgeriaAl-Manamah BahrainAlmaty KazakhstanAmman JordanAmsterdam NetherlandsAthens GreeceAuckland New ZealandBaku AzerbaijanBandar Seri Begawan BruneiBangalore IndiaBangkok ThailandBarcelona SpainBeijing ChinaBeirut LebanonBerlin GermanyBogota ColombiaBrussels BelgiumBucuresti RomaniaBudapest HungaryBuenos Aires ArgentinaCairo EgyptCaracas VenezuelaChangchun ChinaCharlotte United States of AmericaChengdu ChinaCologne GermanyColombo Sri LankaColumbus United States of AmericaCopenhagen DenmarkDamascus SyriaDelhi IndiaDenver United States of AmericaDetroit United States of AmericaDhaka BangladeshDoha QatarDubai United Arab EmiratesDublin IrelandDusseldorf GermanyFort Lauderdale United States of AmericaFrankfurt GermanyGuangzhou ChinaHaikou ChinaHamburg GermanyHangzhou ChinaHanoi VietnamHelsinki FinlandHong Kong S.A.R. ChinaIndianapolis United States of AmericaIstanbul TurkeyJakarta IndonesiaJohannesburg South AfricaKarachi PakistanKita-Kyushu JapanKuala Lumpur MalaysiaKuwait City KuwaitLanzhou ChinaLarnaca Cyprus

WORLDWIDEBruce JonesVP Customer SupportTel: +33 (0)5 61 93 35 04Fax: +33 (0)5 61 93 41 01

USA/CANADAFrançois MourareauSenior Vice President Customer SupportTel: +1 (703) 834 3506Fax: +1 (703) 834 3463

CHINAPierre Steffen Vice President Customer SupportTel: +86 10 804 86161 Ext 5040Fax: +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.

Airbus Technical AOG Centre (AIRTAC)Tel: +33 (0)5 61 93 34 00Fax: +33 (0)5 61 93 35 [email protected]

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

Spares AOGs outside North America should be addressed to:Tel: +49 (40) 50 76 4001Fax: +49 (40) 50 76 [email protected]

Spares related HMV issues outside North America should be addressed to:Tel: +49 (40) 50 76 4003Fax: +49 (40) 50 76 [email protected]

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

Airbus Maintenance Training Centre Hamburg,GermanyTel: +49 40 743 88288 Fax: +49 40 743 88588

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

CUSTOMER SUPPORT AROUND THE CLOCK... AROUND THE WORLD

J u s t h a p p e n e d

A300/A310 FAMILYTECHNICAL SYMPOSIUMTOULOUSE, FRANCE5-9 NOVEMBER 2007 The Technical Symposiumattracted 85 participants from 41airlines and many vendors andMROs also attended. There wasconstructive discussion on manytechnical aspects and also theAirbus plans for the Long TermSupport of the programme. Themain items of discussion includ-ed continued improvements indispatch reliability for the fuelsystem and the prevention ofhydraulic leaks. The continuedavailability of spare parts, for thelong term, was also appreciatedby operators.

TECHNICAL DATA SUPPORT ANDSERVICES SYMPOSIUMTOULOUSE, FRANCE12-15 NOVEMBER 2007The symposium attracted 150participants, customers, MROsand suppliers from all over theworld. The Theme was ‘Deve-loping for the Future’ and thecurrent and upcoming develop-ments were outlined during themain presentations, includingfeedback about implemented orscheduled optimization foradvanced consultation, enhanceddata deliverables and sustainedcustomer support. Many productdemonstrations and workshopswere held, which generated fruit-ful discussion and feedback onthe Airbus TD deliverables suchas AirN@v Modules, ADOC,AirbusWorld and SB+.

C o m i n g s o o n

A330/A340 FAMILY TECHNICAL SYMPOSIUM DUBAI, UNITED ARAB EMIRATES11-15 MAY 2008Airbus is pleased to announcethe date and location of the nextA330/A340 Symposium. The symposium is the opportu-nity to review actual in-serviceexperience with the A330/A340Family of aircraft as well as todiscuss subjects of more generaltechnical interest. A provisionalagenda will be sent in due time.

MATERIAL, SUPPLIERS AND WARRANTY SYMPOSIUM CANCUN, MEXICOJUNE 2008The symposium objectives willbe to review together strategicdirections and current supportand services initiatives withinthe material, logistic, supplier &warranty domains. Presentations, dedicated work-shops and bilateral meetings willprovide a forum for airlines, sup-pliers and Airbus to pursue fur-ther solutions in optimizing thecost of aircraft ownership andincreasing aircraft operationalavailability. The event will alsoprovide an insight into the devel-oping warranty and materialmanagement related e-servicesand the latest in SupplierSupport Conditions (SSC).

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LONGER SERVICE LIFE FOR THE A320 FAMILY - THE EXTENDED SERVICE GOAL PROJECT

The Family todayThe 3,300 aircraft delivered to dateare spread over the world with theassociated diversity of operations.Typically, aircraft are flying onaverage 1.84 hours per flight witha large range of variation between40 minutes and more than 4 hoursper flight. Logically, some aircraftwill reach the FH limit before theFC one and vice-versa dependingon if they are performing longerflights or used on short routes.

The FamilytomorrowESG justification to prove mainte-nance programme validity/updatewill be achieved in two steps(pending test results):• ESG I: 60,000FC/120,000FH• ESG II: to be certified based

on tests to be continued afterESG I when the economic limitof the airframe maintainabilitywill be reached.

These values have been definedbased on today’s average figure ofabout two flight hours per flightcycle. Estimations at today’s rate areshowing that FH driven aircraft willreach 120,000FH at the earliest in2022 and FC driven aircraft willreach 60,000FC at the earliest in2017. This represents at least 10 to15 years of further operations withESG I, and even more with ESG II.

For aircraft reaching 60,000FH, an Intermediate Service Goal(ISG) solution is available with itsupdated maintenance programmeformally approved by the air-worthiness authorities with onlyminor adaptations to allow theseFH-driven aircraft to be operateduntil ESG I completion, whosemaintenance programme is plan-ned by the end of 2010. Priority isgiven to the A320-200, as the ear-liest aircraft of this type will reachthe current Design Service Goal(DSG) first, the A321, A319 andA318 values will also be extendedto be the same as the A320-200.

Daily cycles

Average flight duration (hours)0

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Distribution of A320 Family operator fleet average flight duration vs. daily cycles

Dec 2010 A320-200 MSN<1081

Dec 2010 A320-200 MSN>1081

Dec 2015 A320-200

Average flight duration

FC

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Dec. 2010 A320-200 MSN>1081

Dec. 2015 A320-200

A320-200 fleet end 2015

Initial DSG ISG ESG I ESG II

FC FH FC FH FC FH FC FH

48,000 60,000 37,500 80,000 60,000 120,000 90,000 180,000

ISG and ESG envelope for A320-200 aircraft

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Nicolas ChrétienA320 Family Programme

Airbus Customer Services

Longer service life for the A320 FamilyThe Extended Service Goal project

After nearly 20 years of successful operation, nowwith more than 3,300 aircraft in-service and 200operators, the maintenance programme of the firstaircraft is now coming close to the end of the orig-inal approved validity. Demand for A320 Familyaircraft has never been so high and the A320 isstill the most efficient aircraft in its category, withoperators still seeing significant potential for theirearliest aircraft in terms of both revenue andresidual value.

The fleet leader in hours reached 60,000 flighthours (FH) in October 2007. The fleet leader incycles will reach 48,000 flight cycles (FC) at thebeginning of 2011.

Based on in-service experience and market expec-tations, Airbus launched at the beginning of 2007the Extended Service Goal (ESG) project for allA321, A320-200 (excluding a specific configura-tion with bogie main landing gear), A319 andA318 aircraft. Its objective is to enable the currentA320 Family fleet to fly beyond 48,000FC and60,000FH.

This article describes the ESG project and thebenefits operators will derive from it.

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ESG projecttimescale

The ESG project launched at thebeginning of 2007 will go into activephase with the start of the full-scalefatigue tests in January 2008.

Test cycles to justify requirementsfor ESG I will be reached in July

2009 with ESG I formal mainte-nance programme update approvalmid 2010.

