FAST Airbus Technical Magazine 43th Edition

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Customer Servicesevents

J u s t h a p p e n e dMaterial, Suppliers and Warranty Symposium,Cancun, Mexico June 2008We concluded a successful symposium, whichbrought together 150 people from customers andmajor suppliers organizations. The key theme of thisevent was to ‘Materialize our future together’ withkeynote speeches dedicated to:• Reveal of the Supplier Support Rating awards,• Airbus material management strategy,• The new Supplier Support Conditions (SSC),• Supplier improvement process,• Airbus BFE and powerplant supplier policies and

support,• Optimization of the supply chain,• What’s new in warranty,• Warranty tool developments.

To compliment the speeches, plenary sessions andworkshops were held to share greater detail onspecific developments and to openly exchange ideastogether with customers and suppliers. The customercaucus highlighted that we delivered on our previouscommitments and our ongoing initiatives were highlyappreciated.

The first A380 Entry Into Service symposiumToulouse, France 1 - 4th December 2008More than 200 people from eleven A380 customerairlines and nineteen suppliers attended the event. Ina departure from the traditional symposium format, abroad range of A380 issues were debated, with oneday for in-service technical subjects, one day forproduction and programme development issues andone day for flight operations items. With the aircraftin-service for over one year, this was an ideal time toreview feedback from initial operation. All customersagreed the symposium gave them valuable feedbackto prepare future entries-into-service and expectAirbus and its suppliers to maintain efforts on in-service reliability and product maturityimprovements.

Airbus Training Symposium, Paris,France 1 - 4 December 2008400 participants, 112 airlines, 32 training systemssuppliers and aviation authorities expressed extremesatisfaction with the symposium. The key messagewas, ‘Thinking about tomorrow’s training; rethinkingwith tomor-row’s technologies’. This theme,reiterated in four streams (flight, maintenance, cabin,and simulation technologies) in different presen-

tations demonstrated our commitment to safety,quality and efficiency. VP Jacques Drappier asked‘are we still training people based on aircraft ofyesterday, hoping that they will learn about theaircraft of today, and will be prepared for the aircraftof tomorrow?’ Technologies such as the OnboardInformation System, Onboard Maintenance System,and Flight Attendant’s Panel have revolutionized theway people operate Airbus aircraft and training musttake this into account. He concluded that safety isnon-negotiable and can be economically achieved byapplying this theme.

C o m i n g s o o nA320 Family programme symposium Paris,France 4 - 8 May 2009The A320 Family is continuing to develop and toexpand. The worldwide symposium of the A320Family programme will take place in downtownParis in May 2009. It will gather the airline management dealing with the A320 family, fleet managers and technical pilots toshare the experience of the almost 4,000 aircraftwhich will be in service by mid 2009. Airbus willpropose a basic agenda that will be merged withcustomer suggestions, concen-trating on fleetconcerns that will be based on FAIR-ISP (Forum forAirline Issues Resolution - In Service Problems)inputs. It is planned to cover all presentations in themain session. As usual, adequate facilities will beavailable for side meetings. The formal invitationletters as well as the preliminary agenda will sent inthe first quarter of 2009.

The 15th Performance & Operations Conference to beheld in Paris 11-15 May 2009This is a significant milestone in our FlightOperations Support & Services activities. Theseevents have been organized since 1980 and thisevent provides flight crews, operations specialists,flight operations engineers and performancespecialists with a unique opportunity toconstructively exchange views and information, plusincrease mutual cooperation and communication.On most days, three sessions will be conductedsimultaneously to cover the main flight operationsthemes. In addition, booths will be open daily todiscuss issues and to provide demonstrations ofAirbus Flight Operations' tools.

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

RCSM location CountryLouisville United States of AmericaLuton United KingdomLuxembourg LuxembourgMacau S.A.R. ChinaMadrid SpainManchester United KingdomManilla PhilippinesMarrakech MoroccoMauritius MauritiusMemphis United States of AmericaMexico City MexicoMiami United States of AmericaMilan ItalyMinneapolis United States of AmericaMontreal CanadaMoscow RussiaMumbai IndiaMuscat OmanNanchang 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 RepublicRiyadh Saudi ArabiaRoma ItalySan Francisco United States of AmericaSan Salvador El SalvadorSantiago ChileSao Paulo BrazilSeoul South KoreaShanghai ChinaSharjah United Arab EmiratesShenyang ChinaShenzhen ChinaSingapore SingaporeSofia BulgariaSydney AustraliaTaipei TaiwanTashkent UzbekistanTehran IranTel Aviv IsraelTokyo JapanToluca MexicoTripoli LibyaTulsa United States of AmericaTunis TunisiaVienna AustriaWashington United States of AmericaWuhan ChinaXi'an ChinaYekaterinburg RussiaZurich Switzerland

RCSM location CountryAbu Dhabi United Arab EmiratesAlgiers AlgeriaAl-Manamah BahrainAlmaty KazakhstanAmman JordanAmsterdam NetherlandsAthens GreeceAuckland New ZealandBaku AzerbaijanBangalore IndiaBangkok ThailandBarcelona SpainBeijing ChinaBeirut LebanonBerlin GermanyBogota ColombiaBrussels BelgiumBucharest RomaniaBudapest HungaryBuenos Aires ArgentinaCairo EgyptChangchun ChinaCharlotte United States of AmericaChengdu ChinaCologne GermanyColombo Sri LankaCopenhagen DenmarkDamascus SyriaDar Es Salaam TanzaniaDelhi 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 FinlandHo Chi Minh City VietnamHong Kong S.A.R. ChinaIndianapolis United States of AmericaIstanbul TurkeyJakarta IndonesiaJohannesburg South AfricaKarachi PakistanKita-Kyushu JapanKuala Lumpur MalaysiaKuwait City KuwaitLanzhou ChinaLarnaca CyprusLisbon PortugalLondon United KingdomLos Angeles United States of America

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

USA/CANADATom AndersonSenior 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-Bernard GalyDirector Resident Customer Support AdministrationTel: +33 (0)5 67 19 04 13 Fax: +33 (0)5 61 93 46 10

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

Publisher: Bruno Piquet

Editor: Kenneth Johnson

Page layout: Quat’coul

Cover:Airline staff can familiarize with the Airbus manuals to maintain Airbus aircraft with

the C@DETS self-tutorial courseware, see article on page 22

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 https://w3.airbus.com/CRS/A233_GN60/Customer_Services/index.html

under ‘Quick references’

ISSN 1293-5476

© AIRBUS S.A.S. 2008. 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 norreproduced without prior written consent of Airbus S.A.S. This Magazine and thematerials it contains shall not, in whole or in part, be sold, rented, or licensed to anythird party subject to payment or not. This Magazine may contain market-sensitive orother information that is correct at the time of going to press. This information involvesa number of factors which could change over time, affecting the true publicrepresentation. Airbus assumes no obligation to update any information contained inthis document or with respect to the information described herein. The statementsmade herein do not constitute an offer or form part of any contract. They are based onAirbus information and are expressed in good faith but no warranty or representationis given as to their accuracy. When additional information is required, Airbus S.A.S canbe contacted to provide further details. Airbus S.A.S shall assume no liability for anydamage in connection with the use of this Magazine and the materials it contains, evenif Airbus S.A.S has been advised of the likelihood of such damages. This licence isgoverned by French law and exclusive jurisdiction is given to the courts and tribunals ofToulouse (France) without prejudice to the right of Airbus to bring proceedings forinfringement of copyright or any other intellectual property right in any other court ofcompetent jurisdiction.

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

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Hydraulic systemsFranck GAYFranck GERMAINStéphane ADER

A300-600/A310 PMATA new tool for troubleshooting autoflight systemsDavid MARCONNET

Future Air Traffic ManagementA step change in aviation’s efficiency, safetyand environmental impactPierre MAGROMarkus DURSTEWITZ

C@DETSComputer @ssisted DocumentationEducation Tutorial SystemNew improvements to the self-tutorial courseware for familiarizing users with Airbus maintenance and engineering Technical DataBoris PLOTEAU

Initial experience from the FAIR-OPS on-line forumIncreasing airlines and Airbus collaboration on in-service fleet’s flight operations issuesNicolas PUHARRÉCaptain Michel BRANDT

SESAR Part II

Customer ServicesAround the clock... Around the world

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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!

Photo copyright Airbus Photo credits:

Airbus Photographic Library, exm company, Airbus France

HYDRAULIC SYSTEMS

A training coursefor repairinghydraulicproblems on all Airbusaircraft types

Your aircraft is scheduled to departin two minutes and you are comfor-tably seated. Suddenly, a voice isheard in the cabin: ‘ladies andgentlemen, this is the captain, we have a technical problem andmaintenance is checking it. We willinform you as soon as possible ofthe result’.Even if you don’t see them, outsidethe aircraft maintenance techniciansare already busy. The aircraft has a hydraulic leak and they have to quickly answer crucial ques-

tions such as ‘is the leak within the Aircraft Maintenance Manual(AMM) limits?’ or ‘is there a de-activation to perform?’ and manyothers. Then they have to make agood decision, because the longerthe aircraft is delayed, the morepassengers will be inconveniencedand the more expensive and pro-blematic will be the consequences.Their decision making depends onseveral factors, such as: Severity ofthe problem, maintenance staffskill and experience and a numberof others.

To help and improve the perfor-mance, knowledge, skill and deci-sion making of maintenance tech-nicians on hydraulic system pro-blems, Airbus has developed a spe-cific two days training course,applicable for all Airbus aircrafttypes. This article explains the cou-rse content and its advantages.

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Franck GERMAINDeputy Senior Programme DirectorA300/A310 Family Programme Airbus Customer Services

Franck GAYAircraft Maintenance Instructor

Maintenance Training OperationsAirbus Customer Services

Hydraulic problems can be a source of scheduledisruptions for operators. This article is in two parts with the first partdescribing an Airbus training course for repai-ring hydraulic problems on all Airbus aircrafttypes and the second part explaining the impro-vements and maintenance recommendationsspecifically developed for hydraulic systems onA300/A310 Family aircraft.

Hydraulic systems

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Part 1

Stéphane ADERHydraulic System Senior EngineerAirbus Customer Services

HYDRAULIC SYSTEMS

A training coursefor repairinghydraulicproblems on all Airbusaircraft types

Your aircraft is scheduled to departin two minutes and you are comfor-tably seated. Suddenly, a voice isheard in the cabin: ‘ladies andgentlemen, this is the captain, we have a technical problem andmaintenance is checking it. We willinform you as soon as possible ofthe result’.Even if you don’t see them, outsidethe aircraft maintenance techniciansare already busy. The aircraft has a hydraulic leak and they have to quickly answer crucial ques-

tions such as ‘is the leak within the Aircraft Maintenance Manual(AMM) limits?’ or ‘is there a de-activation to perform?’ and manyothers. Then they have to make agood decision, because the longerthe aircraft is delayed, the morepassengers will be inconveniencedand the more expensive and pro-blematic will be the consequences.Their decision making depends onseveral factors, such as: Severity ofthe problem, maintenance staffskill and experience and a numberof others.

To help and improve the perfor-mance, knowledge, skill and deci-sion making of maintenance tech-nicians on hydraulic system pro-blems, Airbus has developed a spe-cific two days training course,applicable for all Airbus aircrafttypes. This article explains the cou-rse content and its advantages.

HYDRAULIC SYSTEMS

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Franck GERMAINDeputy Senior Programme DirectorA300/A310 Family Programme Airbus Customer Services

Franck GAYAircraft Maintenance Instructor

Maintenance Training OperationsAirbus Customer Services

Hydraulic problems can be a source of scheduledisruptions for operators. This article is in two parts with the first partdescribing an Airbus training course for repai-ring hydraulic problems on all Airbus aircrafttypes and the second part explaining the impro-vements and maintenance recommendationsspecifically developed for hydraulic systems onA300/A310 Family aircraft.

Hydraulic systems

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Part 1

Stéphane ADERHydraulic System Senior EngineerAirbus Customer Services

Hydraulic problems can be a source of aircraft delays and cancellations and can cause significant operationaldisruption for operators and theirpassengers. The Hydraulic Practices,Repairs And Precautions Course offersoperators the opportunity to familiarize or refresh their staff with such problemsand fixes and to minimize the disruptionsto their operations that can be caused by them.This course, applicable for all Airbusaircraft families, provides answers when working on hydraulic systems and clarifies, explains and demystifies

what is needed to fix hydraulic systems.Some courses have been run already withpositive feedback, such as the followingexamples from operator participants: ‘Course was really good, was informativefor today’s activities’, ‘It’s interesting and knowledgeable and it gives me the correct information or procedures’,‘Was very clear and presentation was excellent, could clear all doubts when ever raised during the course’, ‘We hope that in the future there will bemore frequency of training informationsuch as this, to further broaden our knowledge.’

Conclusion

CONTACT DETAILS

Franck GAYAircraft Maintenance InstructorMaintenance Training OperationsAirbus Customer ServicesTel: +33 (0) 5 62119720Fax +33 (0) 5 [email protected]

THE HYDRAULIC PRACTICES,REPAIRS AND PRECAUTIONS COURSE

The course is designed for allAirbus aircraft families and can bedelivered at a customer’s site, oranywhere else. The target popu-lation is maintenance certifyingstaff (European Aviation SafetyAgency B1, B2, A, C categories,Federal Aviation Agency A&P orequivalent) and non certifying staffdirectly dealing with the aircraft.The course is divided into twoparts. The first day is theory withthe second day being practical andon aircraft, including a repair ses-sion with kits.

DAY ONE - THEORY

Servicing recommendations is thefirst topic. Whether it is done at theoperator main base or elsewhere,improper servicing can be a contri-buting factor for delays (overservicing, quantity level variation,reservoir or accumulator confi-guration not set…etc).Therefore, it is essential to know orreview the ‘MUST DO and MUSTNOT DO’ during servicing.

Another maintenance duty is ins-pection. This is to ensure hy-draulic systems; components andlines are in good condition. This isvery important for prevention ofhydraulic leaks. They can be certi-fied airworthy according to theAMM, which provides criteria,limits and tolerances. What andwhere to check, is part of thecourse. Additionally, the coursehelps to find the damage tolerancesfor dispatch. Leak prevention incase of line damage is studied. Inaddition, videos review the basicsof seal, line and hose installation.A significant amount of air trappedin hydraulic fluid can generatesubstantial issues. Therefore, it isessential to know how to tackle thispossible case, so the procedures tobe used are part of the course. When a leak or a problem is disco-vered, what we quickly want toknow, are the steps to dispatch the

aircraft airworthy or/and thingsthat can reduce a delay durationsuch as usage of a Fly Away Kit orwhen to call AIRTAC (AirbusTechnical AOG Centre). The last part of day one explainsavailable hydraulic line repairmethods. Today, for Airbus, the su-ppliers for on wing repairs arePermaswage and Rynglok and bothof these technologies are studied.Throughout the day participantsare not passive, questions are askedand answers have to be found in the AMM. Also trainees areguided and coached by the ins-tructor using AirN@v (Airbus elec-tronic technical data tool). Thepurpose is to help them identify howand where to find necessary data fortheir everyday life.

DAY TWO - PRACTICAL

This is split in two: on aircraft andwith repair kits. On aircraft, parti-cipants with the instructor see all theareas where there are points ofinterest in safety, dispatch, servi-cing, inspection, de-activation, testor installation.

For example: Applicable to allAirbus aircraft types with lowerdeck cargo doors, includingfreighters with the main deck cargohydraulic actuated door. Duringmaintenance checks cargo doorsare left open for long periods. Dueto safety concerns, before the firstclosing of the door it is required tobleed the door actuators, as if thisis not done the doors could slamshut due to air ingress. Therefore,this task is emphasized and thetype of tool and how to perform thebleeding is reviewed.

Another example is on the A320Family: to ensure safety on somemaintenance tasks it is a goodpractice to isolate systems. On thePower Transfer Unit (PTU) there isan isolation coupling and duringthe course it is reviewed why,where and how to disconnect thiscoupling.

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These are just two examples, butmany more are covered.

If an operator has more than oneaircraft type, everything is done onthe first type then only thedifferences are covered for theother types.

Using the repair kits is the last part of the course, Permaswage andRynglok repair kits are used andeach participant must cut, clean,deburr and swage under theinstructor’s coaching/supervision.After the repair is made ins-pections are carried out.

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HYDRAULIC SYSTEMS

Hydraulic problems can be a source of aircraft delays and cancellations and can cause significant operationaldisruption for operators and theirpassengers. The Hydraulic Practices,Repairs And Precautions Course offersoperators the opportunity to familiarize or refresh their staff with such problemsand fixes and to minimize the disruptionsto their operations that can be caused by them.This course, applicable for all Airbusaircraft families, provides answers when working on hydraulic systems and clarifies, explains and demystifies

what is needed to fix hydraulic systems.Some courses have been run already withpositive feedback, such as the followingexamples from operator participants: ‘Course was really good, was informativefor today’s activities’, ‘It’s interesting and knowledgeable and it gives me the correct information or procedures’,‘Was very clear and presentation was excellent, could clear all doubts when ever raised during the course’, ‘We hope that in the future there will bemore frequency of training informationsuch as this, to further broaden our knowledge.’

Conclusion

CONTACT DETAILS

Franck GAYAircraft Maintenance InstructorMaintenance Training OperationsAirbus Customer ServicesTel: +33 (0) 5 62119720Fax +33 (0) 5 [email protected]

THE HYDRAULIC PRACTICES,REPAIRS AND PRECAUTIONS COURSE

The course is designed for allAirbus aircraft families and can bedelivered at a customer’s site, oranywhere else. The target popu-lation is maintenance certifyingstaff (European Aviation SafetyAgency B1, B2, A, C categories,Federal Aviation Agency A&P orequivalent) and non certifying staffdirectly dealing with the aircraft.The course is divided into twoparts. The first day is theory withthe second day being practical andon aircraft, including a repair ses-sion with kits.

DAY ONE - THEORY

Servicing recommendations is thefirst topic. Whether it is done at theoperator main base or elsewhere,improper servicing can be a contri-buting factor for delays (overservicing, quantity level variation,reservoir or accumulator confi-guration not set…etc).Therefore, it is essential to know orreview the ‘MUST DO and MUSTNOT DO’ during servicing.

Another maintenance duty is ins-pection. This is to ensure hy-draulic systems; components andlines are in good condition. This isvery important for prevention ofhydraulic leaks. They can be certi-fied airworthy according to theAMM, which provides criteria,limits and tolerances. What andwhere to check, is part of thecourse. Additionally, the coursehelps to find the damage tolerancesfor dispatch. Leak prevention incase of line damage is studied. Inaddition, videos review the basicsof seal, line and hose installation.A significant amount of air trappedin hydraulic fluid can generatesubstantial issues. Therefore, it isessential to know how to tackle thispossible case, so the procedures tobe used are part of the course. When a leak or a problem is disco-vered, what we quickly want toknow, are the steps to dispatch the

aircraft airworthy or/and thingsthat can reduce a delay durationsuch as usage of a Fly Away Kit orwhen to call AIRTAC (AirbusTechnical AOG Centre). The last part of day one explainsavailable hydraulic line repairmethods. Today, for Airbus, the su-ppliers for on wing repairs arePermaswage and Rynglok and bothof these technologies are studied.Throughout the day participantsare not passive, questions are askedand answers have to be found in the AMM. Also trainees areguided and coached by the ins-tructor using AirN@v (Airbus elec-tronic technical data tool). Thepurpose is to help them identify howand where to find necessary data fortheir everyday life.

DAY TWO - PRACTICAL

This is split in two: on aircraft andwith repair kits. On aircraft, parti-cipants with the instructor see all theareas where there are points ofinterest in safety, dispatch, servi-cing, inspection, de-activation, testor installation.

For example: Applicable to allAirbus aircraft types with lowerdeck cargo doors, includingfreighters with the main deck cargohydraulic actuated door. Duringmaintenance checks cargo doorsare left open for long periods. Dueto safety concerns, before the firstclosing of the door it is required tobleed the door actuators, as if thisis not done the doors could slamshut due to air ingress. Therefore,this task is emphasized and thetype of tool and how to perform thebleeding is reviewed.