Tests will be continued until mid2010 to assess and confirm ESG IIrequirements with formal mainte-nance programme update approvalexpected in 2011 or 2012, depend-ing on the test results.

LONGER SERVICE LIFE FOR THE A320 FAMILY - THE EXTENDED SERVICE GOAL PROJECT

After 20 years of successful operation, the A320 Family is still the most efficientin its category and operators seesignificant further potential in their earliestaircraft for revenue and residual value.Based on these operator expectations andin-service experience Airbus launched theExtended Service Goal project for all A320Family aircraft to make the most of theaircraft’s potential and enable operators tobenefit from their longer life.

Implementation of the ESG I package willenable operators to operate their A320,A321, A319 and A318 aircraft for anadditional 10 to 20 years and even longerwith ESG II. This will enable them to

generate additional revenue from flyingtheir aircraft longer, increase the aircraftresidual value and enable them tomaximize benefits from fleet upgrade andharmonization projects like the Airbus In-Service Enhancement Project (ISEP)*, theenhanced cabin, or fuel saving measuresoffered by Airbus to keep in-serviceaircraft at the highest level of efficiency.

The early A320 Family aircraft started thesuccessful family story and will furthercontribute to it by continuing to fly in thenext couple of decades as enduring,reliable and efficient aircraft generatingfurther revenue for their operators.* See next article

Conclusion

CONTACT DETAILS

Nicolas ChrétienA320 Family ProgrammeAirbus Customer Services Tel: + 33 (0)5 61 93 31 83Fax: + 33 (0)5 61 30 00 [email protected]

A320 first delivery in 1988

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A series of fatiguetests to reach thetarget

To ensure adequate justification ofthe ESG and in addition to the cal-culation and Finite-Element-Modelsimulation, full-scale fatigue testswill be performed. Specific testsections are being manufacturedtaking the original configurationinto consideration and the specifici-ties of each type, including A321sections for example.

Full-scale fatigue tests will be per-formed on partial aircraft sections:• AFT section, from section 16A

to tail cone• Central section, from 13A to 17

plus wings• FWD section, from section 11

to 14A• Pylon.Results will confirm the fatiguebehaviour of the complete aircraft.

Compared to the initial and moreconservative full-scale fatigue testsperformed previously, the newtests will allow:• To take the 20 years

experience in A320 Familyoperation into account

• The use of new generationcalculation and simulationmethods

• To use a modern and more representative testenvironment.

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3D view of FWD nose section equipment for fatigue test

3D view of test facility environment to perform pylon fatigue test

Wings for ESG central test section

ISEP core package

ISEP is a compilation of fullyproven Airbus Service Bulletins,selected for their impact on costsavings, operational capability andaircraft residual value.

The ISEP core package covers thefollowing:

1 FMS2 (Flight ManagementSystem second generation)Provides core flight manage-ment with sufficient NAVDatabase capacity and sophisti-cation to meet current andfuture air traffic managementrequirements.

2 EIS2 (Electronic InstrumentSystem second generation)Updates the EIS cathode raytube screens to six LiquidCrystal Display flat-screentechnology, enabling newgraphic features and reducingmaintenance costs.

3 ISIS (Integrated Stand-byInstrument System)Replaces three conventionalelectro-mechanical standby ins-truments (altimeter, airspeedand standby horizon), adds newfunctions and contributes to costreduction.

4 DCDU (Data CommunicationDisplay Unit)Provides the human machineinterface for air traffic datacommunications.

5 MMR (Multi-Mode Receiver)Provides a Global PositioningSystem (GPS) receiver andInstrument Landing System(ILS) functions in a single box,increasing navigation accuracy,reducing crew workload andsupporting future landingsystems.

6 ADIRU (Air Data InertialReference Unit) 4MCU Provides the precision requiredto support Required NavigationPerformance called Low RNP,the previous fit of ADIRU10MCU does not provide thisprecision. ADIRU 4MCU alsobrings other advantages likelower power consumption,

improved memory BITE (BuildIn Test Equipment), PresentPosition (PPOS) improvementalignment function, andenhanced RVSM (RequiredVertical Separation Minima)capability that halves the verti-cal distance required betweentwo aircraft.

7 ATSU (Air Traffic ServicesUnit)Centralizes all data communi-cation between air traffic con-trollers and airlines operationscentre, allowing accurate deliv-ery of flight movement andmaintenance reports.

8 VDL mode 2 (VHF Data Radio)Improves the data rateexchange between aircraft andthe ground station. Its activ-ation completes the ATSUinstallation for Future Air Nav-igation System B (FANS B)

9 FDIMU (Flight Data InterfaceManagement Unit)Provides the function of DataManagement Unit and FlightData Interface Unit in a single box and reducesoperational costs.

10 CFDIU (Centralized FaultDisplay Interface Unit)Enables the new systems BITE(Built In Test Equipment)acquisition, indexing all fail-ures from each ISEP compo-nent memory and improvestrouble shooting.

11 GPS antenna

=2 x FMS2 =MMR (ILS + GPS) =3 x ADIRU*=6 x EIS2 LCD=GPS antenna =ATSU =VDL mode 2 =2 x DCDU - ISIS- FDIMU (replaces FDIU + DMU) - CFDIU

=Components for low RNP=Components for FANS B

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IN-SERVICE A320 FAMILY ENHANCEMENT - MAJOR AVIONICS SYSTEM ENHANCEMENT PACKAGE IS AVAILABLE

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ISEP core package

IN-SERVICE A320 FAMILY ENHANCEMENT - MAJOR AVIONICS SYSTEM ENHANCEMENT PACKAGE IS AVAILABLEFA

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Pierre MagroHead of Avionics Product Line


In-Service A320Family enhancement

A major avionics system enhancement package

Operators of A320 Family aircraft may havereceived their aircraft over a number of years, orleased or bought pre-owned aircraft, which canresult in differing fleet build standards and possi-ble operational and cost penalties.

Airbus now offers operators the ability to harmo-nize their fleet standards for operational benefitsand cost savings. A comprehensive avionicsenhancement package for A320 Family aircraftcalled the In-Service Enhancement Package (ISEP)is available. This offers the opportunity to adaptfleets to compete in the increasingly challenging

market conditions of today. It provides a core plat-form for bringing earlier aircraft to current produc-tion standards in major areas and is designed tobridge the gap between previous and later deliver-ies in operational performance.

Immediate benefits include improved OperationalReliability (OR), reduced Direct MaintenanceCost (DMC), lower spares costs, weight reductionand significant operational savings. ISEP alsoopens the door to greater operational performanceby providing the foundation for future operationalrequirements.

1 FMS22 EIS23 ISIS4 DCDUOther equipment are not visible in the cockpit

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IN SERVICE A320 FAMILY ENHANCEMENT - MAJOR AVIONICS SYSTEM ENHANCEMENT PACKAGE IS AVAILABLE

ISEP meetsoperatorrequirementsISEP was developed under theleadership of Airbus in close collaboration with major Airbussuppliers and operators, enablingan integrated, low-risk, and eco-nomically attractive solution. As it consists of proven solutions, the ordering process is straightfor-ward like any other Request forChange.

Airbus performs the primary inter-face and will provide a fleet offer,including the avionics hardware.Maintenance and spares issueshowever are subject to direct discussion with the appropriatevendors.

Customer

Maintenance

Training

Spares

SuppliersAIRBUS

Upgrade Services

ISEP offer

Low RNP

RNAV (Area Navigation): Ability for an aircraft to fly routes independently of ground-based aids

RNP (Required Navigation Performance): RNAV with protection/containment throughoutthe operation with associated cockpit alerts

95% track keepingaccuracy for +/- x nm deviation,x being the trackdeviation required

RNAV + On boardperformancemonitoring and alerting

Integrity andcontinuityrequirements

4xRNP2xRNP giving twicethe track accuracykeeping of RNAV

IN-SERVICE A320 FAMILY ENHANCEMENT - MAJOR AVIONICS SYSTEM ENHANCEMENT PACKAGE IS AVAILABLE

FANS B

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Candidates forISEPThe main candidates for ISEP areaircraft manufactured before 2003,in particular those delivered before1999 as shown above.

Aircraft retrofit The full ISEP package consists ofaround 40 Service Bulletins withequipment provided by Airbus.Installation during a standard 4Ccheck or passenger to freighterconversion will allow significanttime savings due to simultaneousembodiment and reduced overallaccess times. The full embodimentduration is assessed at 2,000 man-hours, spread over 2.5 weeks with athree-shift organization.

Operators may decide to split theembodiment dependent on pre-con-figuration and maintenance plan-ning. It could be split into threepackages, depending on the main-tenance operation, for example:

Customized studies are required ifan operator chooses this approachto establish appropriate embodi-ment of SBs with the maintenanceevents. Operators may also request

Airbus assistance in managementof the embodiment (turnkey solu-tion) if so desired.

BenefitsEmbodiment of the ISEP corepackage provides direct benefits.Operational improvements includeenhanced reliability, reduced main-tenance and spares costs, plusweight reduction. Operational sav-ings come from reduced trackmiles, fewer diversions, improvednavigation performance, reducedfuel burn and less emissions. ISEP consequently enables anincreased aircraft residual valueand a fleet harmonization.

The package can be used as a pow-erful lever to achieve greater opera-tional performance. Indeed, it wasformulated to enable a step changein capability in two key areas: Airtraffic communications and naviga-tion. It equips the aircraft with thesystems needed for Airbus FutureAir Navigation System B (FANSB) for the requirements of theforthcoming Air Traffic Manag-ement era. FANS B is the Airbusresponse to the Eurocontrol link2000+ programme for utilizationof ATC data link in high densityairspace with radar surveillance inthe en-route phase. A Europeanmandate is anticipated in 2014 forin-service aircraft.

ISEP prepares the aircraft for specif-ic Required Navigation Perfor-mances called Low RNP (at or below0.3 nm precision level).

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Maintenance event Typical elapsed time ISEP Item

Check A: Line maintenance600FH/750FC/100 Days Check C: Base maintenance6,000FH/4,500FC/20M HMV: Heavy maintenance5Y/6Y or 10Y/12Y

MMR-ISIS - DCDU/VDLMode 2 - FDIMU-ADIRU

12H

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15-20 working days

FMS2/MCDU

EIS 2-ATSU

Candidates for ISEP

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AIRMAN REP@IR MANAGER FOR A380 - FASTER AND EASIER STRUCTURAL DAMAGE LOCATION AND ASSESSMENT

Aurélie DuffortStructure Repair EngineerAirbus Customer Services

Colin SmartStructure EngineerSRM Development


AIRMAN Rep ir Manager for A380Faster and easier structural damagelocation and assessment

Damage to aircraft structure can cause severeoperational interruption. It can also be difficult toassess damage, find and collect relevant informa-tion from a wide variety of data sources and com-ply with regulatory record keeping requirements.

For the A380 Enhanced Support Initiatives, Airbusdesigned jointly with airlines a new friendly tool

for tracing graphically structural damage. Thisnew tool is called AIRMAN Rep@ir Manager andis integrated into AIRMAN v9.2, the latest releaseof the Airbus aircraft maintenance diagnosis andtroubleshooting tool.

This article describes the objective, benefits andfunctions of AIRMAN Rep@ir Manager.

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The supply chainSupply chain management wascarefully considered during thedevelopment phase of ISEP.

Airbus will produce the ServiceBulletins and kits and deliver themto a production schedule agreedwith suppliers of kit parts.

Airbus could also manage theembodiment of the package via a turnkey solution, involvingengineering support and working parties management.

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In today’s competitive environment and increasingly challenging marketconditions, the need to improve fleetefficiency and reliability while reducingoperating costs is fundamental for anairline

From this perspective, ISEP can be a powerful and deciding factor to boostoperators competitiveness by enhancingoperational capability, giving improvedOperational Reliability (OR), reducedDirect Maintenance Cost (DMC), lowerspares costs, a decreased weight andsignificant operational savings (reducedtrack miles and fuel burn, fewerdiversions).

ISEP considerably improves air traffic communication and navigationmanagement and gives operators the

opportunity to meet the needs of the next ten years or more in the most costeffective manner.

Although simultaneous embodiment of the various Service Bulletins isrecommended, operators can decide toretrofit their aircraft progressively by asystems or functions implementation,based on aircraft scheduled maintenancechecks.

ISEP is a key means to make a positiveimpact on A320 Family performance andin-service costs whilst offering a return oninvestment, compounded by a positiveeffect on aircraft residual value. It furtherenhances the extension of aircraftoperational life as described in theExtended Service Goal project in theprevious article.

Conclusion

CONTACT DETAILS

Pierre MagroHead of Avionics Product LineAirbus Customer Services Tel: + 33 (0)5 61 93 42 09 Fax: + 33 (0)5 62 11 08 [email protected]

Capabilities AIRMAN Rep@ir Manager pro-vides the following capabilities:

STRUCTURAL DAMAGE REPORT ACQUISITION

This guides the user through thedifferent steps of the compilationof a report: Location, descriptionand assessment.

It also helps the user to fill inrepair and approval data in the rel-evant tab of the Structural DamageReport (SDR).

SPECIFIC TOOL FOR ACCURATEDAMAGE LOCATION - AVI

The Aircraft Virtual illustration(AVI) is a graphics tool used tolocate the damage/repair on a 2D(two-dimensional) digital mock-upof the structure.

Using the AVI, a user has directaccess to the assembly drawings onwhich structural damage can belocalized. The AVI uses a definedset of symbols to differentiate typesof damage and colours dependingon damage status (scratchpad,open, closed, deferred).

SEARCH FUNCTION

Using search criteria, users can getquick access to all the informationstored for a given MSN (open anddeferred actions, additional main-tenance requirements…), or dam-age (status, dimensions, allowable,repair and approval documents…)and can then launch the relevantactions if required.

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Report acquisition

Search function

Dedicated symbols according to damage type and status

General principle of the AVI navigation

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Objective and operationalbenefitsAIRMAN Rep@ir Manager pro-vides airlines with a simple methodto view and locate non-conformitiesand in-service damage and repairson the external surfaces of the aircraft and to record details ofinternal damage and repairs. Itsobjective is to ease line mainte-nance’s structural damage report-ing and to reduce elapsed time toassess damage and authorize air-craft return to service. It allows tospeed-up the resolution lead-time,ensuring a cost-effective repair andimproving aircraft availability.

Key functionsAIRMAN Rep@ir Manager main-ly serves two areas of activity with-in an airline:• Line and heavy maintenance

for damage reporting, assessment and follow up

• Engineering services for assessment, follow up and data analysis.

At any time, a user can directlyaccess to:• The structural status

(list of open, closed anddeferred items) of the entirefleet or a specific MSN(Manufacturers Serial Number)

• The structural damage andrepair history of any MSN by accessing all its repair files

• The Dent and Buckle Chart of each MSN.

With a laptop connected to the air-line network and a valid access to the AIRMAN-Airline database,when damage is found a user is ableto report it through a guiding inter-face. This guidance provides therequired information for damageevaluation and reporting back thenecessary data to the airline Maintenance Control Centre (MCC),or Airbus if further investigation isrequired.

Key functions

AIRMANintegrated into AIRMAN

mini-user guide v9.2

Damage on fuselage skin

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WorkflowThe workflow when damage is discovered is as follows:

Damage from tailstrike (view looking up from below)

LaunchIf the damage is not known, a Structural Damage Report(SDR) has to be created and is partially filled with dataretrieved from the database.


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DENT AND BUCKLE CHART

A Dent and Buckle Chart can begenerated automatically showing alist of all recorded damage classi-fied by ATA chapter and repair cat-egory (Category A for ‘no addi-tional maintenance’, B for ‘specif-ic maintenance requirement’ and Cfor ‘temporary repair’).

LINK TO AIRBUS TECHNICALDOCUMENTATION

The SDR screen gives direct accessto AirN@v / Repair that providesaccess to the approved documen-tation data for structural mainte-nance, such as the StructuralRepair Manual (SRM) and Non-Destructive Testing Manual (NTM)for convenient and practical guidance.