Another example is on the A320Family: to ensure safety on somemaintenance tasks it is a goodpractice to isolate systems. On thePower Transfer Unit (PTU) there isan isolation coupling and duringthe course it is reviewed why,where and how to disconnect thiscoupling.

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HYDRAULIC SYSTEMS

These are just two examples, butmany more are covered.

If an operator has more than oneaircraft type, everything is done onthe first type then only thedifferences are covered for theother types.

Using the repair kits is the last part of the course, Permaswage andRynglok repair kits are used andeach participant must cut, clean,deburr and swage under theinstructor’s coaching/supervision.After the repair is made ins-pections are carried out.

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Hydraulic system leaks are recognised as a significant driver for unscheduledmaintenance actions on A300/A310 Family aircraft, so during the A300/A310 2007 TechnicalSymposium in Toulouse a review of available hardwareimprovements was made and a presentation was given of recommendations for maintenancepractices to prevent leaks. Numerous hardware improvements have been defined by Airbus and are summarized in SIL 29-032.

Preventive maintenance is also an important factor to reduce leaks, so a visual inspection guide CD-ROM has been developed and issued by Airbus. Application of the SIL improvements and CD-ROM inspection guide has already led to improved operations for operators and, together with the complementary HydraulicPractices, Repairs And PrecautionsCourse described in Part 1 of this article,can bring increased benefits for operatorsby reducing schedule disruptions due to hydraulic problems.

Conclusion

CONTACT DETAILS

Stéphane ADERHydraulic System Senior EngineerAirbus Customer ServicesTel: +33 (0)5 62 11 97 06Fax: +33 (0)5 61 93 32 [email protected]

checked and the particular areasthey are located in can be summa-rized as follows: Items to be checked are hydraulicseals, flexible hoses and rigidpipes. The particular areas are themain landing gear wheel well, thenose landing gear bay, the enginepylon and nacelle and the wingtrailing edge.Precise and detailed guidelines andprocedures have been defined forthese checks. For all A300/A310Family operators to benefit from thisfleet wide experience a VisualInspection Guide CD-ROM has beendeveloped, which complements theHydraulic Practices, Repairs AndPrecautions Course describedpreviously in this article. Copies ofthis CD-ROM have already beendistributed to all A300/A310 Familyoperators and SIL 00-032 givescontacts for additional copies. Abooklet, the ‘A300, A310, A300-600Hydraulic System MaintenancePractices’ has also been producedand made available to operators.

Preventinghydraulic leaks on A300/A310Family aircraft One outcome of the A300/A310Technical Symposium in Toulousein 2007 was the clear indicationfrom operators that hydraulic leaksrepresent one of the most signi-ficant causes for unscheduledmaintenance on the aircraft. Fromthis came the request for Airbus toassist to improve the situation. Thisarticle explains the steps taken byAirbus to help operators reduceunscheduled maintenance relatedto hydraulic problems.

FLEET STATUS

Leaks from the hydraulic and otherrelated systems (such as flightcontrols, braking systems etc) are amain cause for operational inter-ruptions and unscheduled mainte-nance actions for each of theA300/A310 Family aircraft types.The hydraulic system is regularlyone of the top five identifiedcontributors to unscheduled main-tenance actions.

To understand this phenomenonand define corrective actions,Airbus began some years ago to

closely monitor all reported hy-draulic leak events. This database has been used for the development of varioushardware improvements and alsothe provision of comprehensivemaintenance recommendations forpreventive maintenance. Severaloperators have approached Airbusindividually, recommendationshave been given and the resultshave been clearly positive. Onerecent feedback from Thai Airwaysconcerned a hydraulic leak impro-vement plan developed in 2007,see separate box.

AVAILABLE IMPROVEMENTS

A number of improvements andmodifications have been definedand a complete list is available inService Information Letter 29-032.As experience feedback from in-service is a continual process, thecontents of this SIL are periodi-cally updated and the last revisionwas in October 2007.

GUIDELINES

Analysis of in-service feedbackclearly shows that the rate ofoccurrence of hydraulic leaksincreases as the aircraft ages.Consequently, older aircraft re-quire particular attention and,generally, the main items to be

Part 2

Flexible hoseinspection

Hose to structure clearance1

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Hose to pipe clearance2

Chafing marks/braid rupture3

‘Thai Airways have emphasized theoutstanding results achieved thanksto the hydraulic leak preventivemaintenance programme put in place,which has helped to achieve and maintain low cases of hydraulic leaks.’

Mr. Charat ChimpaleeThai Airways Engineering

Documentation SIL 29-032 updated in Oct 2007 with latest improvements

Effectivity:A300A300-600A310

Recentimprovements

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800-849 750-799 700-749 650-699 600-649 550-599 500-549 450-499

Numberof leaks

MSNrange

Number of leaks increasesw ith aircraft age

Maintenance aids

Number of leaks per range of MSN

CD-ROM HydraulicSystem MaintenancePractices

FAST magazine- number 13- number 22

Booklet ‘A300, A310, A300-600 Hydraulic System Maintenance Practices’Available via SIL 00-032

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Hydraulic system leaks are recognised as a significant driver for unscheduledmaintenance actions on A300/A310 Family aircraft, so during the A300/A310 2007 TechnicalSymposium in Toulouse a review of available hardwareimprovements was made and a presentation was given of recommendations for maintenancepractices to prevent leaks. Numerous hardware improvements have been defined by Airbus and are summarized in SIL 29-032.

Preventive maintenance is also an important factor to reduce leaks, so a visual inspection guide CD-ROM has been developed and issued by Airbus. Application of the SIL improvements and CD-ROM inspection guide has already led to improved operations for operators and, together with the complementary HydraulicPractices, Repairs And PrecautionsCourse described in Part 1 of this article,can bring increased benefits for operatorsby reducing schedule disruptions due to hydraulic problems.

Conclusion

CONTACT DETAILS

Stéphane ADERHydraulic System Senior EngineerAirbus Customer ServicesTel: +33 (0)5 62 11 97 06Fax: +33 (0)5 61 93 32 [email protected]

checked and the particular areasthey are located in can be summa-rized as follows: Items to be checked are hydraulicseals, flexible hoses and rigidpipes. The particular areas are themain landing gear wheel well, thenose landing gear bay, the enginepylon and nacelle and the wingtrailing edge.Precise and detailed guidelines andprocedures have been defined forthese checks. For all A300/A310Family operators to benefit from thisfleet wide experience a VisualInspection Guide CD-ROM has beendeveloped, which complements theHydraulic Practices, Repairs AndPrecautions Course describedpreviously in this article. Copies ofthis CD-ROM have already beendistributed to all A300/A310 Familyoperators and SIL 00-032 givescontacts for additional copies. Abooklet, the ‘A300, A310, A300-600Hydraulic System MaintenancePractices’ has also been producedand made available to operators.

Preventinghydraulic leaks on A300/A310Family aircraft One outcome of the A300/A310Technical Symposium in Toulousein 2007 was the clear indicationfrom operators that hydraulic leaksrepresent one of the most signi-ficant causes for unscheduledmaintenance on the aircraft. Fromthis came the request for Airbus toassist to improve the situation. Thisarticle explains the steps taken byAirbus to help operators reduceunscheduled maintenance relatedto hydraulic problems.

FLEET STATUS

Leaks from the hydraulic and otherrelated systems (such as flightcontrols, braking systems etc) are amain cause for operational inter-ruptions and unscheduled mainte-nance actions for each of theA300/A310 Family aircraft types.The hydraulic system is regularlyone of the top five identifiedcontributors to unscheduled main-tenance actions.

To understand this phenomenonand define corrective actions,Airbus began some years ago to

closely monitor all reported hy-draulic leak events. This database has been used for the development of varioushardware improvements and alsothe provision of comprehensivemaintenance recommendations forpreventive maintenance. Severaloperators have approached Airbusindividually, recommendationshave been given and the resultshave been clearly positive. Onerecent feedback from Thai Airwaysconcerned a hydraulic leak impro-vement plan developed in 2007,see separate box.

AVAILABLE IMPROVEMENTS

A number of improvements andmodifications have been definedand a complete list is available inService Information Letter 29-032.As experience feedback from in-service is a continual process, thecontents of this SIL are periodi-cally updated and the last revisionwas in October 2007.

GUIDELINES

Analysis of in-service feedbackclearly shows that the rate ofoccurrence of hydraulic leaksincreases as the aircraft ages.Consequently, older aircraft re-quire particular attention and,generally, the main items to be

Part 2

Flexible hoseinspection

Hose to structure clearance1

1 2

3

Hose to pipe clearance2

Chafing marks/braid rupture3

‘Thai Airways have emphasized theoutstanding results achieved thanksto the hydraulic leak preventivemaintenance programme put in place,which has helped to achieve and maintain low cases of hydraulic leaks.’

Mr. Charat ChimpaleeThai Airways Engineering

Documentation SIL 29-032 updated in Oct 2007 with latest improvements

Effectivity:A300A300-600A310

Recentimprovements

0

20

40

60

80

100

120

140

800-849 750-799 700-749 650-699 600-649 550-599 500-549 450-499

Numberof leaks

MSNrange

Number of leaks increasesw ith aircraft age

Maintenance aids

Number of leaks per range of MSN

CD-ROM HydraulicSystem MaintenancePractices

FAST magazine- number 13- number 22

Booklet ‘A300, A310, A300-600 Hydraulic System Maintenance Practices’Available via SIL 00-032

A300-600/A310 PMAT - A NEW TOOL FOR TROUBLESHOOTING AUTOFLIGHT SYSTEMS

PMATdevelopmentIn 2007, Airbus launched theA300 and A310 Long TermSupport programme (see FASTSpecial A300/A310 Family April2008) to ensure continuous supportto operators. New challenges likeengineering support led Airbusand its vendors to modernize thefleet by improving variousdifferent systems of the A300-600and A310 aircraft. New features were developed for improvedaircraft performance and also forimproved and easier maintainabi-lity of the aircraft. The introduc-tion of systems for improved andeasier maintainability led to thedevelopment of a new tool, thePMAT, by Thales Avionics for the maintenance of the AFS. ThePMAT is ideally suited for theLong Term Support Airbus isproviding for the aircraft family.

PMAT purposeAFS maintenance is ensured bythe FIDS (Fault Isolation andDetection System), integrated inthe AFS computers, which recordsand analyses the BITE (Built InTest Equipment) memory from theAFS computers. Whenever a fai-lure is detected, the FIDS sendsBITE results to the MTP (Main-tenance Test Panel) located on therear panel in the cockpit.

When the MTP is interrogated, it displays the failures recorded by the BITE from the last flight and can indicate the highestprobability of failed components(maximum three). After this, me-chanics refer to the associatedtroubleshooting task in the TSM(Trouble Shooting Manual) and adedicated booklet called AircraftSystem Maintenance Aids.

In some complex cases the TSMmay not be sufficient and the issue could persist. In these cases the complete BITE memory,


David MARCONNETNavigation & Flight Guidance/

Management SystemsAirbus Customer Services

A300-600/A310 PMAT

A new tool for troubleshootingautoflight systems

The sophisticated architecture of Auto FlightSystems (AFS) on the A300-600/A310 causessome issues for mechanics in identifying the rootcause of problems. To assist in identifying thesecauses Airbus and Thales have developed a tool

called the Thales Portable Maintenance AccessTerminal (PMAT). This article describes the PMATand its functions in assisting operators in perfor-ming investigations.

PMAT computer and BITE access

which contains more informa-tion (Boolean, logic), could enablecompletion of the analysis of acomplex failure. To access theBITE memory and enable analy-sis of its content, the PMAT hasbeen designed for interroga-ting: The Flight AugmentationComputer (FAC), The FlightControl Computer (FCC) and theThrust Control Computer (TCC).

Booklet Aircraft System Maintenance Aids

AP rollactuator

AP yawactuator

AP pitchactuator

Auto FlightSystem architecture

FAST

43

9

FAST

43

8


PMATdevelopmentIn 2007, Airbus launched theA300 and A310 Long TermSupport programme (see FASTSpecial A300/A310 Family April2008) to ensure continuous supportto operators. New challenges likeengineering support led Airbusand its vendors to modernize thefleet by improving variousdifferent systems of the A300-600and A310 aircraft. New features were developed for improvedaircraft performance and also forimproved and easier maintainabi-lity of the aircraft. The introduc-tion of systems for improved andeasier maintainability led to thedevelopment of a new tool, thePMAT, by Thales Avionics for the maintenance of the AFS. ThePMAT is ideally suited for theLong Term Support Airbus isproviding for the aircraft family.

PMAT purposeAFS maintenance is ensured bythe FIDS (Fault Isolation andDetection System), integrated inthe AFS computers, which recordsand analyses the BITE (Built InTest Equipment) memory from theAFS computers. Whenever a fai-lure is detected, the FIDS sendsBITE results to the MTP (Main-tenance Test Panel) located on therear panel in the cockpit.

When the MTP is interrogated, it displays the failures recorded by the BITE from the last flight and can indicate the highestprobability of failed components(maximum three). After this, me-chanics refer to the associatedtroubleshooting task in the TSM(Trouble Shooting Manual) and adedicated booklet called AircraftSystem Maintenance Aids.

In some complex cases the TSMmay not be sufficient and the issue could persist. In these cases the complete BITE memory,


David MARCONNETNavigation & Flight Guidance/

Management SystemsAirbus Customer Services

A300-600/A310 PMAT

A new tool for troubleshootingautoflight systems

The sophisticated architecture of Auto FlightSystems (AFS) on the A300-600/A310 causessome issues for mechanics in identifying the rootcause of problems. To assist in identifying thesecauses Airbus and Thales have developed a tool

called the Thales Portable Maintenance AccessTerminal (PMAT). This article describes the PMATand its functions in assisting operators in perfor-ming investigations.

PMAT computer and BITE access

which contains more informa-tion (Boolean, logic), could enablecompletion of the analysis of acomplex failure. To access theBITE memory and enable analy-sis of its content, the PMAT hasbeen designed for interroga-ting: The Flight AugmentationComputer (FAC), The FlightControl Computer (FCC) and theThrust Control Computer (TCC).

Booklet Aircraft System Maintenance Aids

AP rollactuator

AP yawactuator

AP pitchactuator

Auto FlightSystem architecture

FAST

43

9

FAST

43

8

To provide assistance during complextroubleshooting the PMAT has beendeveloped to supply advanced technicalinformation for AFS investigation. The tool is easy to use and has proved its efficiency in numerous cases in serviceand furthermore has allowed fixes to be found for recurring issues that haveexisted over periods of several months.

The PMAT is well suited as an element of the Long Term Support that Airbus is providing for the A300/A310 Family to ensure that the level of support forthese aircraft is as good as that of theother Airbus aircraft families (see FASTSpecial A300/A310 Family April 2008). The PMAT is referenced in the AircraftMaintenance Manual and can bepurchased by contacting Thales Avionics.

Conclusion

The software extracts the results of BITE records for the last 62 legsperformed by the aircraft. Thestatus of each logic point moni-tored by the BITE is displayed inbinary format. Each point that is declared ‘false’ (not operative) is highlighted as well as otherpoints of logic.To complete the analysis, the PMATprovides plain English informa-tion, and even logic drawings ofthe subject computers. This infor-mation can be directly used by linemaintenance to focus its investiga-tion on the origin of the failure.

CONTACT DETAILS

David MARCONNETNavigation & FlightGuidance/Management SystemsAirbus Customer ServicesTel: + 33 (0)5 61 93 48 05Fax: + 33 (0)5 61 93 44 [email protected]

A300-600/A310 PMAT - A NEW TOOL FOR TROUBLESHOOTING AUTOFLIGHT SYSTEMSA300-600/A310 PMAT - A NEW TOOL FOR TROUBLESHOOTING AUTOFLIGHT SYSTEMS

PMAT is easy to useThe PMAT comprises a laptop PC,a cable and a connector that can be plugged into the MTP front face to directly dump theBITE (hexadecimal coded data)for each of the FCC, FAC or TCC command (COM) or monitor(MON) channels. This dump isnormally for the maintenance/engineering of operators, but canalso be used by Airbus CustomerServices Engineering and ThalesAvionics support for supportinganalysis.

When data is dumped, software in the PMAT is used to analyse the numerous hexadecimal or bi-nary BITE snapshots. This soft-ware is called Thales Trouble-shooting data Translating Tool-ST3- and has been developed to handle (entry/consulting) anddecode BITE dump snapshotsfrom A310/A300-600 aircraft.

ST3

Interface menu

Symptoms

Interface snapshot decoding

Interface logic drawing

10

FAST

43

11

FAST

43

11

4A300/A310/A300-600 The PMAT is manufactured by Thales

Avionics in collaboration

with TechSAT. To purchase or loan it

operators must contact Thales

Avionics directly who will supply

either the Troubleshooting Data

Translating Tool (ST3) to install on a

PC, or the PMAT ready to use

(Laptop + software installed).

Contact addresses are as follows:

Technical Support ManagerThales Avionics Aerospace Services Worldwide

18, avenue du Maréchal Juin

BP 49

92362 Meudon-la-Forêt

CEDEX FRANCE

Email :

[email protected]

And…

4TechSAT GmbH Technische Systeme

für Avionic und Test

Gruber Straße

46 cD-85586 Poing

Germany

Internet: http://www.techsat.com

To provide assistance during complextroubleshooting the PMAT has beendeveloped to supply advanced technicalinformation for AFS investigation. The tool is easy to use and has proved its efficiency in numerous cases in serviceand furthermore has allowed fixes to be found for recurring issues that haveexisted over periods of several months.

The PMAT is well suited as an element of the Long Term Support that Airbus is providing for the A300/A310 Family to ensure that the level of support forthese aircraft is as good as that of theother Airbus aircraft families (see FASTSpecial A300/A310 Family April 2008). The PMAT is referenced in the AircraftMaintenance Manual and can bepurchased by contacting Thales Avionics.

Conclusion

The software extracts the results of BITE records for the last 62 legsperformed by the aircraft. Thestatus of each logic point moni-tored by the BITE is displayed inbinary format. Each point that is declared ‘false’ (not operative) is highlighted as well as otherpoints of logic.To complete the analysis, the PMATprovides plain English informa-tion, and even logic drawings ofthe subject computers. This infor-mation can be directly used by linemaintenance to focus its investiga-tion on the origin of the failure.

CONTACT DETAILS

David MARCONNETNavigation & FlightGuidance/Management SystemsAirbus Customer ServicesTel: + 33 (0)5 61 93 48 05Fax: + 33 (0)5 61 93 44 [email protected]

A300-600/A310 PMAT - A NEW TOOL FOR TROUBLESHOOTING AUTOFLIGHT SYSTEMSA300-600/A310 PMAT - A NEW TOOL FOR TROUBLESHOOTING AUTOFLIGHT SYSTEMS

PMAT is easy to useThe PMAT comprises a laptop PC,a cable and a connector that can be plugged into the MTP front face to directly dump theBITE (hexadecimal coded data)for each of the FCC, FAC or TCC command (COM) or monitor(MON) channels. This dump isnormally for the maintenance/engineering of operators, but canalso be used by Airbus CustomerServices Engineering and ThalesAvionics support for supportinganalysis.

When data is dumped, software in the PMAT is used to analyse the numerous hexadecimal or bi-nary BITE snapshots. This soft-ware is called Thales Trouble-shooting data Translating Tool-ST3- and has been developed to handle (entry/consulting) anddecode BITE dump snapshotsfrom A310/A300-600 aircraft.

ST3

Interface menu

Symptoms

Interface snapshot decoding

Interface logic drawing

10

FAST

43

11

FAST

43

11

4A300/A310/A300-600 The PMAT is manufactured by Thales

Avionics in collaboration

with TechSAT. To purchase or loan it

operators must contact Thales

Avionics directly who will supply

either the Troubleshooting Data

Translating Tool (ST3) to install on a

PC, or the PMAT ready to use

(Laptop + software installed).