AirN@v / Repairand PDRSAirN@v / Repair is a module ded-icated to the SRM and NTM. Themanuals presented by AirN@v areenvelope documents that can befiltered by MSN effectivity.

The A380 SRM has been developedin AirN@v / Repair, including Pre-Defined Damage Reporting Sheets(PDRS) specific to damage-pronecomponents and customized forcommon damage types. The PDRSsimplifies damage assessment andsummarizes important data forreporting structural damage.

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Dent & Buckle Chart

Prepare• Discovery of damage,

the user logs onto AIRMAN Rep@ir Managerand accesses recorded damageon the specific MSN.

• User navigates through the Aircraft Virtual Illustration(AVI) and locates the partwhere the damage has been discovered.

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Launch2

Prepare1

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AIRMAN REP@IR MANAGER FOR A380 - FASTER AND EASIER STRUCTURAL DAMAGE LOCATION AND ASSESSMENTAIRMAN REP@IR MANAGER FOR A380 - FASTER AND EASIER STRUCTURAL DAMAGE LOCATION AND ASSESSMENTFA

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LocateThe user opens the AVI againand locates the damage on thedrawing. The identification of the part is retrieved (assembly description, SRM ATA chapter…).

The user continues to fill the SDR with the informationmade available (precise location).

AssessFrom the ATA chapter and thedamage type, AIRMANRep@ir Manager opens theSRM through AirN@v / Repairat the relevant identificationchapter, where the user selectsthe associated Pre-definedDamage Reporting Sheet(PDRS) and AssessmentFlowchart available in theAllowable Damage Limit task.

Using the flowchart, the userfills the PDRS (when available)and assesses the damage (location, size, proximity to specific areas…) and reach-es a diagnosis:

• Damage within allowable tolerances. The user can releasethe aircraft ‘as is’ or do a rework. Airbus does not need to be informed

• Damage is not allowable butcan be repaired per the SRM.Airbus does not need to beinformed either

• Damage is outside SRM limits,the airline must contact Airbus

for a technical statement.

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Repair and approveOnce the technical statement is available (from Airbusor from the SRM), the user (the same or a different onewith the necessary rights) creates a ‘New Repair’ tab to record/attach into the tool the relevant repair recommendation documents.

The user can link to any relevant documentation toinclude it in the ‘Repair’ tab.The ‘Approval’ tab includes the necessary informationdepending on the damage category. It also allows specifying the type of repair(Temporary or Permanent) and the existence of additionalmaintenance requirements.

CompileThe user saves the PDRS and finishes the damage reportwith the import of additionaldocuments (sketches, digitalpictures and SRM illustration).If Airbus must be contacted, the user fills in the ‘Operator’srequirements’ tab.

The user validates the report.The damage report statuschanges from ‘Scratchpad’to ‘Open’ (the user can thensend the report to Airbus ifrequired).

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AIRMAN Rep@irManager delivery This new tool is delivered to A380customers integrated together withAIRMAN. The operator will havethe possibility to download from theCDIS (Customization and DeliveryInformation Services) portal intoAIRMAN Rep@ir Manager, a re-cord of the relevant data and location of the structural non-conformities occurring during pro-duction with suffix R(Restricted)and C (Customer).

Training coursesTwo Airbus training courses willpresent the content of AIRMANRep@ir Manager:• An overview of AIRMAN

Rep@ir Manager will be givenin the A380 SRMfamiliarizationfor line maintenance personal(training reference: LSD1for 1 day)

• AIRMAN Rep@ir Managerwill be presented more in-depthin the A380 documentation anddescriptive course (trainingreference: LSA1 for 5 days)


Airlines can benefit from many aspects ofAIRMAN Rep@ir Manager:• The interface is user friendly with

intuitive navigation • Drawings can be manipulated with the

navigation window and zoom function• Creation of a new Structural Damage

Report (SDR) is easy with the intuitivenavigation and linked to the digitalmock-up (AVI) to locate the damage andconsult the SRM for the affected part

• An icon symbolizes each type ofdamage and a colour indicates therelevant status of the repair

• Users can use a function for analysisand filtering data of damage areas

• Users can generate an automatic Dentand Buckle Chart.

AIRMAN Rep@ir Manager is a decisiontool for speeding up and easing structuraldamage report compilation during theassessment phase and allows:• Simpler and more effective assessment• Quicker and more accurate reporting• Compliance with airworthiness

authorities regulations for damagerecord keeping.

AIRMAN Rep@ir Manager is first providedfor the A380 and will later be extended tothe other Airbus aircraft families.

CONTACT DETAILS

Aurélie DUFFORTStructure Repair EngineerAirbus Customer ServicesTel: +33 (0)5 67 19 00 24Fax: 33(0)5 61 93 28 [email protected]

Colin SMARTStructure EngineerSRM DevelopmentAirbus Customer ServicesTel: +33 (0)5 62 11 09 41Fax: +33 (0)5 61 93 21 [email protected]

Conclusion

‘The application tool is very userfriendly. With enhanced damagereporting features and links to theSRM, the application makes researchof information easy, all at the click ofthe mouse. The feature to allow directsubmission of damage reports toAirbus, cuts down a lot of the timewasted on crafting damage reports,which traditionally was done usingvarious other applications. And thebest feature in the application is theAVI and the Dent and Buckle Charts,which gives the user an overview ofall the repairs associated with a MSN,very much like a structural healthreport card of an aircraft.

Rep@ir Manager can be deemed as a one-stop application that willease research and damage reporting.SIA foresees the tool will help toimprove aircraft dispatch, as itminimises the time spent on theairline's administrative and operational activities.

Airbus has made major strides with the implementation of this tool.And with the promise of continualdevelopment of the tool to enhancethe features, SIA is sure Airbus will set the stage for other OEMs to follow.’

Rep@ir Manager evaluation

Singapore Airlines, being the first operator of the A380, have recently evaluat-ed AIRMAN Rep@ir Manager and made the following comments:

Such feedback highly contributes to enhance the application to meet airlineexpectations. Other A380 customers have requested to test it as well.


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Architecture, pre-requisitesand profilesAIRMAN is a pre-requisite toimplement Rep@ir Manager. AIRMAN Rep@ir Manager com-ponents are automatically set up

and configured during AIRMANinstallation/update provided thatthe airline operates A380. AIRMAN offers the possibility todefine specific nominative andsecure identification with corre-sponding rights access (read orwrite) depending on their level ofauthorization and activity.Overview of

Rep@ir Manager

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AIRBUS PILOT INSTRUCTOR COURSES (APIC) - THE GATEWAY TO EXCELLENCE IN PILOT TRAINING

The basisfor development of APICThe construction of new coursesbegan with an in depth analysis oftypical airline instructor tasks, followed by the development ofhigh level aims:• To develop competence to

train aviation-based knowledge,skills and attitudes includinghuman factors

• To train aircraft licence holders with more than 1,500 hours as pilots of multi-pilot aircraft to the levelof proficiency necessary for the issue of a TRI rating or SFI authorisation.

From there the objectives were basedon the desired trainer competencies,being a combination of Knowledge,Skills and Attitudes (KSA) to therequired level to conduct appropriateparts of pilot training:• Recognize the need for

adequate subject knowledge• Learn how to make adequate

preparation• Develop confidence to use

different training techniques• Learn how to develop effective

relationships with trainees• Clearly define the objectives

of a training session• Understand trainees’ needs and

how they want to be trained• Transfer information and key

messages effectively andefficiently

• Manage a training sessionappropriately

• Ensure information and keymessages are understood

• Assess a trainee’s performance against a defined standard

• Recognize and train humanfactors and Crew ResourceManagement (CRM)

• Recognize the importance of making adequate progressreports

• Know how to continuouslydevelop the trainer’s owntraining skills.

The most important objective is fortrainee instructors to leave theAirbus training centre with every-thing they need as instructors, to be able to return to their airlineand begin training immediatelywithout the need for the cus-tomer to do more.

The modules were con-structed carefully with reference to the objec-tives. No time is wastedin unnecessary theoryand trainers aretaught throughout ina highly interactiveway.

The course isdemanding butalso very reward-ing for the traineeswho attain a veryhigh standard oncompletion.

A unique portfolioof courses Airbus wants its trainee instructorsto be able to conduct an aircraftbase training flight and/or a com-plex simulator session dealing withany trainee weaknesses withoutintervention to a successful conclu-sion. This was determined as thefinal outcome and all modules con-structed to bring the trainee instruc-tors to this level of competence.

The Instructor/course profile of the APIC brochure issued August 2007.

The French (DGAC) and UK (CAA) CivilAviation Authorities gave their ‘seal ofapproval’ to APIC.

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Captain Michael VarneyDirector Flight Crew Training Policy

Airbus Training and Flight Operations Support & ServicesAirbus Customer Services

Airbus Pilot Instructor Courses (APIC)

The gateway to excellence in pilot training

Embracing new ways of training the trainer:Airbus had in place an existing course, which wasa mainly theoretically based introduction to theworld of instruction. Customers were expected tocomplete the training and supervision required forthe issue of an instructor rating. In many casesthis was difficult to achieve with huge demandson the airline instructor population.

All accredited data points towards a need for newairline ready pilots at the rate of 17,000 per year.This presents a significant challenge to airlinesand training organisations alike.

Airbus feels that to secure the best training forpilots, the most effective contribution it can makeis by training the customers’ trainers, to cascadebest practice to the Airbus pilot community.

With these considerations in mind, Airbus hasdeveloped and launched a new pattern for instruc-tor training known as APIC, Airbus PilotInstructor Courses. Applicable to all Airbus fly bywire aircraft, APIC represents a major improve-ment in the way Airbus trains pilots as TypeRating Instructor (TRI) or Synthetic FlightInstructor (SFI).

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Conclusion

AIRBORNE PHASE THE ADAPTATION OF TRAININGSKILLS TO THE BASE TRAININGENVIRONMENT

Once again trainee instructors aresubjected to a wide spectrum ofpossible trainee behaviour in a sim-ulated then real base training envi-ronment. The skills of running abase training flight whilst trainingand debriefing and assuring safetyare fully developed.

CONTACT DETAILS

Captain Michael VarneyDirector Flight Crew Training PolicyAirbus Training and FlightOperations Support & ServicesAirbus Customer ServicesTel: +33 (0)5 67 19 00 85Fax: +33 (0)5 62 11 07 [email protected]

AIRBUS PILOT INSTRUCTOR COURSES (APIC) - THE GATEWAY TO EXCELLENCE IN PILOT TRAINING

APIC has been running in the Airbustraining centre in Toulouse since 11 October 2007. Prior to formal entry into service, more than one hundredtrainees have undertaken APIC modulesand the preliminary feedback has beenuniversally positive. Many of the traineesduring the development phase havebeen experienced existing instructors,undertaking the course either to renew orrefresh qualifications, and they haveclearly learned and benefited from thisnew experience.

One of the major advantages of APIC isthat a customer can send their carefullyselected trainee instructor to Airbus,confident in the knowledge that in a shortperiod of time they will receive a welltrained and highly competent type ratinginstructor able to immediately take a rolein the airline’s training programme.

SUCCESSFUL COMPLETION OF APICPROVIDES FOR IMMEDIATE JAA/EASA OREQUIVALENT QUALIFICATION, WHICH CAN

BE ENDORSED BY THE APPROPRIATENATIONAL AUTHORITY.

Feedback from the first courses in Toulouse has confirmed Airbus expectations:

‘Formidable amount of tools that can be used not only in aviation related areas’...Captain from Air Tahiti Nui

‘Good organized course. A lot of knowledge and skills acquired in a very interesting and practical way. Perfect structure and conduct’‘Very nice interaction, trainee involvement and perfect atmosphere’ ...Captain from Wizz Air

‘Excellent organized training system and excellent trainer (instructor)’...Captain from Korean Air

First APICtrainees inToulouse

EASAEuropean Aviationsafety Agency

JAAJoint Aviation

Authorities

FOUNDATION MODULEAN INTERACTIVE COMPETENCYDRIVEN COURSE PROVIDINGTECHNICAL KNOWLEDGEFOUNDATION FOR FLIGHT CREWTRAINERS

This gives a manufacturer’s per-spective to the trainers, explainingaircraft design philosophy to deep-en the instructors knowledge, aswell as refreshing on subjects likeaircraft performance, rules andregulations, normal and abnormalprocedures. This is to ensure thetrainee instructor has the technicaland procedural knowledge neededfor the training role.

CORE MODULEAN INTENSIVE PRACTICAL ANDCOMPETENCY BASED INTRODUCTIONTO CORE TRAINING SKILLS

The course is focused on the devel-opment of appropriate trainerbehaviour in the training and oper-ating roles, and provides the skillsfor trainers to develop and analyseso-called non-technical skills and

behaviour in the flying environ-ment. This is done in a highly prac-tical and plain speaking way thateveryone can understand, with theuse of video footage and live train-ing examples for trainee instructorsto assess.

The training is highly interactiveincluding many trainee instructorled group exercises, giving themchances to practice newly acquiredskills and develop confidence.Different training techniques areexplored as well as briefing anddebriefing skills.

TYPE-SPECIFIC MODULETHE DEVELOPMENT OF CORETRAINING SKILLS IN THE TYPETECHNICAL SIMULATORENVIRONMENT

In this module the trainee instruc-tors develop their skills learninghow to employ them in the flightsimulator. The course tutors takethe role of trainees displaying vary-ing levels of skill and behaviour,and this presents some very inter-esting challenges.

After a short interactive and groundphase there is a series of full-flightsimulator sessions for which thetraining objectives are extractedfrom the most demanding parts of atype transition course. The traineeinstructor briefs and runs a part ofeach session, aided by a tutor. Thesecond tutor plays the role of atrainee and demonstrates a varietyof the difficulties instructors willexperience in the training role. Thetrainee instructors will also beexpected to demonstrate flyingexercises whilst giving instructionto the tutor in the other seat.

At the completion of this coursetrainee instructors plan, brief andrun a dedicated training sessionwithout tutor intervention. This isthe final confidence check and suc-cessful candidates will have theconfidence as well as KnowledgeSkills and Attitudes to manage sim-ulator sessions in any customer-training environment.

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Classroom session

Full Flight Simulator session

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DYNAMIC WIRING IN AIRBUS TECHNICAL DATA - INTERACTIVE AND EFFICIENT NEW NAVIGATION THROUGH AIRCRAFT WIRING

Since the entry into service ofTechnical Data in digital format,Airbus provides to all its customersa family of products calledAirN@v and amongst theseAirN@v/Maintenance is dedicat-ed to maintenance technical docu-mentation. It contains the AircraftMaintenance Manual (AMM), theIllustrated Parts Catalog (IPC), theTrouble Shooting Manual (TSM),the AWM, the ASM, the AWL, atrouble shooting tool, and adynamic wiring tool. New func-tionalities have been developed tohelp maintenance personnel whenfault finding electrical systems.

The dynamic wiring tool, which isavailable in AirN@v / Maintenancewas launched in April 2006 for theA330/A340 Family and was in usewith all Airbus aircraft families byJune 2007. This new tool rapidlycalculates and provides a cus-tomized display of physical electri-cal connections for a specific air-craft. Users are able to navigate inaircraft wiring using as a point ofentry:• A component• A wire number• A wire bundle reference

(only for A380 so far).

After doing this, by using hyper-links, the user can navigate to theAWL, then the ASM/AWM and the Electrical Standard PracticesManual (ESPM).

As aircraft wiring information ex-pands and becomes more complex,the use of the dynamic wiringfunction in maintenance activitiesproves ever more useful.

Trouble shootingusing thetraditional methodand the dynamicwiring toolWhen trouble shooting a fault, maintenance personnel will enterinto the trouble shooting functionof AirN@v with a Post FlightReport (1).

An associated fault isolation task,(2) may require a check and then tofollow a wire from a component, orbetween two pieces of equipmentusing the ASM, and eventually, torepair it with information from theESPM.