Contact addresses are as follows:

Technical Support ManagerThales Avionics Aerospace Services Worldwide

18, avenue du Maréchal Juin

BP 49

92362 Meudon-la-Forêt

CEDEX FRANCE

Email :

[email protected]

And…

4TechSAT GmbH Technische Systeme

für Avionic und Test

Gruber Straße

46 cD-85586 Poing

Germany

Internet: http://www.techsat.com

FAST

43

13

FUTURE AIR TRAFFIC MANAGEMENT - A STEP CHANGE IN AVIATION’S EFFICIENCY, SAFETY AND ENVIRONMENTAL IMPACT

ATM development programmeshave been established, such asSESAR (Single European SkyATM Research) in Europe andNextGen in the USA. They areaiming to provide effective solu-tions that can meet the widelyagreed performance targets, inparticular for eco-efficiency andsignificant cost reductions, as wellas further enhanced safety levelson a global scale. How can apotential double or triple increaseof traffic by 2020 (see figure 1) bemanaged when major airportsalready suffer from congestiontoday due to inefficient processesand outdated infrastructure? Therenewal of the ATM system and theintroduction of a new operationalconcept are mandatory to maintainseamless air transport.

To ensure interoperability of newimplementations on a global scale,ICAO (International Civil AviationOrganization) can play an impor-tant role in making sure that whatis being agreed upon in SESARand NextGen can be extendedglobally by being relayed on toother regional ATM developmentand deployment initiatives that areunder way, for example, in India,China, and the Middle East. Thesuccess of all these ATM program-mes is essential for operators andfor Airbus, with a direct effect onperformance requirements. There-fore, Airbus is anticipating thefuture of ATM in the design of newaircraft. In addition, to provide fullbenefit to operators, Airbus has andwill continue to invest in the designof high-performance retrofitsolutions for its in-service fleet.

Airbus ATM visionATM will evolve towards network-centric operations with a completeair-ground integration. The newoperational concept will be centredon the execution of a commonlyagreed 4D trajectory (four-dimensional trajectory includingtime) with minimum ATC (AirTraffic Control) constraints, whichis shared amongst stakeholdersthrough System Wide InformationManagement (SWIM). Operatorsof Airbus aircraft will fully takeadvantage of this concept throughenhanced Communication, Navi-gation and Surveillance (CNS)capabilities onboard the aircraftaround the following three axes:

FUTURE AIR TRAFFIC MANAGEMENT - A STEP CHANGE IN AVIATION’S EFFICIENCY, SAFETY AND ENVIRONMENTAL IMPACTFA

ST43

12

Markus DURSTEWITZBusiness DevelopmentAir Traffic Management

Airbus Strategy

Pierre MAGROHead of AvionicsUpgrade ServicesAirbus Customer Services

Future Air Traffic Management

A step change in aviation’s efficiency,safety and environmental impact

Nobody will have failed to notice the acceleratingdrive to attain greater efficiency in the airlineindustry challenged by increased air traffic, oilprice rises and environmental concerns. Regionalfragmentation and the limitations of the current AirTraffic Management (ATM) system represent a

major obstacle for more efficient operations today,and sustainable growth of air transport tomorrow. This article explains the current and futuresituation for ATM, SESAR and NextGen andAirbus solutions to enable operators to complywith and benefit from future ATM requirements.

2005: 10.5 million of flights 2020: 17.2 million of flights

4More precise and optimizedaircraft navigation - the

ability to fly more efficient

3D (three-dimensional)

and finally 4D (including

time dimension) profiles

with increased precision

and performance accuracy,

4More autonomous aircraftand further reduction

of risks - the ability to

operate more independently

of ground infrastructures,

in lower equipped airspaces

and remote airports, and

with increasing situation

awareness, in dense traffic

areas and under all weather

conditions,

4More communicative aircraft - the ability to

participate increasingly

in collaborative decision-

making (CMD) with airport

and airline operations as

an integrated part

of the ATM network.

Airspace congestion in Europein 2005 and forecast by 2020

Figure 1

FAST

43

13


ATM development programmeshave been established, such asSESAR (Single European SkyATM Research) in Europe andNextGen in the USA. They areaiming to provide effective solu-tions that can meet the widelyagreed performance targets, inparticular for eco-efficiency andsignificant cost reductions, as wellas further enhanced safety levelson a global scale. How can apotential double or triple increaseof traffic by 2020 (see figure 1) bemanaged when major airportsalready suffer from congestiontoday due to inefficient processesand outdated infrastructure? Therenewal of the ATM system and theintroduction of a new operationalconcept are mandatory to maintainseamless air transport.

To ensure interoperability of newimplementations on a global scale,ICAO (International Civil AviationOrganization) can play an impor-tant role in making sure that whatis being agreed upon in SESARand NextGen can be extendedglobally by being relayed on toother regional ATM developmentand deployment initiatives that areunder way, for example, in India,China, and the Middle East. Thesuccess of all these ATM program-mes is essential for operators andfor Airbus, with a direct effect onperformance requirements. There-fore, Airbus is anticipating thefuture of ATM in the design of newaircraft. In addition, to provide fullbenefit to operators, Airbus has andwill continue to invest in the designof high-performance retrofitsolutions for its in-service fleet.

Airbus ATM visionATM will evolve towards network-centric operations with a completeair-ground integration. The newoperational concept will be centredon the execution of a commonlyagreed 4D trajectory (four-dimensional trajectory includingtime) with minimum ATC (AirTraffic Control) constraints, whichis shared amongst stakeholdersthrough System Wide InformationManagement (SWIM). Operatorsof Airbus aircraft will fully takeadvantage of this concept throughenhanced Communication, Navi-gation and Surveillance (CNS)capabilities onboard the aircraftaround the following three axes:


FAST

43

12

Markus DURSTEWITZBusiness DevelopmentAir Traffic Management

Airbus Strategy

Pierre MAGROHead of AvionicsUpgrade ServicesAirbus Customer Services

Future Air Traffic Management

A step change in aviation’s efficiency,safety and environmental impact

Nobody will have failed to notice the acceleratingdrive to attain greater efficiency in the airlineindustry challenged by increased air traffic, oilprice rises and environmental concerns. Regionalfragmentation and the limitations of the current AirTraffic Management (ATM) system represent a

major obstacle for more efficient operations today,and sustainable growth of air transport tomorrow. This article explains the current and futuresituation for ATM, SESAR and NextGen andAirbus solutions to enable operators to complywith and benefit from future ATM requirements.

2005: 10.5 million of flights 2020: 17.2 million of flights

4More precise and optimizedaircraft navigation - the

ability to fly more efficient

3D (three-dimensional)

and finally 4D (including

time dimension) profiles

with increased precision

and performance accuracy,

4More autonomous aircraftand further reduction

of risks - the ability to

operate more independently

of ground infrastructures,

in lower equipped airspaces

and remote airports, and

with increasing situation

awareness, in dense traffic

areas and under all weather

conditions,

4More communicative aircraft - the ability to

participate increasingly

in collaborative decision-

making (CMD) with airport

and airline operations as

an integrated part

of the ATM network.

Airspace congestion in Europein 2005 and forecast by 2020

Figure 1

FAST

43

15

However, it is widely recognizedon both sides of the Atlantic thatappropriate incentive schemes andan associated policy for earlyequipment installation should bedeveloped to secure necessaryinvestments.

To reach the new ATM capabilitylevels required to accommodatethe expected traffic growth and tomeet agreed performance targets,SESAR foresees a stepwise de-ployment approach with three Im-plementation Packages (IP1 to IP3)over the next decade (see figure 3):

• IP1: From now until 2013 is building on the ongoingEuropean ATM initiativescreating the basis andfoundations of the ATM vision,

• IP2: 2013-2019 will deliver a wide informationsharing environment,the driver for improvedefficiency of the ATM network,

• IP3: 2020-202X will introduce the mostadvanced features of the SESAR Concept of Operation, aiming to achievethe SESAR performance goalsin the long term. The longerterm goals of SESAR comprise:Enable three times the capacity,cut cost by two, enhance safety levels by factor ten, and minimize environmentalimpact of flights up to minusten percent compared to the 2005 baseline.

Level 1 will be reached with com-pletion of IP1 realizing the baselinefor future evolutions with ControllerPilot Data-Link Communications(CPDLC), Precision aRea NAViga-tion (PRNAV) responding to therespective Required Navi-gation Performance(RNP), GroundBased Augmenta-tion System (GBAS)for CAT I opera-tions, and impro-ved Airborne TrafficSituational AWare-ness (ATSAW) pro-viding benefits forSURFace (SURF),Visual Separationin Approach (VSA), andI n - T r a i l - P r o c e d u r e s (ITP) operations.Levels 2 and 3 are expectedto be realized with completion ofIP2 by 2020 including improvedaircraft-airport communicationsusing high speed wireless gatelinks (WiMax), higher precisionwith Satellite Based AugmentationSystem (SBAS), and more auto-nomy using an Airborne Separa-tion Assistance System (ASAS) forspacing between aircraft. It will seethe first applications based onshared 4D trajectories as well asimproved GBAS allowing for CATII and III operations. After 2020,IP3 will finally deliver level 4 & 5 capabilities. They will bringoperations based on full 4Dcontracts and enable ASAS self-separation.

FUTURE AIR TRAFFIC MANAGEMENT - A STEP CHANGE IN AVIATION’S EFFICIENCY, SAFETY, AND ENVIRONMENTAL IMPACT

What are SESARand NextGen?Both SESAR and NextGen areATM development initiativestargeting a wide-ranging transfor-mation of today’s aviation in safety,capacity, and environment. There isa great deal of commonality be-tween the NextGen and SESARgoals and the respective targetconcepts. Airbus is completelycommitted to transatlantic coope-ration on ATM. Nevertheless, theapproaches and funding schemesremain different. Whereas NextGenis focussing on purchasing and thestep-wise rollout of specifictechnologies, SESAR is based onthe implementation of a newoperational concept following anoverall agreed Master Plan (MP).In the USA, the Joint ProgrammeDevelopment Office, including theFAA (Federal Aviation Agency), isthe leader for NextGen. In Europe,the European Commission, Euro-control, and the ATM industry(airspace users, Air NavigationService Providers -ANSP-, air-ports, manufacturers and supplyindustry) have together establishedthe SESAR Joint Undertaking toexecute the Master Plan.

SESAR concentrates all Europeandevelopment efforts and fundinginto one organization, the SESARJoint Undertaking (SJU), of whichAirbus is a founding member. Thedevelopment work started in 2008under the responsibility of SJUexecuting the Master Plan agreedby all ATM stakeholders. SESARhas been organized in three phases:The Definition, Development, andDeployment phases (see figure 2).

The Master Plan is the result of atwo-year definition phase com-pleted in March 2008 that involvedmembers of the entire air transportcommunity in the SESAR consor-tium. It was composed of 29 com-panies/organizations and 21 as-sociated partners (airspace users,air navigation service providers,airports, supply industry and staffassociations). Airbus was one ofthe key players heading the consor-tium’s project directorate in chargeof coordinating the work of allcompanies and partners involved inthe project.

Airbus will remain a key player inthe subsequent development anddeployment phases and will providethe necessary R&D (Research andDevelopment) for new aircraft ATMcapabilities. In addition, Airbus hasbeen selected by the SJU to performthe Industrial Support function ofthe programme development phase.This function involves provision ofa common systems-engineeringframework for all partners andmanagement of technicalconsistency at system-of-systemlevel (integrating all systemsthroughout the ATM value chain,which includes the aircraft beingpart of a network exchanging datawith ground systems, satellites, andother aircraft).

SESAR has the full support of theEuropean parliament and council;therefore, if necessary to reach the expected targets, it may bedecided to impose implementationthrough mandates (some arealready scheduled for Imple-mentation Package IP1).

20082005

SESARConsortium

SESARJoint Undertaking

ATMIndustry

Definition Development Deployment

2015

ATMMaster Plan

Regulatory frameworkDeployment framework

Standardization framework

Early deployment2020

Joint Undertaking

SESAR programme phases

Air/air 4D trajectory data sharing, air/air weather data exchange (WV, CAT),Longitudinal ‘containment’ (4D contract),ASAS Self separation.

AFull air/ground 4D trajectory data sharing, Multiple time constraints, GBAS Cat II/III (GPS-Galileo), ASAS Separation (ASEP-C&P),Auto Taxi and Auto Brake.

Wireless Data Link at Airport, Improved RTA (‘initial 4D’), Data link clearances (ASAS, Taxi, BtV, etc.), Extended use of satellite and augmentation system (SBAS, GBAS), Airborne Spacing (ASPA-S&M).

CPDLC Link 2000+, ADS-B Out & In, 2D-RNP down to 0.1,ACAS linked to AP/FD, ATSA-SURF/VSA/ITP.

1

2

3

4 and 5

2013IP1 IP2 IP3

2020

Aircraft ATMcapability

level

4D Contract … ASAS self-separation

Full 4D data sharing …GBAS (Cat II/III and taxi)

Initial 4D … WiMax airport link , SBAS, ASAS Spacing

Baseline … CPDLC, PRNAV/RNP, GBAS (CAT I), ATSAW

Date of initial operating capability

ATM development roadmap

FAST

43

14

Figure 2

Figure 4

2006

Creating

the foundations

IP 1IP 2

IP 3

Implementing

the

2020 concept

Achieving

SESAR goal2013

2020202X...Figure 3


SESAR ImplementationPackages schedule

4Figure 4 shows how,

with each subsequent IP,

aircraft operations

will benefit from increased

ATM capability levels.

FAST

43

15

However, it is widely recognizedon both sides of the Atlantic thatappropriate incentive schemes andan associated policy for earlyequipment installation should bedeveloped to secure necessaryinvestments.

To reach the new ATM capabilitylevels required to accommodatethe expected traffic growth and tomeet agreed performance targets,SESAR foresees a stepwise de-ployment approach with three Im-plementation Packages (IP1 to IP3)over the next decade (see figure 3):

• IP1: From now until 2013 is building on the ongoingEuropean ATM initiativescreating the basis andfoundations of the ATM vision,

• IP2: 2013-2019 will deliver a wide informationsharing environment,the driver for improvedefficiency of the ATM network,

• IP3: 2020-202X will introduce the mostadvanced features of the SESAR Concept of Operation, aiming to achievethe SESAR performance goalsin the long term. The longerterm goals of SESAR comprise:Enable three times the capacity,cut cost by two, enhance safety levels by factor ten, and minimize environmentalimpact of flights up to minusten percent compared to the 2005 baseline.

Level 1 will be reached with com-pletion of IP1 realizing the baselinefor future evolutions with ControllerPilot Data-Link Communications(CPDLC), Precision aRea NAViga-tion (PRNAV) responding to therespective Required Navi-gation Performance(RNP), GroundBased Augmenta-tion System (GBAS)for CAT I opera-tions, and impro-ved Airborne TrafficSituational AWare-ness (ATSAW) pro-viding benefits forSURFace (SURF),Visual Separationin Approach (VSA), andI n - T r a i l - P r o c e d u r e s (ITP) operations.Levels 2 and 3 are expectedto be realized with completion ofIP2 by 2020 including improvedaircraft-airport communicationsusing high speed wireless gatelinks (WiMax), higher precisionwith Satellite Based AugmentationSystem (SBAS), and more auto-nomy using an Airborne Separa-tion Assistance System (ASAS) forspacing between aircraft. It will seethe first applications based onshared 4D trajectories as well asimproved GBAS allowing for CATII and III operations. After 2020,IP3 will finally deliver level 4 & 5 capabilities. They will bringoperations based on full 4Dcontracts and enable ASAS self-separation.


What are SESARand NextGen?Both SESAR and NextGen areATM development initiativestargeting a wide-ranging transfor-mation of today’s aviation in safety,capacity, and environment. There isa great deal of commonality be-tween the NextGen and SESARgoals and the respective targetconcepts. Airbus is completelycommitted to transatlantic coope-ration on ATM. Nevertheless, theapproaches and funding schemesremain different. Whereas NextGenis focussing on purchasing and thestep-wise rollout of specifictechnologies, SESAR is based onthe implementation of a newoperational concept following anoverall agreed Master Plan (MP).In the USA, the Joint ProgrammeDevelopment Office, including theFAA (Federal Aviation Agency), isthe leader for NextGen. In Europe,the European Commission, Euro-control, and the ATM industry(airspace users, Air NavigationService Providers -ANSP-, air-ports, manufacturers and supplyindustry) have together establishedthe SESAR Joint Undertaking toexecute the Master Plan.

SESAR concentrates all Europeandevelopment efforts and fundinginto one organization, the SESARJoint Undertaking (SJU), of whichAirbus is a founding member. Thedevelopment work started in 2008under the responsibility of SJUexecuting the Master Plan agreedby all ATM stakeholders. SESARhas been organized in three phases:The Definition, Development, andDeployment phases (see figure 2).

The Master Plan is the result of atwo-year definition phase com-pleted in March 2008 that involvedmembers of the entire air transportcommunity in the SESAR consor-tium. It was composed of 29 com-panies/organizations and 21 as-sociated partners (airspace users,air navigation service providers,airports, supply industry and staffassociations). Airbus was one ofthe key players heading the consor-tium’s project directorate in chargeof coordinating the work of allcompanies and partners involved inthe project.

Airbus will remain a key player inthe subsequent development anddeployment phases and will providethe necessary R&D (Research andDevelopment) for new aircraft ATMcapabilities. In addition, Airbus hasbeen selected by the SJU to performthe Industrial Support function ofthe programme development phase.This function involves provision ofa common systems-engineeringframework for all partners andmanagement of technicalconsistency at system-of-systemlevel (integrating all systemsthroughout the ATM value chain,which includes the aircraft beingpart of a network exchanging datawith ground systems, satellites, andother aircraft).

SESAR has the full support of theEuropean parliament and council;therefore, if necessary to reach the expected targets, it may bedecided to impose implementationthrough mandates (some arealready scheduled for Imple-mentation Package IP1).

20082005

SESARConsortium

SESARJoint Undertaking

ATMIndustry

Definition Development Deployment

2015

ATMMaster Plan

Regulatory frameworkDeployment framework

Standardization framework

Early deployment2020

Joint Undertaking

SESAR programme phases

Air/air 4D trajectory data sharing, air/air weather data exchange (WV, CAT),Longitudinal ‘containment’ (4D contract),ASAS Self separation.

AFull air/ground 4D trajectory data sharing, Multiple time constraints, GBAS Cat II/III (GPS-Galileo), ASAS Separation (ASEP-C&P),Auto Taxi and Auto Brake.

Wireless Data Link at Airport, Improved RTA (‘initial 4D’), Data link clearances (ASAS, Taxi, BtV, etc.), Extended use of satellite and augmentation system (SBAS, GBAS), Airborne Spacing (ASPA-S&M).

CPDLC Link 2000+, ADS-B Out & In, 2D-RNP down to 0.1,ACAS linked to AP/FD, ATSA-SURF/VSA/ITP.

1

2

3

4 and 5

2013IP1 IP2 IP3

2020

Aircraft ATMcapability

level

4D Contract … ASAS self-separation

Full 4D data sharing …GBAS (Cat II/III and taxi)

Initial 4D … WiMax airport link , SBAS, ASAS Spacing

Baseline … CPDLC, PRNAV/RNP, GBAS (CAT I), ATSAW

Date of initial operating capability

ATM development roadmap

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14

Figure 2

Figure 4

2006

Creating

the foundations

IP 1IP 2

IP 3

Implementing

the

2020 concept

Achieving

SESAR goal2013

2020202X...Figure 3


SESAR ImplementationPackages schedule

4Figure 4 shows how,

with each subsequent IP,

aircraft operations

will benefit from increased

ATM capability levels.

As the IP1 phase is alreadyrunning, its implementation needsto be considered by all operators atthis early stage. Actions arerequired today and these actionsare not limited to SESAR with itsEuropean scope only, but haverespective correspondence on aglobal scale, thus synchronizationand coordination with NextGen isengaged. The short-term functionsassociated with IP1 include:

• Improved communicationsthrough Air-Ground Data Link:ATN compliant CPDLC(Controller Pilot Data LinkCommunication),

• Improved navigationperformance: RNP (RequiredNavigation Performance),

• Improved situation awareness:Air Traffic SituationalAWareness (ATSAW)

• Improved airborne safety net:ACAS (Airborne CollisionAvoidance System).

All of these functions are consi-dered essential for imple-mentation of the IP1 2013 midterm concept. To minimize aircraftdowntimes operators are encoura-ged to plan well ahead and take theopportunity of scheduled aircraftdowntime. An appropriate time toembody some required avionics isthe 4C check. This maintenancecheck generally occurs, dependingon the aircraft type, every five tosix years.