Associated fault isolation task2

Post Flight Report example (A320)1

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Dynamic wiringin Airbus Technical Data

Interactive and efficient new navigation through aircraft wiring data

Jean ComteSenior Engineer

Wiring Manuals & Associated ProductsTechnical Data


With the development of more complex aircraft andan increase in modern aircraft systems, there hasbeen a corresponding increase in the quantity andcomplexity of wiring information in the AircraftSchematic Manual (ASM), Aircraft Wiring List(AWL) and the Aircraft Wiring Manual (AWM).As a consequence, electrical fault diagnosis hasalso become more complex. This article explainsthe wide range of functionalities offered bydynamic wiring.

Using the dynamicwiring toolApplying the same exercise withthe dynamic wiring tool, AirN@v/ Maintenance is selected, filteredfor the specific aircraft concernedand the dynamic wiring modulelaunched from the banner on themain screen (5). This gives the pos-sibility to enter either by equip-ment or wire number (6).

ACCESS BY EQUIPMENT

Select ‘Access by equipment’, thenwith the Functional Item Number(FIN) reference of the SSTU 4CE3,the connector A and pin 9, enter theinformation and click ‘OK’ (7).

From this FIN departure referencethe dynamic wiring tool builds anddisplays the complete wiring (incolour if applicable) and all interme-diate connections from the depar-ture reference to the terminal refer-ence. For this example, the depar-ture reference is the SSTU connec-tor 4CE3-A, pin 9 and the terminalreference is the connector AA, pin13G on ELAC-2 (2CE2) (8).

The result is shown as one displaycompared to the traditional AWMwhere a few pages could be ne-cessary for a longer path throughvarious cross-references.

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Using the dynamic wiring tool

Dynamic wiring entry6

5

Access by equipment7

Dynamic wiringelectrical path

8


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The ASM shows wires betweenthese two components, but not allintermediate connections, and willbe used to identify in which part thefault is located. Suppose a continuity failure is located bet-ween the Side Stick TransducerUnit (4CE3 SSTU) electrical connector A, pin 9 (e.g. contact inposition 9 on connector A), and theElevator Aileron Computer N°2(2CE2 ELAC-2), electrical connec-tor AA, pin 13G (e.g. contact inposition 13G on connector AA) (3).

Maintenance will have to identifythe involved connector, wire, etc.responsible for the continuity fail-ure by following the signal. Thiscan be found in the AWM whichprovides all intermediate connec-tions between equipment, theirlocation, wire numbers etc, but canbe found easier and faster using thedynamic wiring tool.

Using thetraditional AWMUsing the AWM dedicated menus,maintenance personnel have tosearch in AirN@v / Maintenancefor the applicable wiring diagramfor deeper investigation.

Here, the result is a pin found bro-ken on the aircraft in connector20VC, pin 19 (4). Identification ofthe pin with associated repair pro-cedure will be available in theAWL and ESPM.

The Aircraft Wiring List is a hugedatabase, which lists all aircraftand engine wires. For each wire,AWL provides the type, gauge,length and contact part number foreach wire termination.

The ESPM gives descriptive dataand maintenance and repair proce-dures for the electrical installationson all aircraft of the Airbus family.

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Pin 19 found brokenon connector 20VC

3

Applicable wiring diagram for deeper investigation

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Entry in the AWL equipment list

ACCESS BY WIRE

Select ‘Access by wire’ (6); theentry point will be a wire numberreference (four digits for the ATA,then a dash, followed by four dig-its for the wire number itself);select ‘Search’. Dynamic wiringwill display this cable with its twoterminations (10).

From a hyperlink on the compo-nent itself (25GG) dynamic wiringproposes:(11) A merge of the existing elec-

trical path with a new one (forexample FIN 25GG, connec-tor A, pin B

12

Access by wire10

Display of all component wires13

Merge of existing and newelectrical paths

11

(12) An entry in theEquipment List of theAWL, with hyperlinkto the ASM and ESPM

(13) A display of all wiresconnected on thiscomponent, with againa hyperlink on a spe-cific cable to theExtended Wire List, aspreviously seen

It also proposes a hyperlinkon the second wire (3231-0417) or the next connec-tor (228VC) to follow thesignal (in orange in theillustration 10).

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With this interactive environment,dynamic wiring allows navigationon the wire itself, through a hyper-link to the Extended Wire List inthe Aircraft Wiring List (wire’scharacteristic), and again, naviga-tion to the AWM, and the ESPM onthe contact part number itself (9).

With dynamic wiring, only a fewclicks are necessary to display acomplete and complex signal pathin one shot, whereas by using the

traditional AWM, the same pathdisplay would need a more detailedsearch in various wiring diagramsand could generate numerousprints.

With the dynamic wiring’s abilityto navigate to the AWL by a simpleclick on the cable or the equipmentitself, it results in a time saving (no need to search in the AWL dedicated menus), and ease forengineers and avionic staff.

Navigation to AWL and ESPM9

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A300/A300-600 KRUEGER FLAP SYSTEM - RECOMMENDATIONS TO AVOID KRUEGER SURFACES INTERFERENCE

Valérie Laprime-BaulleretEngineer

Flight Control SystemsAirbus Customer Services

The Krueger flap system is a device specific tothe A300 and A300-600 that optimizes aerody-namic efficiency in the high lift configuration. Inrecent years, several cases of Krueger mechanismdamage due to surface interference have beenreported to Airbus: The Krueger movable vanewas found damaged and trapped between thewing leading edge and the Krueger flap panel. If on-site repairs were not possible, an approvedtemporary repair and the application of MMEL01-27 (or airline equivalent) allowed dispatch of the affected aircraft to the main base for finalfix with the system deactivated in the retractedposition. Nevertheless, taking into account the

number of occurrences, the repair cost and therepair lead-time, Airbus launched a study to iden-tify all the possible causes of such interferenceand define preventive measures to avoid re-occur-rence. The study conclusion was that improvedmaintenance advice and recommendations couldavoid such interference.

This article describes the function of the Kruegerflap system and its subcomponents for a betterunderstanding of the system, summarizes the rootcauses identified for the damage reported and pre-sents further recommendations/cautions to applyduring Krueger maintenance practices.

A300/A300-600Krueger flap systemRecommendations to avoid Kruegersurfaces interference

Digital mock-up © Airbus France 2007

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ACCESS BY BUNDLE (A380 ONLY)

Enter ‘Access by bundle’, with abundle identification (14), theresult is the bundle itself, with allwires inside (15); ability to selectone specific wire number, anequipment with all functionalitiesas previously seen.

Currently data is available only forthe A380. Airbus will add accessby bundle for other aircraft typesas part of the Technical DataUpgrade project scheduled for2010/2011.

For training purposes a modulededicated to dynamic wiring isavailable in the new C@DETS(Computer @ssisted DocumentationEducation Tutorial System), alsoon AirbusWorld (path: My on-lineservices/C@DETS / AirN@v) andAirbusSupply.

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The new dynamic wiring tool embedded inAirN@v / Maintenance supplies a flexible,interactive method for all maintenance andengineering needs. It demonstrates howmuch better, quicker, easier and moreefficient the tool is to use than thetraditional method. It also provides

maintenance and avionic engineers withan original solution, particularly welladapted for wiring trouble shootingpurposes, which can be used in parallelwith the trouble shooting manual to morequickly assess and rectify aircraftelectrical wiring faults.

Conclusion

CONTACT DETAILS

Jean ComteSenior EngineerWiring Manuals & AssociatedProductsTechnical Data Airbus Customer ServicesTel: +33 (0)5 61 93 38 99Fax: +33 (0)5 62 11 02 [email protected]

Bundle’s wires15

Only available for A380

Access by bundleidentification

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FWD

Krueger movable vane Kruegeractuator

Krueger flap nose

Krueger flap panel

lower wing surface

Krueger flap nose

Krueger flap panel

Roller guide

Movable vane rollerKrueger movable vane

FWD

A movable vane is fitted betweenthe Krueger flap and the wing lead-ing edge.

The vane rotates with the supportrods around the torque shaft and isslave driven by a roller mechanismto a position underneath theKrueger flap when the Kruegerflap is extended.

When the Krueger is moving outfrom its retracted position, the vanespring rod releases to its extendedposition. During the extension ofthe spring rod, the vane remains inits position and is maintained onthe structural stop by the springforce. When the spring rod is com-pletely released, the vane thenstarts moving. This gives theKrueger flap the time to extendbefore the vane starts to move fromits retracted position. This delay inthe vane movement, being a func-tion of the effective stroke of thespring rod from the Krueger/vaneretracted position, prevents inter-ference between the vane and theKrueger flap surface during theKrueger flap operation.