Solutions providedby AirbusAirbus responses to the EuropeanCommission invitation to supportdeployment of SESAR’s first stepsare:

• New aircraft like the A350 XWB will be ‘SESARready’ covering IP1 as well as initial IP2 and someprovisions for IP3,

• For in-service aircraft Airbusoffers corresponding solutionsand can assist operators to keep pace in a timelyand cost-effective manner.

0

200

-200

400

600

800

1000

1200

1400

2007 2008 2009 2010 2011 2012

Year

2013 2014 2015 2016 2017

Departure delay cost savings

Fuel efficiency cost savings

Unaccommodated traffic avoidance (small amount so not visible in graph)

Low visibility savings

Air Navigation Services charges savings

M(noitubir tsid tifeneB

)17

FUTURE AIR TRAFFIC MANAGEMENT - A STEP CHANGE IN AVIATION’S EFFICIENCY, SAFETY, AND ENVIRONMENTAL IMPACTFUTURE AIR TRAFFIC MANAGEMENT - A STEP CHANGE IN AVIATION’S EFFICIENCY, SAFETY, AND ENVIRONMENTAL IMPACT

16

What are the key benefits of SESAR?The first Implementation Package(IP1) will create the foundation forthe two following packages. Itbuilds on the ongoing EuropeanATM initiatives and serves as thebasis for trajectory based opera-tions.

IP1 is centred on reducing enviro-nmental impact and increasingATM performance, providing ben-efits (including safety) for allconcerned parties.

By contributing in several ways toenvironmental protection, SESARcan be considered as an eco-efficient project. Environmentalbenefits provide reductions ofnoise, decreased emissions andlower fuel burn thanks to opti-mized flight profiles, more directrouting, holding pattern avoidance,plus efficient and safe ground ope-rations (e.g. brake to vacate,reduced taxi time). The yearlysavings achieved due to theanticipated changes are estimatedat 12 million tons of CO2 (CarbonDioxide). These estimated CO2savings are for Europe only withthe baseline 2005 and the targetbeing achieved in 2020 after IP2implementation, accompanyingregulatory measures and therespective institutional reforms.

With IP1 and the subsequent IP2implemented (i.e. the results of thedevelopment phase, which is underSJU responsibility), the 2020European ATM system will be ableto accommodate nearly 17 millionflights per year, a 70%, increasefrom 2005; in any case, delayscould be reduced by 40% per flighton average. As a result, significantsavings can be achieved in directand indirect costs.

Finally, safety is a key driver forthe SESAR programme. The chan-ge of the operational concepttowards 4D trajectories will enablepre-deconflicting of flight plans. Afully integrated ATM networkcentric system will enable sharingof information among all ATMactors. This will help air transportto reach new safety levels com-pliant with future requirements. Itis obvious that any capacity in-crease has to be coupled with anappropriate level of safety. Eachimplementation package providespositive contributions to theseextended safety targets.

Consequences for operatorsAs SESAR is backed by allstakeholders and has full politicalsupport through Single EuropeanSky (SES) legislation, it is expec-ted to result in a large scale andproperly synchronized imple-mentation, hence justifying thegeneral adaptation of operators’fleets worldwide to reap the identi-fied benefits at the earliest oppor-tunity. All SESAR phases areprofitable for the commercial air-space users operating in Europe,when all necessary investmentshave been made, not only on theairside, but also for an efficientATM ground infrastructure. ThusIP1 will be able to create earlyrevenues with a positive Cumu-lated Discounted Net Cash Flow, (asshown in figure 5) mainly based onfuel savings and departure delayreductions (see figure 6). Theexpected significant reductions onuser charges will be effective afterfull implementation. Other factors,unaccommodated traffic avoidanceand low visibility savings are lessimportant but complete the benefit'spicture. These quick wins and earlyrevenues are important to maintain apositive momentum for the nextimplementation steps and secure theglobal benefit targeted by SESAR.

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Benefits distribution per nature of revenues for commercial airspace users across Europe

0

200

400

600

800

1000

1200

1400

0

800

1600

2400

3200

4000

4800

5600

2007 2008 2009 2010 2011 2012

Year

2013 2014 2015 2016 2017

Cost, benefit and cash flow

M(tsocdnatifeneB

)

olfhsa C

M(w

)

Discounted cost

Discounted benefit

Cumulated disc. net cash flow

SESAR Cumulated Discounted Net Cash Flow for commercial airspace users across Europe

Figure 5

Figure 6

As the IP1 phase is alreadyrunning, its implementation needsto be considered by all operators atthis early stage. Actions arerequired today and these actionsare not limited to SESAR with itsEuropean scope only, but haverespective correspondence on aglobal scale, thus synchronizationand coordination with NextGen isengaged. The short-term functionsassociated with IP1 include:

• Improved communicationsthrough Air-Ground Data Link:ATN compliant CPDLC(Controller Pilot Data LinkCommunication),

• Improved navigationperformance: RNP (RequiredNavigation Performance),

• Improved situation awareness:Air Traffic SituationalAWareness (ATSAW)

• Improved airborne safety net:ACAS (Airborne CollisionAvoidance System).

All of these functions are consi-dered essential for imple-mentation of the IP1 2013 midterm concept. To minimize aircraftdowntimes operators are encoura-ged to plan well ahead and take theopportunity of scheduled aircraftdowntime. An appropriate time toembody some required avionics isthe 4C check. This maintenancecheck generally occurs, dependingon the aircraft type, every five tosix years.

Solutions providedby AirbusAirbus responses to the EuropeanCommission invitation to supportdeployment of SESAR’s first stepsare:

• New aircraft like the A350 XWB will be ‘SESARready’ covering IP1 as well as initial IP2 and someprovisions for IP3,

• For in-service aircraft Airbusoffers corresponding solutionsand can assist operators to keep pace in a timelyand cost-effective manner.

0

200

-200

400

600

800

1000

1200

1400

2007 2008 2009 2010 2011 2012

Year

2013 2014 2015 2016 2017

Departure delay cost savings

Fuel efficiency cost savings

Unaccommodated traffic avoidance (small amount so not visible in graph)

Low visibility savings

Air Navigation Services charges savings

M(noitubir tsid tifeneB

)

17


16

What are the key benefits of SESAR?The first Implementation Package(IP1) will create the foundation forthe two following packages. Itbuilds on the ongoing EuropeanATM initiatives and serves as thebasis for trajectory based opera-tions.

IP1 is centred on reducing enviro-nmental impact and increasingATM performance, providing ben-efits (including safety) for allconcerned parties.

By contributing in several ways toenvironmental protection, SESARcan be considered as an eco-efficient project. Environmentalbenefits provide reductions ofnoise, decreased emissions andlower fuel burn thanks to opti-mized flight profiles, more directrouting, holding pattern avoidance,plus efficient and safe ground ope-rations (e.g. brake to vacate,reduced taxi time). The yearlysavings achieved due to theanticipated changes are estimatedat 12 million tons of CO2 (CarbonDioxide). These estimated CO2savings are for Europe only withthe baseline 2005 and the targetbeing achieved in 2020 after IP2implementation, accompanyingregulatory measures and therespective institutional reforms.

With IP1 and the subsequent IP2implemented (i.e. the results of thedevelopment phase, which is underSJU responsibility), the 2020European ATM system will be ableto accommodate nearly 17 millionflights per year, a 70%, increasefrom 2005; in any case, delayscould be reduced by 40% per flighton average. As a result, significantsavings can be achieved in directand indirect costs.

Finally, safety is a key driver forthe SESAR programme. The chan-ge of the operational concepttowards 4D trajectories will enablepre-deconflicting of flight plans. Afully integrated ATM networkcentric system will enable sharingof information among all ATMactors. This will help air transportto reach new safety levels com-pliant with future requirements. Itis obvious that any capacity in-crease has to be coupled with anappropriate level of safety. Eachimplementation package providespositive contributions to theseextended safety targets.

Consequences for operatorsAs SESAR is backed by allstakeholders and has full politicalsupport through Single EuropeanSky (SES) legislation, it is expec-ted to result in a large scale andproperly synchronized imple-mentation, hence justifying thegeneral adaptation of operators’fleets worldwide to reap the identi-fied benefits at the earliest oppor-tunity. All SESAR phases areprofitable for the commercial air-space users operating in Europe,when all necessary investmentshave been made, not only on theairside, but also for an efficientATM ground infrastructure. ThusIP1 will be able to create earlyrevenues with a positive Cumu-lated Discounted Net Cash Flow, (asshown in figure 5) mainly based onfuel savings and departure delayreductions (see figure 6). Theexpected significant reductions onuser charges will be effective afterfull implementation. Other factors,unaccommodated traffic avoidanceand low visibility savings are lessimportant but complete the benefit'spicture. These quick wins and earlyrevenues are important to maintain apositive momentum for the nextimplementation steps and secure theglobal benefit targeted by SESAR.

FAST

43

Benefits distribution per nature of revenues for commercial airspace users across Europe

0

200

400

600

800

1000

1200

1400

0

800

1600

2400

3200

4000

4800

5600

2007 2008 2009 2010 2011 2012

Year

2013 2014 2015 2016 2017

Cost, benefit and cash flow

M(tsocdnatifeneB

)

olfhsa C

M(w

)

Discounted cost

Discounted benefit

Cumulated disc. net cash flow

SESAR Cumulated Discounted Net Cash Flow for commercial airspace users across Europe

Figure 5

Figure 6

+/- RNP Nm, 95% track keeping accuracy

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FUTURE AIR TRAFFIC MANAGEMENT - A STEP CHANGE IN AVIATION’S EFFICIENCY, SAFETY, AND ENVIRONMENTAL IMPACTFUTURE AIR TRAFFIC MANAGEMENT - A STEP CHANGE IN AVIATION’S EFFICIENCY, SAFETY, AND ENVIRONMENTAL IMPACTFA

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Upgrade solutionsfor Airbus aircraftAirbus proposes a wide range ofupgrade solutions to operators toretrofit their fleet. For the ATMchanges ahead, the Airbus operatorcan choose to implement thefollowing main airborne ATMsolutions:

• FANS (Future Air NavigationSystems) flight deck upgrade,

• Performance-based navigationand high precision inapproaches: P-RNAV up to RNP AR (AR meansAuthorization Required, alsoreferred to as Special Aircrew & Aircraft AuthorizationRequirements -SAAAR-) with a potential navigationperformance accuracy down to 0.1 Nm where necessary,

• ATSA-SURF (Aircraft TrafficSituational Awareness-Surface)/ATSA-VSA (VisualSeparation in Approach)/ATSA-ITP (In Trail Procedure)supported by ADS-B,

• ACAS linked to AP/FD (Auto Pilot/Flight Display).

FANS (FUTURE AIR NAVIGATION SYSTEM)

Provides the respective data linkcapabilities to the cockpit. Itincludes the implementation ofnew communication tools (datalink processing and display). Thereplacement of voice communica-tions by digital transmissionsallows more efficient ATM andalso reductions in communicationerrors, VHF congestion, andpilot/controller workloads.

FANS B is the Airbus solution toATN compliant CPDLC Link2000+ in areas of high congestionin Europe. It will be mandatory fornew single aisle aircraft in 2011and for all in-service single aisleaircraft in 2015.

FANS introduces two new maindisplay components enabling view-ing of all necessary additional in-formation: ATSU (Air TrafficService Unit) and DCDU (Data-link Control & Display Unit), plusadditional information accessiblethrough the Multipurpose-Con-trol & Display-Unit (MCDU) (seefigure 7).

P-RNAV/RNP AR

Is an aircraft navigational capa-bility that offers complete instru-ment-guided navigation. It allowsoperation of specific proce-dures/routes using the aircraft’sautopilot and Flight ManagementSystem (FMS), in fully automatedguidance mode. Thus, it keeps theaircraft trajectory within preciseairspace containments (horizontaland vertical) as illustrated in fi-gure 8.

This type of procedure isparticularly suited to areas whereoperations are limited by terrain,infrastructure availability or air-space constraints (such as parallel,converging or adjacent airportoperations). Flexible flight pathsallow the aircraft to be flownaround obstacles, or restrictednoise areas, even on final approach,whilst keeping the most directrouting possible. P-RNAV/RNPAR provides real benefits in trackmiles and fuel savings at manyairfields and major hubs.Additional fuel saving benefits arerealized when RNP AR iscombined with ContinuousDescent Approaches (CDA). AllAirbus aircraft equipped withFMS2 and GPS (GlobalPositioning System) can fly P-RNAV/RNP approaches and therespective required procedures.

ADS-B

Is a technology where the aircraftbroadcasts position, altitude,velocity and other parameters auto-matically. It includes surveillance,like radar, but offers moreprecision and additional services,such as weather and traffic infor-mation. ADS-B requires the equi-pment with adequate transponders(Mode S 1090 MHz). In return,ADS-B provides air traffic control-lers and pilots with much moreaccurate information to help keepaircraft safely separated in the skyand on runways.

Today, the ADS-B Out function iscertified for all Airbus aircraft.ADS-B Out will become manda-tory very soon and is necessary tobe SESAR IP1 compliant. In thenext step (starting 2009), Airbuswill certify ADS-B In, bringingadditional benefits to Airbusoperators allowing them to receiveand display traffic informationonboard as shown in figure 9.

ATSAW(THE AIRBUS SOLUTION TO ADS-B IN)

Enhances the flight crews’ know-ledge of the surrounding trafficsituation, both in the air and on theairport surface. It improves opera-tional flexibility, increasing theairspace capacity and ensuringflight safety. Three ATSAW ap-plications provide significantbenefits:

• Application 1 (ITP): Enhancedflight level change (ATSAWcombined with CPDLC) willallow reducing longitudinalseparation to 20 Nm (comparedto 80 Nm today) when changingflight levels during In-Trail-Procedures in oceanic airspace,

• Application 2 (VSA): Enhanced visual separation in approach,

• Application 3 (SURF):Enhanced traffic situationalawareness on the airportsurface.

1 ATSU ATC attention getter A340 cockpit

Air Traffic Situation AWareness (ATSAW)

Air Traffic Control (ATC)

Second step:ADS-B In = aircraftinformation received

First step:ADS-B Out = aircraft

informationis broadcast

Required NavigationPerformance (RNP)

ADS-B Inand Out princip1le

+integrity and continuity requirements

2xRNP4xRNP

Figure 7

Figure 8

Figure 9

2

1

FANS cockpitimplementation

2 DCDU

+/- RNP Nm, 95% track keeping accuracy

FAST

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FAST

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18

Upgrade solutionsfor Airbus aircraftAirbus proposes a wide range ofupgrade solutions to operators toretrofit their fleet. For the ATMchanges ahead, the Airbus operatorcan choose to implement thefollowing main airborne ATMsolutions:

• FANS (Future Air NavigationSystems) flight deck upgrade,

• Performance-based navigationand high precision inapproaches: P-RNAV up to RNP AR (AR meansAuthorization Required, alsoreferred to as Special Aircrew & Aircraft AuthorizationRequirements -SAAAR-) with a potential navigationperformance accuracy down to 0.1 Nm where necessary,

• ATSA-SURF (Aircraft TrafficSituational Awareness-Surface)/ATSA-VSA (VisualSeparation in Approach)/ATSA-ITP (In Trail Procedure)supported by ADS-B,

• ACAS linked to AP/FD (Auto Pilot/Flight Display).

FANS (FUTURE AIR NAVIGATION SYSTEM)

Provides the respective data linkcapabilities to the cockpit. Itincludes the implementation ofnew communication tools (datalink processing and display). Thereplacement of voice communica-tions by digital transmissionsallows more efficient ATM andalso reductions in communicationerrors, VHF congestion, andpilot/controller workloads.

FANS B is the Airbus solution toATN compliant CPDLC Link2000+ in areas of high congestionin Europe. It will be mandatory fornew single aisle aircraft in 2011and for all in-service single aisleaircraft in 2015.

FANS introduces two new maindisplay components enabling view-ing of all necessary additional in-formation: ATSU (Air TrafficService Unit) and DCDU (Data-link Control & Display Unit), plusadditional information accessiblethrough the Multipurpose-Con-trol & Display-Unit (MCDU) (seefigure 7).

P-RNAV/RNP AR

Is an aircraft navigational capa-bility that offers complete instru-ment-guided navigation. It allowsoperation of specific proce-dures/routes using the aircraft’sautopilot and Flight ManagementSystem (FMS), in fully automatedguidance mode. Thus, it keeps theaircraft trajectory within preciseairspace containments (horizontaland vertical) as illustrated in fi-gure 8.

This type of procedure isparticularly suited to areas whereoperations are limited by terrain,infrastructure availability or air-space constraints (such as parallel,converging or adjacent airportoperations). Flexible flight pathsallow the aircraft to be flownaround obstacles, or restrictednoise areas, even on final approach,whilst keeping the most directrouting possible. P-RNAV/RNPAR provides real benefits in trackmiles and fuel savings at manyairfields and major hubs.Additional fuel saving benefits arerealized when RNP AR iscombined with ContinuousDescent Approaches (CDA). AllAirbus aircraft equipped withFMS2 and GPS (GlobalPositioning System) can fly P-RNAV/RNP approaches and therespective required procedures.

ADS-B

Is a technology where the aircraftbroadcasts position, altitude,velocity and other parameters auto-matically. It includes surveillance,like radar, but offers moreprecision and additional services,such as weather and traffic infor-mation. ADS-B requires the equi-pment with adequate transponders(Mode S 1090 MHz). In return,ADS-B provides air traffic control-lers and pilots with much moreaccurate information to help keepaircraft safely separated in the skyand on runways.

Today, the ADS-B Out function iscertified for all Airbus aircraft.ADS-B Out will become manda-tory very soon and is necessary tobe SESAR IP1 compliant. In thenext step (starting 2009), Airbuswill certify ADS-B In, bringingadditional benefits to Airbusoperators allowing them to receiveand display traffic informationonboard as shown in figure 9.

ATSAW(THE AIRBUS SOLUTION TO ADS-B IN)

Enhances the flight crews’ know-ledge of the surrounding trafficsituation, both in the air and on theairport surface. It improves opera-tional flexibility, increasing theairspace capacity and ensuringflight safety. Three ATSAW ap-plications provide significantbenefits:

• Application 1 (ITP): Enhancedflight level change (ATSAWcombined with CPDLC) willallow reducing longitudinalseparation to 20 Nm (comparedto 80 Nm today) when changingflight levels during In-Trail-Procedures in oceanic airspace,

• Application 2 (VSA): Enhanced visual separation in approach,

• Application 3 (SURF):Enhanced traffic situationalawareness on the airportsurface.

1 ATSU ATC attention getter A340 cockpit

Air Traffic Situation AWareness (ATSAW)

Air Traffic Control (ATC)

Second step:ADS-B In = aircraftinformation received

First step:ADS-B Out = aircraft

informationis broadcast

Required NavigationPerformance (RNP)

ADS-B Inand Out princip1le

+integrity and continuity requirements

2xRNP4xRNP

Figure 7

Figure 8

Figure 9

2

1

FANS cockpitimplementation

2 DCDU

=Components for low RNP

=Components for FANS B

=Components for ATSAW

The combined effects of airspacecongestion, environmental concerns and fuel prices are drivers recognized by different initiatives worldwide and in particular by the SESAR and NextGen programmes. Airbus ispreparing for the future of ATM with the entry into service of new aircraftand provision of high-performanceupgrades for in-service aircraft. Airbus Upgrade Services is fullycommitted to ensuring that solutions are available in time to allow airlines to align with the requirements of today

and the future. With solutions such asRNP AR allowing reduced track miles, it can provide operators with the means to realize fuel savings, thereby reducingcosts and emissions. Air Traffic will growfurther and efficient ATC communicationsare key for safe operations in crowdedairspace. This is recognized by therequirement for CPDLC Link 2000+ (FANS) and ADS-B. To enable timely installation, now is thetime for operators to consider schedulingof embodiment to maximize the benefitsassociated with these initiatives.

Conclusion

CONTACT DETAILS

Markus DURSTEWITZATM Business DevelopmentAirbus StrategyTel: +33 (0)5 67 19 24 26Fax:+33 (0)5 61 93 13 [email protected]

Pierre MAGROHead of AvionicsUpgrade ServicesAirbus Customer ServicesTel: +33 (0)5 61 93 42 09Fax:+33 (0)5 62 11 08 [email protected]

=2 x FMS2 (Flight Management System second generation)==2 x MCDU LCD (Multi-Purpose Control Display Unit Liquid Crystal Display)==2 x MMR ((Multi Mode Receiver) (ILS + GPS)) ==3 x ADIRU (Air Data Inertial Reference Unit)==6 x EIS2 (Electronic Information System) LCD==GPS antennas=ATC EHS (Air Traffic Control Enhanced Surveillance)=ATSU (Air Traffic Services Unit)=VDL mode 2 (VHF Data Link mode 2, which enables faster transmission of data)=DMC (Display Management Computer)=2 x DCDU (Data Communication Display Unit)- ISIS (integrated Standby Instrument System)- FDIMU ((Flight Data Interface Management Unit) (replaces FDIU + DMU)) - CFDIU (Centralized Fault Display Interface Unit)

21

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FUTURE AIR TRAFFIC MANAGEMENT - A STEP CHANGE IN AVIATION’S EFFICIENCY, SAFETY, AND ENVIRONMENTAL IMPACTFA

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The principle is to permanentlyprovide updated traffic informa-tion received via ADS-B In. Themain traffic information is theposition, direction, relative altitudeand vertical speed tendency of theaircraft. This information ispresented to the pilot using theCockpit Display Traffic Informa-tion (CDTI) screen. Figure 10shows an example of VSA(whereas in general a full circleinstead of the arc will be displayedfor ITP).

ATSAW SURF is used to improvesafety at airports. Here, aircraftand vehicles information is displa-yed on an airport moving map (seefigure 11). This application will bevery useful in high density areasand applicable on runways andtaxiways to anticipate risk ofcollision.

A cost effectivesolution for theA320 FamilyAs SESAR targets the Europeanairspace at 2020, many of the A320Family will be concerned. With IP1, the implementation phase hasalready started, thus it is time foroperators to consider making theirfleet ready for the next generationof ATM.

Airbus ready-made In-ServiceEnhancement Package (ISEP) pro-vides the key elements for an

avionics foundation for A320Family aircraft to bring thoseneeding it to current-day standards.By serving as a platform for theabove-mentioned functions, ISEPbridges the gap in capability andperformance. It was specificallydesigned as an ‘all inclusive’package with cost savings, revenuegeneration and environmentalaspects in mind. As such, it notonly helps Airbus operators toalign with the SESAR IP1 require-ments but it also enables furtherbenefits in the airlines’ everydaybusiness.

Figure 12 gives an overview of allthe ISEP components and fun-ctions.

For the time being:

• ADS-B Out and FANS B are fully certified for the A320 Family,

• RNP AR is certified to 0.1 Nmin approach. Missed approachand departure figures will be confirmed in 2009,

• The certification for ATSAW inflight is expected in mid 2009.

By implementing the ISEP corepackage, operators can not onlyprofit from performance benefitsdirectly linked to the SESAR IP1requirements but they can alsoachieve important benefits in safety, security, environmentalaspects and economy.

ISEP components

1 FMS2 and MCDU LCD2 EIS23 ISIS4 DCDUOther equipment are not visible in the cockpit


2 2

3

1

2

244

1

2 2

A320 cockpit

Cockpit Display TrafficInformation (CDTI)

Moving Map with traffic information

Figure 10

Figure 11

Figure 12

=Components for low RNP

=Components for FANS B

=Components for ATSAW

The combined effects of airspacecongestion, environmental concerns and fuel prices are drivers recognized by different initiatives worldwide and in particular by the SESAR and NextGen programmes. Airbus ispreparing for the future of ATM with the entry into service of new aircraftand provision of high-performanceupgrades for in-service aircraft. Airbus Upgrade Services is fullycommitted to ensuring that solutions are available in time to allow airlines to align with the requirements of today

and the future. With solutions such asRNP AR allowing reduced track miles, it can provide operators with the means to realize fuel savings, thereby reducingcosts and emissions. Air Traffic will growfurther and efficient ATC communicationsare key for safe operations in crowdedairspace. This is recognized by therequirement for CPDLC Link 2000+ (FANS) and ADS-B. To enable timely installation, now is thetime for operators to consider schedulingof embodiment to maximize the benefitsassociated with these initiatives.

Conclusion

CONTACT DETAILS

Markus DURSTEWITZATM Business DevelopmentAirbus StrategyTel: +33 (0)5 67 19 24 26Fax:+33 (0)5 61 93 13 [email protected]

Pierre MAGROHead of AvionicsUpgrade ServicesAirbus Customer ServicesTel: +33 (0)5 61 93 42 09Fax:+33 (0)5 62 11 08 [email protected]

=2 x FMS2 (Flight Management System second generation)==2 x MCDU LCD (Multi-Purpose Control Display Unit Liquid Crystal Display)==2 x MMR ((Multi Mode Receiver) (ILS + GPS)) ==3 x ADIRU (Air Data Inertial Reference Unit)==6 x EIS2 (Electronic Information System) LCD==GPS antennas=ATC EHS (Air Traffic Control Enhanced Surveillance)=ATSU (Air Traffic Services Unit)=VDL mode 2 (VHF Data Link mode 2, which enables faster transmission of data)=DMC (Display Management Computer)=2 x DCDU (Data Communication Display Unit)- ISIS (integrated Standby Instrument System)- FDIMU ((Flight Data Interface Management Unit) (replaces FDIU + DMU)) - CFDIU (Centralized Fault Display Interface Unit)

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The principle is to permanentlyprovide updated traffic informa-tion received via ADS-B In. Themain traffic information is theposition, direction, relative altitudeand vertical speed tendency of theaircraft. This information ispresented to the pilot using theCockpit Display Traffic Informa-tion (CDTI) screen. Figure 10shows an example of VSA(whereas in general a full circleinstead of the arc will be displayedfor ITP).

ATSAW SURF is used to improvesafety at airports. Here, aircraftand vehicles information is displa-yed on an airport moving map (seefigure 11). This application will bevery useful in high density areasand applicable on runways andtaxiways to anticipate risk ofcollision.

A cost effectivesolution for theA320 FamilyAs SESAR targets the Europeanairspace at 2020, many of the A320Family will be concerned. With IP1, the implementation phase hasalready started, thus it is time foroperators to consider making theirfleet ready for the next generationof ATM.

Airbus ready-made In-ServiceEnhancement Package (ISEP) pro-vides the key elements for an

avionics foundation for A320Family aircraft to bring thoseneeding it to current-day standards.By serving as a platform for theabove-mentioned functions, ISEPbridges the gap in capability andperformance. It was specificallydesigned as an ‘all inclusive’package with cost savings, revenuegeneration and environmentalaspects in mind. As such, it notonly helps Airbus operators toalign with the SESAR IP1 require-ments but it also enables furtherbenefits in the airlines’ everydaybusiness.

Figure 12 gives an overview of allthe ISEP components and fun-ctions.

For the time being:

• ADS-B Out and FANS B are fully certified for the A320 Family,

• RNP AR is certified to 0.1 Nmin approach. Missed approachand departure figures will be confirmed in 2009,

• The certification for ATSAW inflight is expected in mid 2009.

By implementing the ISEP corepackage, operators can not onlyprofit from performance benefitsdirectly linked to the SESAR IP1requirements but they can alsoachieve important benefits in safety, security, environmentalaspects and economy.

ISEP components

1 FMS2 and MCDU LCD2 EIS23 ISIS4 DCDUOther equipment are not visible in the cockpit


2 2

3

1

2

244

1

2 2

A320 cockpit

Cockpit Display TrafficInformation (CDTI)

Moving Map with traffic information

Figure 10

Figure 11

Figure 12

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C@DETS - COMPUTER @SSISTED DOCUMENTATION EDUCATION TUTORIAL SYSTEM

DescriptionC@DETS provides a series of self-explanatory modules describingthe philosophy and content of eachtechnical data manual.

Animations make the modulesuser friendly and audio messageshelp the trainee to understand thecontent of each slide.

The module shows in easy stepshow to navigate within and be-tween manuals (see figure).

C@DETS has been developed inassociation with the Airbus train-ing department, providing com-monality of user interface and anidentical approach to training.Some C@DETS modules are inte-grated in Airbus training depart-ment courses.

For example, the FIN (FunctionalItem Number) module is includedin the A380 General Familiari-zation course. The list of manualsmodule is included in the A320family, A330 and A340 mainte-nance training courses.

The courseware is applicable to allAirbus aircraft. Major differencesbetween aircraft types are high-lighted where applicable.All C@DETS modules dealingwith AirN@v Family productshave the same AirN@v ‘look andfeel’ (see example in figure).

C@DETS - COMPUTER @SSISTED DOCUMENTATION EDUCATION TUTORIAL SYSTEMFA

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Boris PLOTEAUTechnical Data

Airbus Customer Services

C@DETSComputer @ssisted Documentation

Education Tutorial SystemNew improvements to the self-tutorial courseware

for familiarizing users with Airbus maintenance and engineering Technical Data

C@DETS (Computer @ssisted DocumentationEducation Tutorial System) was first introduced in1995 to support Airbus customers’ efforts to:• Train their staff in the efficient use

of maintenance and engineering technical data,• Increase the efficiency of their maintenance

activities.Since C@DETS introduction thirteen years ago,Airbus Technical Data has undergone tremendousadvances in the way technical data is supplied toAirbus operators. Paper and microfilm have beenreplaced by digital documentation and the use ofAirN@v Family allows advanced navigation andhyper-linking. These advances in technical datadelivery to Airbus operators have generated a need

to train end users in its application, even if thestructure of the technical data manuals remains thesame. To promote, support and facilitate Airbusoperators in the task of familiarizing personnelinvolved in aircraft maintenance and associatedactivities with the advances in technical data,Airbus re-designed and produced a new version ofthe computer based tutorial system C@DETS,which was introduced at the end of 2006. Sincethis introduction C@DETS has been improvedwith new functionalities. This article advises onC@DETS availability within Airbus operatormaintenance and engineering organizations andexplains the new functionalities of the latest ver-sion.

Technical Data generalintroduction module

C@DETS covers the following main topics:

4General information

on Airbus Technical Data.

4AirN@v family products.

4Maintenance manuals:

- Aircraft Maintenance

Manual (AMM),

- Illustrated Parts Catalog

(IPC),

- Power Plant Illustrated

Parts Catalog (PIPC),

- Trouble Shooting Manual

(TSM),

- Wiring Diagram Manual

(WDM),

- Aircraft Schematic Manual

(ASM),

- Aircraft Wiring Manual

(AWM),

- Aircraft Wiring List (AWL),

- Electrical Standard

Practices Manual (ESPM).

4Repair manuals:

- Structural Repair Manual

(SRM).

4Engineering manuals:

- Technical Follow-Up (TFU)

and Service Information

Letter (SIL),

- Service Bulletin (SB),

- Drawings.

4Shop manuals:

- Component Maintenance

Manual (CMM).

4Operational manuals:

- Master Minimum

Equipment List (MMEL),

- Configuration Deviation

List (CDL).

C@DETS Service Bulletin on-line module versus AirN@v / Engineering

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DescriptionC@DETS provides a series of self-explanatory modules describingthe philosophy and content of eachtechnical data manual.

Animations make the modulesuser friendly and audio messageshelp the trainee to understand thecontent of each slide.

The module shows in easy stepshow to navigate within and be-tween manuals (see figure).

C@DETS has been developed inassociation with the Airbus train-ing department, providing com-monality of user interface and anidentical approach to training.Some C@DETS modules are inte-grated in Airbus training depart-ment courses.

For example, the FIN (FunctionalItem Number) module is includedin the A380 General Familiari-zation course. The list of manualsmodule is included in the A320family, A330 and A340 mainte-nance training courses.

The courseware is applicable to allAirbus aircraft. Major differencesbetween aircraft types are high-lighted where applicable.All C@DETS modules dealingwith AirN@v Family productshave the same AirN@v ‘look andfeel’ (see example in figure).


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Boris PLOTEAUTechnical Data


C@DETSComputer @ssisted Documentation

Education Tutorial SystemNew improvements to the self-tutorial courseware

for familiarizing users with Airbus maintenance and engineering Technical Data

C@DETS (Computer @ssisted DocumentationEducation Tutorial System) was first introduced in1995 to support Airbus customers’ efforts to:• Train their staff in the efficient use

of maintenance and engineering technical data,• Increase the efficiency of their maintenance

activities.Since C@DETS introduction thirteen years ago,Airbus Technical Data has undergone tremendousadvances in the way technical data is supplied toAirbus operators. Paper and microfilm have beenreplaced by digital documentation and the use ofAirN@v Family allows advanced navigation andhyper-linking. These advances in technical datadelivery to Airbus operators have generated a need

to train end users in its application, even if thestructure of the technical data manuals remains thesame. To promote, support and facilitate Airbusoperators in the task of familiarizing personnelinvolved in aircraft maintenance and associatedactivities with the advances in technical data,Airbus re-designed and produced a new version ofthe computer based tutorial system C@DETS,which was introduced at the end of 2006. Sincethis introduction C@DETS has been improvedwith new functionalities. This article advises onC@DETS availability within Airbus operatormaintenance and engineering organizations andexplains the new functionalities of the latest ver-sion.

Technical Data generalintroduction module

C@DETS covers the following main topics:

4General information

on Airbus Technical Data.

4AirN@v family products.

4Maintenance manuals:

- Aircraft Maintenance

Manual (AMM),

- Illustrated Parts Catalog

(IPC),

- Power Plant Illustrated

Parts Catalog (PIPC),

- Trouble Shooting Manual

(TSM),

- Wiring Diagram Manual

(WDM),

- Aircraft Schematic Manual

(ASM),

- Aircraft Wiring Manual

(AWM),

- Aircraft Wiring List (AWL),

- Electrical Standard

Practices Manual (ESPM).

4Repair manuals:

- Structural Repair Manual

(SRM).

4Engineering manuals:

- Technical Follow-Up (TFU)

and Service Information

Letter (SIL),

- Service Bulletin (SB),

- Drawings.

4Shop manuals:

- Component Maintenance

Manual (CMM).

4Operational manuals:

- Master Minimum

Equipment List (MMEL),

- Configuration Deviation

List (CDL).

C@DETS Service Bulletin on-line module versus AirN@v / Engineering

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FeaturesC@DETS courseware uses the latestweb technology and comes withfeatures such as:

• Being AirN@v Family oriented,C@DETS reflects the latestAirN@v features,

• User-friendly including helpfunction. No specific training is needed to use C@DETS,

• Direct access to each specifictraining module from its homepage. The trainee can select themodule they want to perform,

• Offers ‘stand-alone’ and‘stand-up’ teaching modes. In stand-up mode, an instructor can present the modules,

• Audio messages. The audiomessages help the trainee to understand the slides,

• Print capability by module or page,

• Possibility to add personal noteson printed pages,

• Glossary of terms.

The following screenshot showsthe main possibilities to navigatewithin a module.


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Animated display

Audio message

3 Help menu

1

6 Audio volume

7 Objectives2 Bookmark

10 Page numbering

4 Print function 8 Glossary

11 Navigation

5 Quick review 9 Menu

1 2

3 5 7 9 11

4 6 8 10

Description of the C@DETS icons

4AirN@v Familyis the standard solution

for advanced consultation

of Airbus Maintenance

& Engineering technical data,

as delivered by Airbus.

It includes six data packages:

Maintenance, Engineering,

Repair, Workshop, Planning

and Associated Data.

Where can C@DETSbe found?It is available on-line in Airbus-World and off-line on CD-ROM.

The CD-ROM is revised one timeper year. It is part of the AirbusTechnical Data package deliveredto the Airbus operator.

The access on AirbusWorldenables the Airbus operator to havethe latest evolution of C@DETSbetween two CD-ROM revisions.C@DETS modules can be down-loaded from AirbusWorld.

AIRBUSWORLD

DIRECT ACCESS

The courseware is available onAirbusWorld from the portlet: MyOn-Line service.

ACCESS FROM THE MAINTENANCEAND ENGINEERING COMMUNITY

Some C@DETS modules areaccessible from the pages of theMaintenance & Engineering com-munity in AirbusWorld. This allows direct access to appro-priate information in Airbus manu-als through C@DETS in the con-text of given airline businessprocesses. For example, from the communityMaintenance and Engineering –Perform line maintenance on air-craft, access is available to theMMEL (Master Minimum Equip-ment List) and the C@DETSMMEL/CDL (Configuration De-viation List) module that showshow to use these manuals.

C@DETS is also available fromthe documentation centre of theMaintenance and Engineeringcommunity.

Download

My on-line

services

Direct access to the module

Link to C@DETSMMEL/CDL

module

C@DETS

4AirbusWorld Maintenance and Engineering communityIntroduced end of March 2008,

this community on AirbusWorld

enables users to navigate

quickly and easily in accessing

information, documentation

and services, which are

organized by business

process; in line with

airlines' maintenance

& engineering activities.

C@DETS home page on AirbusWorld

Link to C@DETS module from Maintenance and Engineering community

Access to C@DETS via Maintenance and Engineering documentation centre

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FeaturesC@DETS courseware uses the latestweb technology and comes withfeatures such as:

• Being AirN@v Family oriented,C@DETS reflects the latestAirN@v features,

• User-friendly including helpfunction. No specific training is needed to use C@DETS,

• Direct access to each specifictraining module from its homepage. The trainee can select themodule they want to perform,

• Offers ‘stand-alone’ and‘stand-up’ teaching modes. In stand-up mode, an instructor can present the modules,

• Audio messages. The audiomessages help the trainee to understand the slides,

• Print capability by module or page,

• Possibility to add personal noteson printed pages,

• Glossary of terms.

The following screenshot showsthe main possibilities to navigatewithin a module.


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24

Animated display

Audio message

3 Help menu

1

6 Audio volume

7 Objectives2 Bookmark

10 Page numbering

4 Print function 8 Glossary

11 Navigation

5 Quick review 9 Menu

1 2

3 5 7 9 11

4 6 8 10

Description of the C@DETS icons

4AirN@v Familyis the standard solution

for advanced consultation

of Airbus Maintenance

& Engineering technical data,

as delivered by Airbus.

It includes six data packages:

Maintenance, Engineering,

Repair, Workshop, Planning

and Associated Data.

Where can C@DETSbe found?It is available on-line in Airbus-World and off-line on CD-ROM.

The CD-ROM is revised one timeper year. It is part of the AirbusTechnical Data package deliveredto the Airbus operator.

The access on AirbusWorldenables the Airbus operator to havethe latest evolution of C@DETSbetween two CD-ROM revisions.C@DETS modules can be down-loaded from AirbusWorld.

AIRBUSWORLD

DIRECT ACCESS

The courseware is available onAirbusWorld from the portlet: MyOn-Line service.

ACCESS FROM THE MAINTENANCEAND ENGINEERING COMMUNITY

Some C@DETS modules areaccessible from the pages of theMaintenance & Engineering com-munity in AirbusWorld. This allows direct access to appro-priate information in Airbus manu-als through C@DETS in the con-text of given airline businessprocesses. For example, from the communityMaintenance and Engineering –Perform line maintenance on air-craft, access is available to theMMEL (Master Minimum Equip-ment List) and the C@DETSMMEL/CDL (Configuration De-viation List) module that showshow to use these manuals.

C@DETS is also available fromthe documentation centre of theMaintenance and Engineeringcommunity.

Download

My on-line

services

Direct access to the module

Link to C@DETSMMEL/CDL

module

C@DETS

4AirbusWorld Maintenance and Engineering communityIntroduced end of March 2008,

this community on AirbusWorld

enables users to navigate

quickly and easily in accessing

information, documentation

and services, which are

organized by business

process; in line with

airlines' maintenance

& engineering activities.

C@DETS home page on AirbusWorld

Link to C@DETS module from Maintenance and Engineering community

Access to C@DETS via Maintenance and Engineering documentation centre


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C@DETS is a self-tutorial courseware on Airbus Technical Data. It was created in 1995 to give the possibility to train Airbus operator staff involvedin aircraft maintenance & engineering and associated activities in the use of Airbus Technical Data.With the replacement of thepaper/microfilm format by digital data,Airbus re-designed C@DETS to cover the latest software technology,such as AirN@v Family products. C@DETS is fully in line with all the currentmanuals and software providedin the Airbus technical data package.