The folded fairing actuating rod,connected to one of the rotatingactuating arms, progressivelyunfolds the folding nose fairing asthe Krueger flap extends.

When the Krueger flap has reachedits extended position, the notchflap actuator extends and rotatesthe notch flap about its hinge, toclose the gap between the Kruegerflap and the fuselage.

Krueger flapinterference Several operators have reportedinterference between the Kruegerflap panel and the movable vaneduring extension of the system.Instead of slipping underneath theKrueger flap surface during theextension phase of the Kruegersystem, the movable vane wentover and was caught in betweenKrueger Flap surface and the wingleading edge, preventing furthermovement.

The following typical damage tothe Krueger flap system wasreported: • Damage of the adjacent wing

leading edge structure• Damage of the movable vane • Broken inboard and outboard

fittings • Deformation of spring rod lugs • Distortion of the movable vane

surface• Damage of the Krueger

panel.

Outboard fitting

Spring rod lugs

Movable vane

Movable vaneroller

Krueger flap in extended positionKrueger flap in retracted position

Inboard fitting

Krueger flap panelFolded fairing actuating rod

Krueger flap nose fairing

Notchflap

Krueger movable vane

Actuating arms

Lateral displacement rod

Torque shaft

Kruegeractuator

A300/A300-600 KRUEGER FLAP SYSTEM - RECOMMENDATIONS TO AVOID KRUEGER SURFACES INTERFERENCEFA

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The Krueger flap systemOn A300B2/B4 and A300-600 air-craft, there are two Krueger flapsand two notch flaps. The functionof the Krueger surfaces with thenotch flap is to complete the wingleading edge profile at the wingroot when the slats are extended.

The system operates in conjunctionwith the slats. The Krueger andnotch flaps have two positions,fully extended or fully retracted.Their positions are selected fromthe Slat/Flap control lever on thecentre pedestal. The Krueger flapfully extends as soon as theSlat/Flap control lever is selectedto 15/0 and fully retracts when thislever is moved to its 0/0 position.

The Krueger flap systems are con-trolled by the Slat Flap ControlComputer (SFCC) and move to theextended or retracted positiondepending on SFCC commands.

If the Krueger flaps and/or notchflaps are not in the correct com-manded position, fault warningsare provided for flight and mainte-nance crew awareness.

During aircraft operation, thesesurfaces are extended only duringthe take-off and landing flightphases.

The Krueger flap surfaces of eachwing are operated by one hydraulicactuator via a drive mechanism.When the Krueger flap is in thestowed position with no hydraulicpressure, the actuator of theKrueger flap is mechanicallylocked in its extended position.When the Krueger flap is inextended position with nohydraulic pressure, the actuator ofthe Krueger flap is hydraulicallylocked in its retracted position bythe hydraulic fluid trapped in theactuator chamber. Both wing sys-tems are identical.

The Krueger flap actuator acts ona lever on the torque shaft of theKrueger mechanism. When theKrueger actuator retracts, itrotates the support arms togetherwith the torque shaft, causing theflap to extend. While the Kruegerflap is extending, the lateral dis-placement rod initiates a lateralmovement enabling the Kruegerflap, when fully extended, to takeup a position against the notchflap.

System descriptionView looking up from below

FWD

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Location of Krueger and notchflap systems on aircraft

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• The movable vane cannot bemoved by hand in the extensiondirection when the Krueger flapsystem is retracted.

When performing a visual check inthe Krueger flap system area (e.g. A300-600 Maintenance Plan-ning Document task 574501-01-1),check the spring rod general conditions.

PREVENTING ANY KRUEGER SUB-COMPONENT MALADJUSTMENT ORMISALIGNMENT

When a new part or a new Kruegerassembly, such as a spring rod orthe movable vane surface with itsfairings fitted has to be installed onaircraft, maintenance staff mayassume that the assembly/part ispre-adjusted and there is no need tore-adjust it. However, the firstinstallation of a subcomponent(new or used part) requires anadjustment on-wing because of thebuild-up of tolerances that varyfrom one aircraft to another.Therefore Airbus recommends thatall Krueger flap system subcompo-nents are installed on aircraft as perthe respective AMM task: theseadjustments/alignments with thewing surfaces are referenced inA300-600 AMM 27-87-11 PB 401(A300 AMM 27-81-48 PB 401)and 27-87-12 PB 401 (A300 AMM27-81-49 PB 401).

PREVENTING KRUEGER MECHANISMFREE PLAY

During the detailed inspection ofthe Krueger box area including theKrueger mechanism as per A300-600 MPD 574501-01-1, Airbusrecommendations are to: • Check for any worn bushing,

roller, bearing, or any cracks,abrasion, corrosion, scratches ordamaged seal

• Move by hand this mechanismand its surfaces to ensure thatthere is no free play.

In addition, Airbus emphasize thatduring the detailed inspection asper A300-600 MPD 574501-01-1,Maintenance staff should checkthat:• There are no cracks on

the Krueger movable vaneattachment fairings

• The movable vane roller is not jammed, not worn and there is no flat or traces of ahard contact with the rollerguide

• The roller guide is not damaged or worn and that there is a good contact with the roller during extension of the movable vane (shownwhen Krueger flap surface isremoved as per A300-600 AMM 27-87-11 PB 401 orA300 AMM 27-81-49 PB 401).

The Krueger flap system is specific to the A300 and A300-600 high liftsystem. In-service reports concerningKrueger interference during operationand investigation of them by Airbus haveresulted in Airbus emphasizing thatattention should be paid to Kruegermaintenance practices.

Operators, with good awareness of thesystem and its maintenance requirements,

plus strictly following Airbus maintenanceinformation, can avoid Krueger flapsystem interference.

This FAST article is intended to highlightthe Krueger flap system maintenancerequirements to those who are regularlyservicing/maintaining it and that theinformation is in the AMM, the manual tobe used during maintenance.

Conclusion

CONTACT DETAILS

Valérie Laprime-BaulleretEngineer Flight Control SystemsAirbus Customer Services Tel: + 33 (0)5 61 93 16 74 Fax: + 33 (0)5 61 93 44 [email protected]

Typical Krueger flap interference


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Interference may also occurbetween the Krueger flap and theinboard end of slat surface no.1depending on the position at whichthe Krueger flap surface hasjammed, resulting in damage of theslat surface.

Possible causes Metallurgical investigation on bro-ken parts removed revealed none ofthe damage was at the origin of theKrueger system failure: The partsdid not fail due to fatigue or corro-sion. Therefore, investigation focu-sed on possible causes that couldlead to malfunction of the drivemechanism.

The following possible root causeswere identified: • A malfunction of the spring rod • A maladjustment of a Krueger

flap subcomponent such as themovable vane or vane spring rod

• Excessive play in the Kruegermechanism may also be a contributor.

SPRING ROD MALFUNCTION

A malfunction of the spring rod isconsidered the major root cause forthe reported Krueger interference.Its travel defines the sequence of thevane movement during system oper-ation: It delays extension of themovable vane (compared to theKrueger flap panel extension) toallow the vane to slip underneath theKrueger flap panel. If this sequenceis disturbed (due to e.g. a jam of thespring rod), the movable vane cango above the Krueger flap panel andis trapped between the Krueger flappanel and the wing structure.

KRUEGER FLAP PANEL OR KRUEGERMOVABLE VANE MALADJUSTMENTOR MISALIGNMENT

Another possible root cause forKrueger vane interference is mis-alignment or maladjustment of themovable vane or Krueger flap panelwith the surrounding wing struc-ture/surface. In-service experienceshows the system can tolerate a

marginal subcomponent adjust-ment for a limited period of time.

FREE PLAY IN KRUEGER FLAPMECHANISM

Free play in the Krueger flap mech-anism may be a contributing factorto such reported interference.