The creation and evolution of C@DETShas enabled Airbus operators to train their staff (in classroom or in self-tutorialmode) to efficiently use the improved and enhanced AirN@v Family productsand all the maintenance and engineeringmanuals for all Airbus aircraft. C@DETS evolution continues and its future integration in the newAirbus e-learning concept will enableenhanced functions to better manage the Technical Data trainingof Airbus operator staff.

CONTACT DETAILS

Boris PLOTEAUTechnical DataAirbus Customer ServicesTel: +33 (0)5 62 11 08 35Fax: +33 (0)5 62 11 02 [email protected] and [email protected]

Conclusion

The modulesvisited are shownwith an eye

4Airbus e-Learning LibraryThis new library provides

Web-Based Training (WBT)

to customers, to give them

access to an efficient

self-learning solution.

This is the first step of

a larger e-Learning project,

which ensures a good

knowledge to everyone requiring

it, at their own time and place.

This e-Learning Library

is currently open

to some Airbus operators

as a pilot phase.

CD-ROM

The C@DETS CD-ROM has anauto run function that automatical-ly launches the Home page.

In addition, the CD-ROM includesa .txt file that explains how toinstall all the C@DETS moduleson a server or computer.

The module layout in the CD-ROM is exactly the same asAirbusWorld, except that the LMS(Learning Management System) isonly available on the CD-ROM. The LMS permits end-users to seequickly which modules they havevisited.They can also reset the follow-uptracking or keep it until the nextuse of the courseware.

FutureAirbus plans to integrateC@DETS in the new Airbus e-learning library within the com-ing year.This integration will bring morecommonalities between Airbus e-learning tools and will allowC@DETS to use the latest e-learn-ing technologies. C@DETS willbe also located in the same plat-form as other Airbus trainingcourseware.

C@DETS CD-ROM

C@DETS Learning Management System

4Glossary:AD: Airworthiness Directive

AMM: Aircraft Maintenance Manual

AOT: All Operator Telex

ASM: Aircraft Schematic Manual

AWL: Aircraft Wiring List

AWM: Aircraft Wiring Manual

C@DETS: Computer @ssisted Documentation

Education Tutorial System

CDL: Configuration Deviation List

CMMm: Component Maintenance Manual (manufacturer)

CML: Consumable Material List

CN: Consigne de Navigabilité

DFPRM: Duct and Fuel Pipe Repair Manual

ESPM: Electrical Standard Practices Manual

FIN: Functional item Number

FOT: Flight Operator Telex

IPC: Illustrated Parts Catalog

LMS: Learning Management System

MMEL: Master Minimum Equipment List

MOD: Modification

MP: Modification Proposal

MPD: Maintenance Planning Document

NTM: Non-destructive Testing Manual

OIT: Operator Information Telex

PIPC: Power plant Illustrated Parts Catalog

SB: Service Bulletin

SIL: Service Information Letter

SM: Standards Manual

SRM: Structural Repair Manual

TEM: Tool & Equipment Manual

TFU: Technical Follow Up

TSM: Trouble Shooting Manual

VSB: Vendor Service Bulletin


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C@DETS is a self-tutorial courseware on Airbus Technical Data. It was created in 1995 to give the possibility to train Airbus operator staff involvedin aircraft maintenance & engineering and associated activities in the use of Airbus Technical Data.With the replacement of thepaper/microfilm format by digital data,Airbus re-designed C@DETS to cover the latest software technology,such as AirN@v Family products. C@DETS is fully in line with all the currentmanuals and software providedin the Airbus technical data package.

The creation and evolution of C@DETShas enabled Airbus operators to train their staff (in classroom or in self-tutorialmode) to efficiently use the improved and enhanced AirN@v Family productsand all the maintenance and engineeringmanuals for all Airbus aircraft. C@DETS evolution continues and its future integration in the newAirbus e-learning concept will enableenhanced functions to better manage the Technical Data trainingof Airbus operator staff.

CONTACT DETAILS

Boris PLOTEAUTechnical DataAirbus Customer ServicesTel: +33 (0)5 62 11 08 35Fax: +33 (0)5 62 11 02 [email protected] and [email protected]

Conclusion

The modulesvisited are shownwith an eye

4Airbus e-Learning LibraryThis new library provides

Web-Based Training (WBT)

to customers, to give them

access to an efficient

self-learning solution.

This is the first step of

a larger e-Learning project,

which ensures a good

knowledge to everyone requiring

it, at their own time and place.

This e-Learning Library

is currently open

to some Airbus operators

as a pilot phase.

CD-ROM

The C@DETS CD-ROM has anauto run function that automatical-ly launches the Home page.

In addition, the CD-ROM includesa .txt file that explains how toinstall all the C@DETS moduleson a server or computer.

The module layout in the CD-ROM is exactly the same asAirbusWorld, except that the LMS(Learning Management System) isonly available on the CD-ROM. The LMS permits end-users to seequickly which modules they havevisited.They can also reset the follow-uptracking or keep it until the nextuse of the courseware.

FutureAirbus plans to integrateC@DETS in the new Airbus e-learning library within the com-ing year.This integration will bring morecommonalities between Airbus e-learning tools and will allowC@DETS to use the latest e-learn-ing technologies. C@DETS willbe also located in the same plat-form as other Airbus trainingcourseware.

C@DETS CD-ROM

C@DETS Learning Management System

4Glossary:AD: Airworthiness Directive

AMM: Aircraft Maintenance Manual

AOT: All Operator Telex

ASM: Aircraft Schematic Manual

AWL: Aircraft Wiring List

AWM: Aircraft Wiring Manual

C@DETS: Computer @ssisted Documentation

Education Tutorial System

CDL: Configuration Deviation List

CMMm: Component Maintenance Manual (manufacturer)

CML: Consumable Material List

CN: Consigne de Navigabilité

DFPRM: Duct and Fuel Pipe Repair Manual

ESPM: Electrical Standard Practices Manual

FIN: Functional item Number

FOT: Flight Operator Telex

IPC: Illustrated Parts Catalog

LMS: Learning Management System

MMEL: Master Minimum Equipment List

MOD: Modification

MP: Modification Proposal

MPD: Maintenance Planning Document

NTM: Non-destructive Testing Manual

OIT: Operator Information Telex

PIPC: Power plant Illustrated Parts Catalog

SB: Service Bulletin

SIL: Service Information Letter

SM: Standards Manual

SRM: Structural Repair Manual

TEM: Tool & Equipment Manual

TFU: Technical Follow Up

TSM: Trouble Shooting Manual

VSB: Vendor Service Bulletin

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FAIR-OPS ON-LINE FORUM - INCREASING AIRLINES AND AIRBUS COLLABORATION ON IN-SERVICE FLEET’S FLIGHT OPERATIONS ISSUES

FAIR is adding collaboration to theexisting communication means andmedia, with the objective of identi-fying key customer issues andbringing to them the best solutions.Benefiting from new web tech-nologies, FAIR has been developedin a two-step approach:

1.Establish web-based forums that allow the airlines andAirbus to openly exchange their experience andexpectations in specific domainsof support and services,

2.Establish joint airlines/Airbusdecision-making processesin each forum, to define the required go-forward plans.

The first FAIR forum Airbus devel-oped was FAIR-ISP (In-ServiceProblems) for the Maintenance &Engineering domains. This wassuccessfully deployed worldwidefrom December 2006, with morethan 130 airlines connected.

Based on FAIR-ISP success, andfurther to strong airlines support,Airbus decided to develop FAIR-OPS for the Flight Operations &Training domains: The initial spe-cification was worked upon in aworkshop in March 2007 with

flight operations representativesfrom airlines already active withFAIR-ISP. The FAIR-OPS projectwas presented to the airline com-munity at the 15th Performanceand Operations conference inApril 2007, as well as duringA320/A330/A340 Operational Li-asion Meetings (OLM) in 2008.

Similarly to FAIR-ISP, FAIR-OPSenhances collaboration betweenthe airlines and Airbus for the iden-tification, evaluation, prioritizationand, resolution of Flight OperationsIssues (see definitions next page)

FAIR-OPS ON-LINE FORUM - INCREASING AIRLINES AND AIRBUS COLLABORATION ON IN-SERVICE FLEET’S FLIGHT OPERATIONS ISSUESFA

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28

Nicolas PUHARRÉDeputy of Airbus FAIR-OPS co-chairmanFlight Operations Safety Enhancement ManagerFlight Operations Support & ServicesAirbus Customer Services

Captain Michel BRANDTAirbus FAIR-OPS co-chairman

Test PilotFlight Operations Support & Services


Initial experience from the FAIR-OPS

on-line forumIncreasing airlines and Airbus

collaboration on the in-service fleet’s flight operations issues

The size of the Airbus fleet in-service has dramati-cally increased in recent years and a huge amountof experience is accumulating from more than 5,000in-service aircraft and their millions of flight hours.This is raising questions for support and services:• How can this huge and fast growing in-service

experience be better shared for the benefit of allairlines?

• How can Airbus better determine and prioritizekey issues for the worldwide fleet?

• How can Airbus bring effective solutions, whichmeet customers’ expectations, to these key issues?

These are the main questions that led Airbus tolaunch a new service called FAIR (Forum with Air-lines for Interactive Resolution). The first module ofFAIR was for in-service problems (FAIR-ISP, seeFAST 40 July 2007). Additional modules have beenadded to FAIR with one for the A350 XWB and onefor flight operations information sharing and issues(FAIR-OPS). This article explains the status ofFAIR-OPS and the benefits it offers to airlines.

Airline 3

Airline 4

Airline 3

Airline 4

Airline 1

Airline 2

Airline 3

Airline 4

Airline 1

Airline 2

Airline 3

Airline 4

• Bilateral discussions• Airbus decisions

Without FAIR

→ Bilateral discussions maintained→ Multilateral discussions added→ Joint decisions

FAIR-ISP up and runningsince Dec. 2006

(In-Service Problems) FAIR-A350 up and runningsince Oct. 2007(A350 XWB development)

FAIR-OPS PIlot Phase up and runningsince June 2008(Flight Operations and Training)Full entry into service planned in 2009

FAIR-ISP (In-Service Problems), a forum for theMaintenance & Engineering domains, has met with great success since its worldwide deploymentin December 2006. More than 130 airlines are connected, sharing more than 2,500 contributionson the FAIR-ISP forum, with more than 400 In-ServiceProblems (ISP) identified by the airlines.More than 9% of these ISPs went on to be recognizedas Major ISPs (MISPs).And with the airlines help, 25% of MISPs have hadsolutions developed and established.

Thanks to the airlines contribution, FAIR-ISP is maturingwith an average time to close an ISP of 5 months over the last year of operation.

FAIR-A350 XWB is a forum that is dedicated to theAirbus A350 XWB development. It is aimed at furtherimproving communication between A350 XWB firmcustomers and the Airbus A350 XWB developmentteams. To complement existing face-to-face A350 XWBprogress reviews, and customer focus groups,the forum allows permanent exchanges.

4After a six-month development

with 16 airlines and an on-going

6 month pilot phase with up to

27 airlines (22nd October 2008),

FAIR-OPS is planned to be

deployed to the worldwide fleet

in 2009. It has already met with

great success during the pilot

phase among the first operators

using the service.

With FAIR

FAIR: Other FAIR forums dedicated to various support and services

In addition to FAIR-OPS, two other forums currently exist.

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29


FAIR is adding collaboration to theexisting communication means andmedia, with the objective of identi-fying key customer issues andbringing to them the best solutions.Benefiting from new web tech-nologies, FAIR has been developedin a two-step approach:

1.Establish web-based forums that allow the airlines andAirbus to openly exchange their experience andexpectations in specific domainsof support and services,

2.Establish joint airlines/Airbusdecision-making processesin each forum, to define the required go-forward plans.

The first FAIR forum Airbus devel-oped was FAIR-ISP (In-ServiceProblems) for the Maintenance &Engineering domains. This wassuccessfully deployed worldwidefrom December 2006, with morethan 130 airlines connected.

Based on FAIR-ISP success, andfurther to strong airlines support,Airbus decided to develop FAIR-OPS for the Flight Operations &Training domains: The initial spe-cification was worked upon in aworkshop in March 2007 with

flight operations representativesfrom airlines already active withFAIR-ISP. The FAIR-OPS projectwas presented to the airline com-munity at the 15th Performanceand Operations conference inApril 2007, as well as duringA320/A330/A340 Operational Li-asion Meetings (OLM) in 2008.

Similarly to FAIR-ISP, FAIR-OPSenhances collaboration betweenthe airlines and Airbus for the iden-tification, evaluation, prioritizationand, resolution of Flight OperationsIssues (see definitions next page)


FAST

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28

Nicolas PUHARRÉDeputy of Airbus FAIR-OPS co-chairmanFlight Operations Safety Enhancement ManagerFlight Operations Support & ServicesAirbus Customer Services

Captain Michel BRANDTAirbus FAIR-OPS co-chairman

Test PilotFlight Operations Support & Services


Initial experience from the FAIR-OPS

on-line forumIncreasing airlines and Airbus

collaboration on the in-service fleet’s flight operations issues

The size of the Airbus fleet in-service has dramati-cally increased in recent years and a huge amountof experience is accumulating from more than 5,000in-service aircraft and their millions of flight hours.This is raising questions for support and services:• How can this huge and fast growing in-service

experience be better shared for the benefit of allairlines?

• How can Airbus better determine and prioritizekey issues for the worldwide fleet?

• How can Airbus bring effective solutions, whichmeet customers’ expectations, to these key issues?

These are the main questions that led Airbus tolaunch a new service called FAIR (Forum with Air-lines for Interactive Resolution). The first module ofFAIR was for in-service problems (FAIR-ISP, seeFAST 40 July 2007). Additional modules have beenadded to FAIR with one for the A350 XWB and onefor flight operations information sharing and issues(FAIR-OPS). This article explains the status ofFAIR-OPS and the benefits it offers to airlines.

Airline 3

Airline 4

Airline 3

Airline 4

Airline 1

Airline 2

Airline 3

Airline 4

Airline 1

Airline 2

Airline 3

Airline 4

• Bilateral discussions• Airbus decisions

Without FAIR

→ Bilateral discussions maintained→ Multilateral discussions added→ Joint decisions

FAIR-ISP up and runningsince Dec. 2006

(In-Service Problems) FAIR-A350 up and runningsince Oct. 2007(A350 XWB development)

FAIR-OPS PIlot Phase up and runningsince June 2008(Flight Operations and Training)Full entry into service planned in 2009

FAIR-ISP (In-Service Problems), a forum for theMaintenance & Engineering domains, has met with great success since its worldwide deploymentin December 2006. More than 130 airlines are connected, sharing more than 2,500 contributionson the FAIR-ISP forum, with more than 400 In-ServiceProblems (ISP) identified by the airlines.More than 9% of these ISPs went on to be recognizedas Major ISPs (MISPs).And with the airlines help, 25% of MISPs have hadsolutions developed and established.

Thanks to the airlines contribution, FAIR-ISP is maturingwith an average time to close an ISP of 5 months over the last year of operation.

FAIR-A350 XWB is a forum that is dedicated to theAirbus A350 XWB development. It is aimed at furtherimproving communication between A350 XWB firmcustomers and the Airbus A350 XWB developmentteams. To complement existing face-to-face A350 XWBprogress reviews, and customer focus groups,the forum allows permanent exchanges.

4After a six-month development

with 16 airlines and an on-going

6 month pilot phase with up to

27 airlines (22nd October 2008),

FAIR-OPS is planned to be

deployed to the worldwide fleet

in 2009. It has already met with

great success during the pilot

phase among the first operators

using the service.

With FAIR

FAIR: Other FAIR forums dedicated to various support and services

In addition to FAIR-OPS, two other forums currently exist.

FAST

43

31


Roles andresponsibilitiesFour different roles have beendefined among FAIR-OPS users.Each role has its privileges, makingthe whole process totally clear andeasing participation and decisions(See definitions).

THE READER/DRAFTER

This is the default role of any FAIR-OPS user. Reader/drafter access tothe FAIR-OPS tool is controlled bythe airline IT Administrator, the UserEntity Administrator (UEA), who isalso in charge of the AirbusWorldaccounts for the airline. On airlinemanagement request, each airlineUAE can create an unlimited numberof FAIR-OPS reader/drafter ac-counts.

A FAIR-OPS reader/drafter can con-sult the forum and can create andsave drafts of FAIR items. The draftitems are only visible to users of thedrafter’s airline. The items that canbe drafted are: New Flight Opsissues, comments on FOIs, replies tocomments or assessments of FOIs.

When a draft has been finalized andis deemed ready for posting on theforum, the reader/drafter can flag itas ‘Ready to post’ in the software.The items in ‘Ready to post’ statusare then displayed to the writer/val-idator (see opposite) of the airline.This draft process allows anyFlight Operations, Training, orFlight Safety specialist within theairline to prepare the items forposting by their writers/validators.

THE WRITER/VALIDATOR

The number of writers/validators islimited to two per airline. They havea management level and thereforecan act on behalf of their airline.Limiting the number of writers/val-idators to management levels whohave an overview of their fleet oper-ations ensures that items posted onthe forum are of interest to the otherusers and remain fleet level issues.

The Airbus FAIR administratorcontrols writers/validators accessto the FAIR-OPS tool.

FAIR-OPS writers/validators havereader/drafter rights. In addition totheir reader/drafter rights, they areresponsible for posting their air-line’s contributions on the forum.For this purpose, they can consult,edit, delete, or post all ‘Ready topost’ drafts. A writer/validator canalso directly create and post itemswithout going through the draftprocess.

THE SCREENING COMMITTEEMEMBER

The Screening Committee is thedecision body of the FAIR-OPSprocess. It covers all in-serviceAirbus aircraft families (A300/A310,A320 Family, A330/A340 andA380) and consists of around 20representatives selected from thewriters/validators of participatingairlines.

Each Screening Committee gathersregularly (every four to six weeks)through Webex conference calls, toreview the FOI, define FOI clo-sure criteria, select and prioritizeMFOIs, agree MFOI resolution andagree MFOIs closure. All ScreeningCommittee decisions are based onairlines contributions (see defini-tions), and taken for the benefit ofthe entire fleet.

The agenda and minutes areapproved by the airline co-chair-men (see following) and posted onthe forum for everyone to consult.Each Screening Committee is gen-erally to planned at least two monthsprior to the meeting to cope withpilot rostering constraints for someScreening Committee members.

The Screening Committee processalso prevents accumulation of abacklog of open items in FAIR-OPS. At the end of the FAIR-OPSphase 1 (“Identify Issue”), theinactive, general discussion or lowpriority items are screened andclosed as required.


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30

The FAIR-OPSProcessAs described previously, FAIR-OPS is not just an on-line forum, itis also a tool for making decisions.The most important one to be madeis to decide if an FOI that oneairline has identified is a majorfleet issue, a Major Flight Opera-tions Issue (MFOI), that needs tobe resolved with a high priority(see definitions).

For this purpose, the FAIR-OPSprocess is split into three majorcollaboration phases, consisting ofnine successive steps, each cov-

ering one part of the flight opera-tions issue identification, prioriti-zation and resolution process. Ineach phase, the airlines and Airbuscan voice and share their opinionsand their experience. Forumcontributions allow a joint airlines/Airbus Screening Committee tomake the best decisions for thebenefit of the entire fleet.

Through enhanced transparency andsharing of opinions, all phases con-tribute to the following objectives:

• Focus on the MFOIs affectingthe fleet in-service,

• Agree resolution of these MFOIs.

ClosedMFOI

MFOIsolutionavailableto airline

Agrees MFOIclosureP rovides feedback on

solution effectiveness

W orldwide forum Airlines/AirbusScreeningCommittee

Phase 2: Agreement and production of solutions to address the MFOI

Phase 3: Verification of solution effectiveness and MFOI closure

Phase 1: Identification, evaluation and prioritization of the FOI

Worldwide forum AirlinesAssess

FOI criticality

Airlines/AirbusScreening Committee

Reviews FOIs

Airlines

AssessedFOI

ScreenedFOI

FlightOperationsIssue (FOI)

Definespotential solution

principle(s)to address a MFOI

Discuss/vote potentialsolution principle(s),then agree solution

to be developed

Developsagreed solution

Airlines/Airbus

Airbus AirbusMajorFlight

OperationsIssue

(MFOI)

Solutionavailableto airlines

MFOIfollow-up

sheet

MFOIfollow-up

sheet

MFOIfollow-up

sheet.

4Any airline can apply

for Screening

Committee membership.

A yearly renewal is planned

with a turnover of 25%.

Candidates will be selected

based on their contribution

to the forum.

FAIR-OPS draft process

Reader/drafterAnyone who has access to FAIR-OPS can create a draftof contribution elements.The draft will be visibleby all other readers/drafters of the airline.

Writer/validatorTwo senior managers per airline can post contributingelements on FAIR-OPS.They can also delegate the FOI draft preparationto one of their readers/drafters,and validate their draft before posting it on the forum.

A contribution elementA contribution element may be:• An FOI,• A comment to an FOI,• A reply to a comment,• An assessment of an FOI.

d e f i n i t i o n s


Flight Operations IssueFOIAn FOI is a recurring issue that an airline is facing on its fleet in-service and has an impact on:• Operations and/or Training,• Environment,• Economics,• Airline image.An FOI materializes with FAIR-OPSinto an item that an airlinewill post on the on-line forum.

Major Flight OperationsIssue MFOIA MFOI is a FOI that is classifiedas major because of significantimpact on:• Operations and/or Training,• Environment,• Economics,• Airline image.A subject is accepted as a MFOIby the FAIR-OPS ScreeningCommittee.

FAST

43

31


Roles andresponsibilitiesFour different roles have beendefined among FAIR-OPS users.Each role has its privileges, makingthe whole process totally clear andeasing participation and decisions(See definitions).

THE READER/DRAFTER

This is the default role of any FAIR-OPS user. Reader/drafter access tothe FAIR-OPS tool is controlled bythe airline IT Administrator, the UserEntity Administrator (UEA), who isalso in charge of the AirbusWorldaccounts for the airline. On airlinemanagement request, each airlineUAE can create an unlimited numberof FAIR-OPS reader/drafter ac-counts.

A FAIR-OPS reader/drafter can con-sult the forum and can create andsave drafts of FAIR items. The draftitems are only visible to users of thedrafter’s airline. The items that canbe drafted are: New Flight Opsissues, comments on FOIs, replies tocomments or assessments of FOIs.

When a draft has been finalized andis deemed ready for posting on theforum, the reader/drafter can flag itas ‘Ready to post’ in the software.The items in ‘Ready to post’ statusare then displayed to the writer/val-idator (see opposite) of the airline.This draft process allows anyFlight Operations, Training, orFlight Safety specialist within theairline to prepare the items forposting by their writers/validators.

THE WRITER/VALIDATOR

The number of writers/validators islimited to two per airline. They havea management level and thereforecan act on behalf of their airline.Limiting the number of writers/val-idators to management levels whohave an overview of their fleet oper-ations ensures that items posted onthe forum are of interest to the otherusers and remain fleet level issues.

The Airbus FAIR administratorcontrols writers/validators accessto the FAIR-OPS tool.

FAIR-OPS writers/validators havereader/drafter rights. In addition totheir reader/drafter rights, they areresponsible for posting their air-line’s contributions on the forum.For this purpose, they can consult,edit, delete, or post all ‘Ready topost’ drafts. A writer/validator canalso directly create and post itemswithout going through the draftprocess.

THE SCREENING COMMITTEEMEMBER

The Screening Committee is thedecision body of the FAIR-OPSprocess. It covers all in-serviceAirbus aircraft families (A300/A310,A320 Family, A330/A340 andA380) and consists of around 20representatives selected from thewriters/validators of participatingairlines.

Each Screening Committee gathersregularly (every four to six weeks)through Webex conference calls, toreview the FOI, define FOI clo-sure criteria, select and prioritizeMFOIs, agree MFOI resolution andagree MFOIs closure. All ScreeningCommittee decisions are based onairlines contributions (see defini-tions), and taken for the benefit ofthe entire fleet.

The agenda and minutes areapproved by the airline co-chair-men (see following) and posted onthe forum for everyone to consult.Each Screening Committee is gen-erally to planned at least two monthsprior to the meeting to cope withpilot rostering constraints for someScreening Committee members.

The Screening Committee processalso prevents accumulation of abacklog of open items in FAIR-OPS. At the end of the FAIR-OPSphase 1 (“Identify Issue”), theinactive, general discussion or lowpriority items are screened andclosed as required.


FAST

43

30

The FAIR-OPSProcessAs described previously, FAIR-OPS is not just an on-line forum, itis also a tool for making decisions.The most important one to be madeis to decide if an FOI that oneairline has identified is a majorfleet issue, a Major Flight Opera-tions Issue (MFOI), that needs tobe resolved with a high priority(see definitions).

For this purpose, the FAIR-OPSprocess is split into three majorcollaboration phases, consisting ofnine successive steps, each cov-

ering one part of the flight opera-tions issue identification, prioriti-zation and resolution process. Ineach phase, the airlines and Airbuscan voice and share their opinionsand their experience. Forumcontributions allow a joint airlines/Airbus Screening Committee tomake the best decisions for thebenefit of the entire fleet.

Through enhanced transparency andsharing of opinions, all phases con-tribute to the following objectives:

• Focus on the MFOIs affectingthe fleet in-service,

• Agree resolution of these MFOIs.

ClosedMFOI

MFOIsolutionavailableto airline

Agrees MFOIclosureP rovides feedback on

solution effectiveness

W orldwide forum Airlines/AirbusScreeningCommittee

Phase 2: Agreement and production of solutions to address the MFOI

Phase 3: Verification of solution effectiveness and MFOI closure

Phase 1: Identification, evaluation and prioritization of the FOI

Worldwide forum AirlinesAssess

FOI criticality

Airlines/AirbusScreening Committee

Reviews FOIs

Airlines

AssessedFOI

ScreenedFOI

FlightOperationsIssue (FOI)

Definespotential solution

principle(s)to address a MFOI

Discuss/vote potentialsolution principle(s),then agree solution

to be developed

Developsagreed solution

Airlines/Airbus

Airbus AirbusMajorFlight

OperationsIssue

(MFOI)

Solutionavailableto airlines

MFOIfollow-up

sheet

MFOIfollow-up

sheet

MFOIfollow-up

sheet.

4Any airline can apply

for Screening

Committee membership.

A yearly renewal is planned

with a turnover of 25%.

Candidates will be selected

based on their contribution

to the forum.

FAIR-OPS draft process

Reader/drafterAnyone who has access to FAIR-OPS can create a draftof contribution elements.The draft will be visibleby all other readers/drafters of the airline.

Writer/validatorTwo senior managers per airline can post contributingelements on FAIR-OPS.They can also delegate the FOI draft preparationto one of their readers/drafters,and validate their draft before posting it on the forum.

A contribution elementA contribution element may be:• An FOI,• A comment to an FOI,• A reply to a comment,• An assessment of an FOI.



Flight Operations IssueFOIAn FOI is a recurring issue that an airline is facing on its fleet in-service and has an impact on:• Operations and/or Training,• Environment,• Economics,• Airline image.An FOI materializes with FAIR-OPSinto an item that an airlinewill post on the on-line forum.

Major Flight OperationsIssue MFOIA MFOI is a FOI that is classifiedas major because of significantimpact on:• Operations and/or Training,• Environment,• Economics,• Airline image.A subject is accepted as a MFOIby the FAIR-OPS ScreeningCommittee.

FAST

43

33


FAIR-OPS Pilot phase statusThe pilot phase has been runningsince June 2007 with a limitednumber of airline FAIR-OPS users,those who participated in the work-shops for FAIR-OPS development.Its intent is to consolidate the tooland process for the flight opera-tions and training community.Once the pilot phase airlines andAirbus have reached a consensuson the process/tool maturity(expected in 2009), the forum willbe officially opened to the rest ofthe Airbus operators.

CONNECTION RAMP-UP

From September 2008, the FAIR-OPS forum has been graduallyopened to any operators willing toactively participate in the pilotphase. The number of airlines con-nected since the official FAIR-OPSpilot opening in June 2008 hasnearly doubled. This is evolvingvery quickly since September 2008(27 airlines connected in midOctober 2008).

FAIR-OPS is moving towards thesuccess expected thanks to fruitfulairline contributions. While still in aramp-up phase, nevertheless, airlinecontributions keep on increasing.

The Airbus flying fleet is also wellrepresented through a very bal-anced worldwide distribution ofconnected airlines.

FAIR-OPS SEMINAR OUTCOMES

The October 2008 FAIR seminargathered the first FAIR-OPS pilotphase users in Toulouse. It enabledfurther fine-tuning of the process,drew the first lessons-learnt of thepilot phase and prepared a success-ful entry into service.

The seminar showed that themajority of airlines connected toFAIR-OPS are mostly consultingthe forum and only part of them areactively posting.

Therefore, Airbus encourages con-nected users to contribute more,and in particular to voice theiropinion and share their experienceon existing FOIs, so that ScreeningCommittee decisions can be madebetter and faster.

Airbus also invites all operatorsthat have not yet joined the FAIR-OPS pilot phase community torequest their connection (see howto get access to FAIR later) andnominate their writers/validators topost their contributions.

The tool interface is appreciatedand considered as easy-to-use.Nonetheless, the first users request-ed an advanced training tool kit(step-by-step PowerPoint demon-stration) easily accessible on theAirbusWorld website to rapidlypromote the tool and FAIR processwithin their airline. This shouldalso ensure faster contributions.


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32

THE SCREENING COMMITTEEAIRLINE CO-CHAIRMEN

There are two airline co-chairmenfor each Screening Committee, oneprime and one backup.

The prime airline co-chairman co-chairs the Screening Committeewith the Airbus co-chairman.There is always one airline co-chairman participating in theScreening Committee. During themeeting, the airline co-chairmancan act as discussion facilitator toensure that fleet interests areconsidered rather than individualairlines interests. They can alsomitigate or advocate the differentstandpoints of Screening Commit-tee members to reach a consensus.

The airline co-chairmen contributealso to the Screening Committeeagenda preparation. The airline co-chairmen validate Screening Com-mittee meeting minutes beforedistribution to the FAIR-OPScommunity. Finally, the airline co-chairmen guarantee that the FAIR-OPS rules and guidelines areapplied by all airlines and canintervene when users do notcomply with the FAIR SpecificTerms and Conditions (STC).

The FAIR softwareFAIR has been designed by theairlines for the airlines and theFAIR-OPS tool benefits from thematurity acquired over the past twoyears of FAIR-ISP operations, theforum for Maintenance andEngineering.

The initial FAIR-OPS specifica-tion was worked upon in work-shops with flight operations repre-sentatives from airlines alreadyactive with FAIR-ISP, and repre-senting the fleet (geographicaldistribution, fleet and type ofoperation). They actively contri-buted to the customization of theFAIR-OPS tool interface to betteraddress flight operations andtraining specificities.

This led to the specification of aweb-based forum software, avai-lable on the AirbusWorld portal inthe Flight Operations and Trainingcommunities.The key drivers for softwaredevelopment were friendliness andsimplicity. Some of the main fea-tures appreciated are:• All major functions such as

Raise, Contribute, Edit, Displaydetails, Display summary, are accessible via simple buttonson the main screen,

• Customized views: Users haveaccess to predefined views and can even define their owncustom view, based on theirpreferences (aircraft type, subjects(i.e. training, documentation, etc.),

• Notification system: Users arenotified of new items matchingtheir preferences. FAIR userscan adjust the frequency of notification and can alsosubscribe to specific items of particular interest to them, forwhich they will receive real timenotification,

• Draft items: Users can draft andsubmit draft items for posting bytheir fleet writers/validators,

• ‘Summary’ and ‘Details’ sheets:Users can open a one-pagesummary or a full description of any item. They can print or save them in PDF format on their own PC,

• Assessment: Users can assess anFOI severity by filling and postingthe impact assessment form,

• Votes: Users can voice theirpreferred proposed solution to aMFOI by submitting their vote,

• Multi-criteria search: Users canquery the FAIR-OPS databasewith an advanced search enginecombining raw text and list of values search.

The FAIR software is in continuousevolution to include functional evo-lutions or ergonomic enhancementsas requested by users. Users havepraised the friendliness and sim-plicity of the FAIR software tool.Continuous improvement is ens-ured while performance is beingmonitored very closely.

4The prime airline co-chairman

is replaced every year

by the backup co-chairman.

The backup co-chairman

is in turn replaced by a new

backup, to be elected

by the Screening Committee.

To update or delete an existing draft(FOI, comment/reply or assessment,depending on the selected item).

To raise a new FOI,write a commentor perform an assessmenton a selected FOI or MFOI.

The selected item may bea FOI, MFOI with its status

To select a view of itemsor set the users settingsor search specific items

Preview pane:Shows the contentof the selected item(FOI, MFOI, comment/reply,assessment,etc...)

To replyto the selectedcomment

To receivereal timeemailnotificationof anynew inputbeing postedby otherusers on theselected FOIor MFOI.

Access to whole discussion orfollow-up information of selected item

FAIR-OPS main page

FAST

43

33


FAIR-OPS Pilot phase statusThe pilot phase has been runningsince June 2007 with a limitednumber of airline FAIR-OPS users,those who participated in the work-shops for FAIR-OPS development.Its intent is to consolidate the tooland process for the flight opera-tions and training community.Once the pilot phase airlines andAirbus have reached a consensuson the process/tool maturity(expected in 2009), the forum willbe officially opened to the rest ofthe Airbus operators.

CONNECTION RAMP-UP

From September 2008, the FAIR-OPS forum has been graduallyopened to any operators willing toactively participate in the pilotphase. The number of airlines con-nected since the official FAIR-OPSpilot opening in June 2008 hasnearly doubled. This is evolvingvery quickly since September 2008(27 airlines connected in midOctober 2008).

FAIR-OPS is moving towards thesuccess expected thanks to fruitfulairline contributions. While still in aramp-up phase, nevertheless, airlinecontributions keep on increasing.

The Airbus flying fleet is also wellrepresented through a very bal-anced worldwide distribution ofconnected airlines.

FAIR-OPS SEMINAR OUTCOMES

The October 2008 FAIR seminargathered the first FAIR-OPS pilotphase users in Toulouse. It enabledfurther fine-tuning of the process,drew the first lessons-learnt of thepilot phase and prepared a success-ful entry into service.

The seminar showed that themajority of airlines connected toFAIR-OPS are mostly consultingthe forum and only part of them areactively posting.

Therefore, Airbus encourages con-nected users to contribute more,and in particular to voice theiropinion and share their experienceon existing FOIs, so that ScreeningCommittee decisions can be madebetter and faster.

Airbus also invites all operatorsthat have not yet joined the FAIR-OPS pilot phase community torequest their connection (see howto get access to FAIR later) andnominate their writers/validators topost their contributions.

The tool interface is appreciatedand considered as easy-to-use.Nonetheless, the first users request-ed an advanced training tool kit(step-by-step PowerPoint demon-stration) easily accessible on theAirbusWorld website to rapidlypromote the tool and FAIR processwithin their airline. This shouldalso ensure faster contributions.


FAST

43

32

THE SCREENING COMMITTEEAIRLINE CO-CHAIRMEN

There are two airline co-chairmenfor each Screening Committee, oneprime and one backup.

The prime airline co-chairman co-chairs the Screening Committeewith the Airbus co-chairman.There is always one airline co-chairman participating in theScreening Committee. During themeeting, the airline co-chairmancan act as discussion facilitator toensure that fleet interests areconsidered rather than individualairlines interests. They can alsomitigate or advocate the differentstandpoints of Screening Commit-tee members to reach a consensus.

The airline co-chairmen contributealso to the Screening Committeeagenda preparation. The airline co-chairmen validate Screening Com-mittee meeting minutes beforedistribution to the FAIR-OPScommunity. Finally, the airline co-chairmen guarantee that the FAIR-OPS rules and guidelines areapplied by all airlines and canintervene when users do notcomply with the FAIR SpecificTerms and Conditions (STC).

The FAIR softwareFAIR has been designed by theairlines for the airlines and theFAIR-OPS tool benefits from thematurity acquired over the past twoyears of FAIR-ISP operations, theforum for Maintenance andEngineering.

The initial FAIR-OPS specifica-tion was worked upon in work-shops with flight operations repre-sentatives from airlines alreadyactive with FAIR-ISP, and repre-senting the fleet (geographicaldistribution, fleet and type ofoperation). They actively contri-buted to the customization of theFAIR-OPS tool interface to betteraddress flight operations andtraining specificities.

This led to the specification of aweb-based forum software, avai-lable on the AirbusWorld portal inthe Flight Operations and Trainingcommunities.The key drivers for softwaredevelopment were friendliness andsimplicity. Some of the main fea-tures appreciated are:• All major functions such as

Raise, Contribute, Edit, Displaydetails, Display summary, are accessible via simple buttonson the main screen,

• Customized views: Users haveaccess to predefined views and can even define their owncustom view, based on theirpreferences (aircraft type, subjects(i.e. training, documentation, etc.),

• Notification system: Users arenotified of new items matchingtheir preferences. FAIR userscan adjust the frequency of notification and can alsosubscribe to specific items of particular interest to them, forwhich they will receive real timenotification,

• Draft items: Users can draft andsubmit draft items for posting bytheir fleet writers/validators,

• ‘Summary’ and ‘Details’ sheets:Users can open a one-pagesummary or a full description of any item. They can print or save them in PDF format on their own PC,

• Assessment: Users can assess anFOI severity by filling and postingthe impact assessment form,

• Votes: Users can voice theirpreferred proposed solution to aMFOI by submitting their vote,

• Multi-criteria search: Users canquery the FAIR-OPS databasewith an advanced search enginecombining raw text and list of values search.

The FAIR software is in continuousevolution to include functional evo-lutions or ergonomic enhancementsas requested by users. Users havepraised the friendliness and sim-plicity of the FAIR software tool.Continuous improvement is ens-ured while performance is beingmonitored very closely.

4The prime airline co-chairman

is replaced every year

by the backup co-chairman.

The backup co-chairman

is in turn replaced by a new

backup, to be elected

by the Screening Committee.

To update or delete an existing draft(FOI, comment/reply or assessment,depending on the selected item).

To raise a new FOI,write a commentor perform an assessmenton a selected FOI or MFOI.

The selected item may bea FOI, MFOI with its status

To select a view of itemsor set the users settingsor search specific items

Preview pane:Shows the contentof the selected item(FOI, MFOI, comment/reply,assessment,etc...)

To replyto the selectedcomment

To receivereal timeemailnotificationof anynew inputbeing postedby otherusers on theselected FOIor MFOI.

Access to whole discussion orfollow-up information of selected item

FAIR-OPS main page

35

FAST

43

35

Since the opening of the FAIR-OPS pilotphase forum in June 2008, things are progressing quickly and very much in the direction expected. More than 27 operators have connected up to earlyOctober 2008 and several additional onesare connecting every month. The FAIR-OPSdecision process is working as expected,with four FOIs already identified as potentialMFOIs among the nine posted FOIs (earlyOctober 2008) after only a very few monthsof activity, with a limited numbers of activeoperators. Of the four potential MFOIs, three already have solutions under Airbusinvestigation. Based on this rate, an increasing number of MFOIs is expectedin the coming months with the officialopening of FAIR-OPS forum to all operatorsin 2009, which shows the high interest of the flight operations & training communityto take part in the decision-making process.Feedback from the first airlines usingFAIR-OPS is positive and they highlightnumerous benefits of using the process, with the top two being:• Managing together with Airbus the list of

top fleet issues and being able with Airbusto define the top priorities to be addressed,

• Defining and delivering solutions that arevalidated, or even improved, by airlinesthrough FAIR-OPS.