Airbusrecommendations Krueger system interference couldalso be attributed to the mainte-nance practices of installation andadjustment. Therefore, Airbus initiated a review of the mainte-nance practices with the aim toimprove the instructions in theAMM (Aircraft MaintenanceManual). In June 2004, the A300-600 AMM 27-87-12 PB 401 andA300 AMM 27-81-49 PB 401‘Krueger flap movable vane/springrod removal/installation’ proce-dure was revised.

PREVENTING SPRING RODMALFUNCTION

To prevent a spring rod malfunc-tion, special care should be takenduring spring rod installation: • The drain hole is not obstructed

so any condensation can evacu-ate freely from the spring rod toavoid malfunction due to iceformation at lowtemperature

• The rod end bearing is notjammed and can be freelyrotated by hand

• The spring rod lugs are notdeformed

• The spring rod dimension in thecompressed position is verifiedbefore installation of the rod onaircraft

• Adjustment is carried out perA300-600 AMM 27-87-12 PB401 (A300 AMM 27-81-49 PB401), with special attention to ensure the gap dimensionbetween the lock nut and theguide nut of the spring rod is1mm. This gap is an indicationof the correct operating stoke

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Spring rod

Rod endbearing

Lock nut

Guide nut

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Spring rod gap dimension

THE GATEWAY TO EXCELLENCE IN PILOT TRAINING - PART II

Pilot training was not always asadvanced as described in theAirbus Pilot Instructor Coursesarticle on page 20. In the earlyyears of flight it was recognizedthat new pilots should havesome idea of how to control anaircraft before being sent intothe air. As a result, the SocieteAntoinette introduced the firstsimulator for training pilotson their aircraft in 1910.Muscle power for simulatormovement was provided by …muscles and the ‘fuselage’ ofthe simulator suggested asecond use had been foundfor old wine barrels.Perhaps a glass or two ofwine was useful to steadynerves when going aloft in

such flimsy aircraft! Nonetheless, con-traptions such as this were the beginningof training and flight simulation and ledto the enormously efficient trainingdevices of today.

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THE GATEWAY TO EXCELLENCE IN PILOT TRAINING part II

Customer Servicesevents

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Customer support centresTraining centresSpares centres / Regional warehousesResident Customer Support Managers (RCSM)

RCSM location CountryLisbon PortugalLondon United KingdomLouisville United States of AmericaLuton United KingdomMacau S.A.R. ChinaMadrid SpainManchester United KingdomManila PhilippinesMarrakech MaroccoMauritius MauritiusMemphis United States of AmericaMexico City MexicoMiami United States of AmericaMilan ItalyMinneapolis United States of AmericaMontreal CanadaMoscow RussiaMumbai IndiaNanchang ChinaNanjing ChinaNew York United States of AmericaNewcastle AustraliaNingbo ChinaNoumea New CaledoniaPalma de Mallorca SpainParis FranceParo BhutanPhoenix United States of AmericaPittsburgh United States of AmericaPrague Czech RepublicQuito EcuadorRome ItalySan Francisco United States of AmericaSan Salvador El SalvadorSana’a YemenSantiago ChileSao Paulo BrazilSeoul South KoreaShanghai ChinaSharjah United Arab EmiratesShenyang ChinaShenzhen ChinaSingapore SingaporeSydney AustraliaTaipei TaiwanTashkent UzbekistanTehran IranTel Aviv IsraelTokyo JapanToluca MexicoTripoli LibyaTulsa United States of AmericaTunis TunisiaVienna AustriaWashington United States of AmericaWuhan ChinaXi'an ChinaZurich Switzerland

RCSM location CountryAbu Dhabi United Arab EmiratesAlgiers AlgeriaAl-Manamah BahrainAlmaty KazakhstanAmman JordanAmsterdam NetherlandsAthens GreeceAuckland New ZealandBaku AzerbaijanBandar Seri Begawan BruneiBangalore IndiaBangkok ThailandBarcelona SpainBeijing ChinaBeirut LebanonBerlin GermanyBogota ColombiaBrussels BelgiumBucuresti RomaniaBudapest HungaryBuenos Aires ArgentinaCairo EgyptCaracas VenezuelaChangchun ChinaCharlotte United States of AmericaChengdu ChinaCologne GermanyColombo Sri LankaColumbus United States of AmericaCopenhagen DenmarkDamascus SyriaDelhi IndiaDenver United States of AmericaDetroit United States of AmericaDhaka BangladeshDoha QatarDubai United Arab EmiratesDublin IrelandDusseldorf GermanyFort Lauderdale United States of AmericaFrankfurt GermanyGuangzhou ChinaHaikou ChinaHamburg GermanyHangzhou ChinaHanoi VietnamHelsinki FinlandHong Kong S.A.R. ChinaIndianapolis United States of AmericaIstanbul TurkeyJakarta IndonesiaJohannesburg South AfricaKarachi PakistanKita-Kyushu JapanKuala Lumpur MalaysiaKuwait City KuwaitLanzhou ChinaLarnaca Cyprus

WORLDWIDEBruce JonesVP Customer SupportTel: +33 (0)5 61 93 35 04Fax: +33 (0)5 61 93 41 01

USA/CANADAFrançois MourareauSenior Vice President Customer SupportTel: +1 (703) 834 3506Fax: +1 (703) 834 3463

CHINAPierre Steffen Vice President Customer SupportTel: +86 10 804 86161 Ext 5040Fax: +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.

Airbus Technical AOG Centre (AIRTAC)Tel: +33 (0)5 61 93 34 00Fax: +33 (0)5 61 93 35 [email protected]

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

Spares AOGs outside North America should be addressed to:Tel: +49 (40) 50 76 4001Fax: +49 (40) 50 76 [email protected]

Spares related HMV issues outside North America should be addressed to:Tel: +49 (40) 50 76 4003Fax: +49 (40) 50 76 [email protected]

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

Airbus Maintenance Training Centre Hamburg,GermanyTel: +49 40 743 88288 Fax: +49 40 743 88588

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

CUSTOMER SUPPORT AROUND THE CLOCK... AROUND THE WORLD

J u s t h a p p e n e d

A300/A310 FAMILYTECHNICAL SYMPOSIUMTOULOUSE, FRANCE5-9 NOVEMBER 2007 The Technical Symposiumattracted 85 participants from 41airlines and many vendors andMROs also attended. There wasconstructive discussion on manytechnical aspects and also theAirbus plans for the Long TermSupport of the programme. Themain items of discussion includ-ed continued improvements indispatch reliability for the fuelsystem and the prevention ofhydraulic leaks. The continuedavailability of spare parts, for thelong term, was also appreciatedby operators.

TECHNICAL DATA SUPPORT ANDSERVICES SYMPOSIUMTOULOUSE, FRANCE12-15 NOVEMBER 2007The symposium attracted 150participants, customers, MROsand suppliers from all over theworld. The Theme was ‘Deve-loping for the Future’ and thecurrent and upcoming develop-ments were outlined during themain presentations, includingfeedback about implemented orscheduled optimization foradvanced consultation, enhanceddata deliverables and sustainedcustomer support. Many productdemonstrations and workshopswere held, which generated fruit-ful discussion and feedback onthe Airbus TD deliverables suchas AirN@v Modules, ADOC,AirbusWorld and SB+.

C o m i n g s o o n

A330/A340 FAMILY TECHNICAL SYMPOSIUM DUBAI, UNITED ARAB EMIRATES11-15 MAY 2008Airbus is pleased to announcethe date and location of the nextA330/A340 Symposium. The symposium is the opportu-nity to review actual in-serviceexperience with the A330/A340Family of aircraft as well as todiscuss subjects of more generaltechnical interest. A provisionalagenda will be sent in due time.

MATERIAL, SUPPLIERS AND WARRANTY SYMPOSIUM CANCUN, MEXICOJUNE 2008The symposium objectives willbe to review together strategicdirections and current supportand services initiatives withinthe material, logistic, supplier &warranty domains. Presentations, dedicated work-shops and bilateral meetings willprovide a forum for airlines, sup-pliers and Airbus to pursue fur-ther solutions in optimizing thecost of aircraft ownership andincreasing aircraft operationalavailability. The event will alsoprovide an insight into the devel-oping warranty and materialmanagement related e-servicesand the latest in SupplierSupport Conditions (SSC).

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