The FAIR-OPS process provides a new and innovative means for airlines and Airbus to work together in a commonon-line forum to share fleet experience and issues, identify and prioritize problems,and define and validate solutions. Airlines in completely different regions of the worldcan therefore become aware of the experience of each other and share this common knowledge to the benefit of their planning and fleetoperations. For Airbus, the benefits are an increased awareness of fleetoperational issues, the ability to prioritizeproblems and define solutions with airlinesand hence provide a better and quickerservice for customers. Not all airlines arecurrently connected to FAIR-OPS and Airbus encourages all airlines to connectto FAIR-OPS and contribute actively to identifying, evaluating, prioritizing, and resolving the in-service flight operationsissues that may impact their operations.FAIR-OPS is a tool defined by airlines, for airlines, and will be increasinglysuccessful with open, regular andconstructive dialogue - to the benefit of all using it. Airbus looks forward to buildingthis working-together forum with customers.

Conclusion

TITLE TITLE - SUB-TITLE SUB-TITLE SUB-TITLEFAIR-OPS ON-LINE FORUM - INCREASING AIRLINES AND AIRBUS COLLABORATION ON IN-SERVICE FLEET’S FLIGHT OPERATIONS ISSUESFAIR-OPS ON-LINE FORUM - INCREASING AIRLINES AND AIRBUS COLLABORATION ON IN-SERVICE FLEET’S FLIGHT OPERATIONS ISSUESFA

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34

WRITERS/VALIDATORS NOMINATIONSET-UP

One of the lessons-learnt duringthe pilot phase was the difficultyfor some airlines to nominate thedifferent writers/validators anddrafter/readers within their flightoperations & training organiza-tions. In some instances, it tookseveral weeks up to three monthsto set-up an efficient FAIR-OPSprocess within the airline.

During the FAIR-OPS October2008 workshop, airline first usersconsidered that two writers/ valida-tors per airline was manageable.However, they advised that thenominated writers/validators ma-nagers have a good overview of themajor operational and trainingrecurrent issue experienced bytheir airline. Depending on eachairline organization, it might be thetechnical pilot of the operatedaircraft type.

The second writer/validator couldbe the technical pilot of otheraircraft types (if operated by theairline).

It could also be the flight oper-ations engineering manager havinga good overview of the issuesaffecting the dispatch/operationaldocumentation/performance tools/etc, and generally more availablefor continuous follow-up of theforum activity and validation of the FOIs drafted by theirreaders/drafters colleagues.

READERS/DRAFTERS NOMINATIONSET-UP

The number of readers/drafters isunlimited within each airline. No-netheless, to get started with FAIR-OPS, limiting the number of rea-ders/drafters to management levelswho have an overview of their fleetoperations and most importantissues concerning their domain ofexpertise, ensures that drafteditems will be eligible for FAIRposting, and hence will easewriters/validators validation duty.

It also ensures an efficient flow ofinformation to manage for thewriters/validators, since they haveto validate the ‘Ready to post’ FOIdrafted by their readers/drafterscolleagues, even if the tool inter-face is friendly enough to copewith it (specific ‘ToDoList’ viewlisting the pending action).

Forum activityThe number of posts in the forumhas grown slowly in spite of theincreasing number of connectedoperators. In early October 2008,nine FOIs in total were posted onthe forum in less than four monthsfor the three Airbus aircraftfamilies, with 27 airlines con-nected. However, very few comments wereposted which does not allowed thefirst Screening Committee held inOctober 2008 during the FAIRseminar to firmly decide whetherthey were major or not.However, of the nine FOIs, fourwere deemed as potential MajorFOIs, which is encouraging andshows a good airline understan-ding of FAIR-OPS purpose. Thisshould be confirmed in the comingmonths with the opening of theFAIR forum to all operators in2009 and associated increasingcontributions.

Airbus strongly encourages opera-tors to participate actively in theFAIR-OPS discussions. This willallow building robust files quicklyto speed and ease Screening Com-mittee decisions for the benefit ofthe entire fleet.

How to get accessto FAIR-OPSFAIR-OPS is accessible on AirbusWorld. The pre-requisites foraccess are:

1.Access to AirbusWorld and

2.Signature of the FAIR SpecificTerms & Conditions (STC).

CONTACT DETAILS

Screening Committee Airbusco-chairmen:

Capt. Michel BRANDTTest pilotFlight OperationsSupport & ServicesAirbus Customer [email protected]

Nicolas PUHARREDeputy of FAIR-OPS Flight Operations Safety Enhancement MgrFlight Operations Support & ServicesAirbus Customer [email protected]

The FAIR-OPS connection procedure is a two-step process:

Every airline can apply

for an unlimited

number of reader/drafter

accounts managed

by their own airline User

Entity Administrator (UEA)

who is in charge

of the AirbusWorld

accounts management.Contact your AirbusRegional Flight Operations

Representative (RFOR) or Customer SupportDirector (CSD) to obtain a copy of the FAIR STC.Once the STC has beensigned, your airline UEA will be given authorization to openFAIR-OPS to yourorganization. In case of access problems,contact your UEA.

STEP 1

4OBTAIN READER/DRAFTER ACCESS

0

5

10

15

20

25

30

Jun08 Jul 08 Aug 08 Sep 08 Oct 08

16 16

21

27

16

21% 22% 22%25%

30%

A300/A310 A320 A330/A340

AllA380 Fleet coverage

0

5

10

15

20

25

30


16 16

21

27

16

Assessment Comment

New items Number ofconnected airlines

Number ofairlines participating

FAIR-OPS connected airlines

FAIR-OPS forum activity (Pilot phase)

STEP 2

4OBTAIN WRITER/VALIDATOR ACCESS

Writer/validator access

is limited to two senior

managers per airline

and is controlled by the

Airbus FAIR administrator.

The contact details of your

airline writers/validators

must be provided to your

RFOR or CSD for trans-

mission to the Airbus FAIR

administrator.

The Airbus FAIR

administrator will advise

airline writers and

their UEA as soon

as writer/validator

connection is established,

or if there are any

connection problems.

FAIR Support/FAIR administrator: [email protected]

35

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35

Since the opening of the FAIR-OPS pilotphase forum in June 2008, things are progressing quickly and very much in the direction expected. More than 27 operators have connected up to earlyOctober 2008 and several additional onesare connecting every month. The FAIR-OPSdecision process is working as expected,with four FOIs already identified as potentialMFOIs among the nine posted FOIs (earlyOctober 2008) after only a very few monthsof activity, with a limited numbers of activeoperators. Of the four potential MFOIs, three already have solutions under Airbusinvestigation. Based on this rate, an increasing number of MFOIs is expectedin the coming months with the officialopening of FAIR-OPS forum to all operatorsin 2009, which shows the high interest of the flight operations & training communityto take part in the decision-making process.Feedback from the first airlines usingFAIR-OPS is positive and they highlightnumerous benefits of using the process, with the top two being:• Managing together with Airbus the list of

top fleet issues and being able with Airbusto define the top priorities to be addressed,

• Defining and delivering solutions that arevalidated, or even improved, by airlinesthrough FAIR-OPS.

The FAIR-OPS process provides a new and innovative means for airlines and Airbus to work together in a commonon-line forum to share fleet experience and issues, identify and prioritize problems,and define and validate solutions. Airlines in completely different regions of the worldcan therefore become aware of the experience of each other and share this common knowledge to the benefit of their planning and fleetoperations. For Airbus, the benefits are an increased awareness of fleetoperational issues, the ability to prioritizeproblems and define solutions with airlinesand hence provide a better and quickerservice for customers. Not all airlines arecurrently connected to FAIR-OPS and Airbus encourages all airlines to connectto FAIR-OPS and contribute actively to identifying, evaluating, prioritizing, and resolving the in-service flight operationsissues that may impact their operations.FAIR-OPS is a tool defined by airlines, for airlines, and will be increasinglysuccessful with open, regular andconstructive dialogue - to the benefit of all using it. Airbus looks forward to buildingthis working-together forum with customers.

Conclusion

TITLE TITLE - SUB-TITLE SUB-TITLE SUB-TITLEFAIR-OPS ON-LINE FORUM - INCREASING AIRLINES AND AIRBUS COLLABORATION ON IN-SERVICE FLEET’S FLIGHT OPERATIONS ISSUESFAIR-OPS ON-LINE FORUM - INCREASING AIRLINES AND AIRBUS COLLABORATION ON IN-SERVICE FLEET’S FLIGHT OPERATIONS ISSUES

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WRITERS/VALIDATORS NOMINATIONSET-UP

One of the lessons-learnt duringthe pilot phase was the difficultyfor some airlines to nominate thedifferent writers/validators anddrafter/readers within their flightoperations & training organiza-tions. In some instances, it tookseveral weeks up to three monthsto set-up an efficient FAIR-OPSprocess within the airline.

During the FAIR-OPS October2008 workshop, airline first usersconsidered that two writers/ valida-tors per airline was manageable.However, they advised that thenominated writers/validators ma-nagers have a good overview of themajor operational and trainingrecurrent issue experienced bytheir airline. Depending on eachairline organization, it might be thetechnical pilot of the operatedaircraft type.

The second writer/validator couldbe the technical pilot of otheraircraft types (if operated by theairline).

It could also be the flight oper-ations engineering manager havinga good overview of the issuesaffecting the dispatch/operationaldocumentation/performance tools/etc, and generally more availablefor continuous follow-up of theforum activity and validation of the FOIs drafted by theirreaders/drafters colleagues.

READERS/DRAFTERS NOMINATIONSET-UP

The number of readers/drafters isunlimited within each airline. No-netheless, to get started with FAIR-OPS, limiting the number of rea-ders/drafters to management levelswho have an overview of their fleetoperations and most importantissues concerning their domain ofexpertise, ensures that drafteditems will be eligible for FAIRposting, and hence will easewriters/validators validation duty.

It also ensures an efficient flow ofinformation to manage for thewriters/validators, since they haveto validate the ‘Ready to post’ FOIdrafted by their readers/drafterscolleagues, even if the tool inter-face is friendly enough to copewith it (specific ‘ToDoList’ viewlisting the pending action).

Forum activityThe number of posts in the forumhas grown slowly in spite of theincreasing number of connectedoperators. In early October 2008,nine FOIs in total were posted onthe forum in less than four monthsfor the three Airbus aircraftfamilies, with 27 airlines con-nected. However, very few comments wereposted which does not allowed thefirst Screening Committee held inOctober 2008 during the FAIRseminar to firmly decide whetherthey were major or not.However, of the nine FOIs, fourwere deemed as potential MajorFOIs, which is encouraging andshows a good airline understan-ding of FAIR-OPS purpose. Thisshould be confirmed in the comingmonths with the opening of theFAIR forum to all operators in2009 and associated increasingcontributions.

Airbus strongly encourages opera-tors to participate actively in theFAIR-OPS discussions. This willallow building robust files quicklyto speed and ease Screening Com-mittee decisions for the benefit ofthe entire fleet.

How to get accessto FAIR-OPSFAIR-OPS is accessible on AirbusWorld. The pre-requisites foraccess are:

1.Access to AirbusWorld and

2.Signature of the FAIR SpecificTerms & Conditions (STC).

CONTACT DETAILS

Screening Committee Airbusco-chairmen:

Capt. Michel BRANDTTest pilotFlight OperationsSupport & ServicesAirbus Customer [email protected]

Nicolas PUHARREDeputy of FAIR-OPS Flight Operations Safety Enhancement MgrFlight Operations Support & ServicesAirbus Customer [email protected]

The FAIR-OPS connection procedure is a two-step process:

Every airline can apply

for an unlimited

number of reader/drafter

accounts managed

by their own airline User

Entity Administrator (UEA)

who is in charge

of the AirbusWorld

accounts management.Contact your AirbusRegional Flight Operations

Representative (RFOR) or Customer SupportDirector (CSD) to obtain a copy of the FAIR STC.Once the STC has beensigned, your airline UEA will be given authorization to openFAIR-OPS to yourorganization. In case of access problems,contact your UEA.

STEP 1

4OBTAIN READER/DRAFTER ACCESS

0

5

10

15

20

25

30


16 16

21

27

16

21% 22% 22%25%

30%

A300/A310 A320 A330/A340

AllA380 Fleet coverage

0

5

10

15

20

25

30


16 16

21

27

16

Assessment Comment

New items Number ofconnected airlines

Number ofairlines participating

FAIR-OPS connected airlines

FAIR-OPS forum activity (Pilot phase)

STEP 2

4OBTAIN WRITER/VALIDATOR ACCESS

Writer/validator access

is limited to two senior

managers per airline

and is controlled by the

Airbus FAIR administrator.

The contact details of your

airline writers/validators

must be provided to your

RFOR or CSD for trans-

mission to the Airbus FAIR

administrator.

The Airbus FAIR

administrator will advise

airline writers and

their UEA as soon

as writer/validator

connection is established,

or if there are any

connection problems.

FAIR Support/FAIR administrator: [email protected]

The SESAR (Single European Skies Airtransport managementResearch) cockpit oftoday’s and tomor-row’s airliners(see article onpage 12) is a lotdifferent to earlyairliners. This isthe cockpit of aJunkers G 24around 1925. Notethe flight instru-ments and throt-tle controls, alsoan early imple-mentation of ‘flyby wire’ flightcontrols!Air traffic man-agement thenwas mainly wat-chingout for other aircraft andtoday the numbers of air-craft flying around the worldat the speeds, heights anddistances we find normalwould have astonished theearly aviators.Nonetheless, this enormousimprovement in aircraft per-formance has brought with itproblems such as air trafficcongestion, which SESAR willaddress to bring even moreefficiency and cost savingsfor airlines and the airtraffic management system.

The Junkers G 24 had a wing-span of 28.5 metres, a lengthof 15.25 metres and a height

o f4.85 metres or 5.5 metresdepending on modification.Its empty weight was 3,760kg;take off weight 6,000kg;maximum speed 175 kilometresper hour and range around1,200 kilometres.

In its day it was an advancedairliner with space for ninepassengers and a cabinetwith a small washbasin.However, it was not so com-fortable for the pilots asit had an open cockpit, whichperhaps helps to explain thesimple instrumentation – fly-ing an aircraft for hours infreezing and rainy conditions

could not have been easyand concentrating on complexinstruments would have beendifficult. The aircraft alsoset an endurance record of14 hours 23 minutes with a1,000kg payload, which musthave been a marathon for thepilots.

In 1926 Lufthansa flew withthe aircraft from Berlin toParis and commercial flightsalso connected Berlin andKönigsberg.

SESAR - PART II

SESAR

Part

II

Photographs

courtesy

of

EADS

Corporate

Heritage

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Customer Servicesevents

J u s t h a p p e n e dMaterial, Suppliers and Warranty Symposium,Cancun, Mexico June 2008We concluded a successful symposium, whichbrought together 150 people from customers andmajor suppliers organizations. The key theme of thisevent was to ‘Materialize our future together’ withkeynote speeches dedicated to:• Reveal of the Supplier Support Rating awards,• Airbus material management strategy,• The new Supplier Support Conditions (SSC),• Supplier improvement process,• Airbus BFE and powerplant supplier policies and

support,• Optimization of the supply chain,• What’s new in warranty,• Warranty tool developments.

To compliment the speeches, plenary sessions andworkshops were held to share greater detail onspecific developments and to openly exchange ideastogether with customers and suppliers. The customercaucus highlighted that we delivered on our previouscommitments and our ongoing initiatives were highlyappreciated.

The first A380 Entry Into Service symposiumToulouse, France 1 - 4th December 2008More than 200 people from eleven A380 customerairlines and nineteen suppliers attended the event. Ina departure from the traditional symposium format, abroad range of A380 issues were debated, with oneday for in-service technical subjects, one day forproduction and programme development issues andone day for flight operations items. With the aircraftin-service for over one year, this was an ideal time toreview feedback from initial operation. All customersagreed the symposium gave them valuable feedbackto prepare future entries-into-service and expectAirbus and its suppliers to maintain efforts on in-service reliability and product maturityimprovements.

Airbus Training Symposium, Paris,France 1 - 4 December 2008400 participants, 112 airlines, 32 training systemssuppliers and aviation authorities expressed extremesatisfaction with the symposium. The key messagewas, ‘Thinking about tomorrow’s training; rethinkingwith tomor-row’s technologies’. This theme,reiterated in four streams (flight, maintenance, cabin,and simulation technologies) in different presen-

tations demonstrated our commitment to safety,quality and efficiency. VP Jacques Drappier asked‘are we still training people based on aircraft ofyesterday, hoping that they will learn about theaircraft of today, and will be prepared for the aircraftof tomorrow?’ Technologies such as the OnboardInformation System, Onboard Maintenance System,and Flight Attendant’s Panel have revolutionized theway people operate Airbus aircraft and training musttake this into account. He concluded that safety isnon-negotiable and can be economically achieved byapplying this theme.

C o m i n g s o o nA320 Family programme symposium Paris,France 4 - 8 May 2009The A320 Family is continuing to develop and toexpand. The worldwide symposium of the A320Family programme will take place in downtownParis in May 2009. It will gather the airline management dealing with the A320 family, fleet managers and technical pilots toshare the experience of the almost 4,000 aircraftwhich will be in service by mid 2009. Airbus willpropose a basic agenda that will be merged withcustomer suggestions, concen-trating on fleetconcerns that will be based on FAIR-ISP (Forum forAirline Issues Resolution - In Service Problems)inputs. It is planned to cover all presentations in themain session. As usual, adequate facilities will beavailable for side meetings. The formal invitationletters as well as the preliminary agenda will sent inthe first quarter of 2009.

The 15th Performance & Operations Conference to beheld in Paris 11-15 May 2009This is a significant milestone in our FlightOperations Support & Services activities. Theseevents have been organized since 1980 and thisevent provides flight crews, operations specialists,flight operations engineers and performancespecialists with a unique opportunity toconstructively exchange views and information, plusincrease mutual cooperation and communication.On most days, three sessions will be conductedsimultaneously to cover the main flight operationsthemes. In addition, booths will be open daily todiscuss issues and to provide demonstrations ofAirbus Flight Operations' tools.

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

RCSM location CountryLouisville United States of AmericaLuton United KingdomLuxembourg LuxembourgMacau S.A.R. ChinaMadrid SpainManchester United KingdomManilla PhilippinesMarrakech MoroccoMauritius MauritiusMemphis United States of AmericaMexico City MexicoMiami United States of AmericaMilan ItalyMinneapolis United States of AmericaMontreal CanadaMoscow RussiaMumbai IndiaMuscat OmanNanchang 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 RepublicRiyadh Saudi ArabiaRoma ItalySan Francisco United States of AmericaSan Salvador El SalvadorSantiago ChileSao Paulo BrazilSeoul South KoreaShanghai ChinaSharjah United Arab EmiratesShenyang ChinaShenzhen ChinaSingapore SingaporeSofia BulgariaSydney AustraliaTaipei TaiwanTashkent UzbekistanTehran IranTel Aviv IsraelTokyo JapanToluca MexicoTripoli LibyaTulsa United States of AmericaTunis TunisiaVienna AustriaWashington United States of AmericaWuhan ChinaXi'an ChinaYekaterinburg RussiaZurich Switzerland

RCSM location CountryAbu Dhabi United Arab EmiratesAlgiers AlgeriaAl-Manamah BahrainAlmaty KazakhstanAmman JordanAmsterdam NetherlandsAthens GreeceAuckland New ZealandBaku AzerbaijanBangalore IndiaBangkok ThailandBarcelona SpainBeijing ChinaBeirut LebanonBerlin GermanyBogota ColombiaBrussels BelgiumBucharest RomaniaBudapest HungaryBuenos Aires ArgentinaCairo EgyptChangchun ChinaCharlotte United States of AmericaChengdu ChinaCologne GermanyColombo Sri LankaCopenhagen DenmarkDamascus SyriaDar Es Salaam TanzaniaDelhi 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 FinlandHo Chi Minh City VietnamHong Kong S.A.R. ChinaIndianapolis United States of AmericaIstanbul TurkeyJakarta IndonesiaJohannesburg South AfricaKarachi PakistanKita-Kyushu JapanKuala Lumpur MalaysiaKuwait City KuwaitLanzhou ChinaLarnaca CyprusLisbon PortugalLondon United KingdomLos Angeles United States of America

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

USA/CANADATom AndersonSenior 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-Bernard GalyDirector Resident Customer Support AdministrationTel: +33 (0)5 67 19 04 13 Fax: +33 (0)5 61 93 46 10

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

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43D E C E M B E R 2 0 0 8

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T E C H N O L O G Y FAST

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