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Customer Servicesevents

J u s t h a p p e n e d5th Technical Data symposiumThe fifth Technical Data symposium took placewith the participation of more than 150 atten -dees, including 60 different airlines from allaround the world. In line with the theme of the symposium,‘Delivering Innovative Solutions’, more than30 different presentations, demos and work -shops, covering solutions for every single keyarea of technical data, were shown. Airbuscustomers fully validated Airbus vision forTechnical Data and highlighted the exceptionalnetworking opportunity that an event like thisrepresents with strong encouragements to keepup the good work in the future.

9th A330/A340 Family symposiumThis event, recently held in Berlin, Germany,gathered 177 persons representing airlines, lea -sing organisations, MRO (Maintenance Repairand Overhaul) organisations and suppliers.Airbus customers acknow ledged the good pro -gress made by Airbus on some major topicssince the previous symposium, held in Dubai.Airbus presented six ‘Awards for OperationalExcellence’ to: Korean Air, Asiana Airlines,Swiss, China Airlines, Etihad Airways andQatar Airways.Many technical and non-technical subjectswere raised during the airline caucus. Airbusset its priorities for the coming months.

Upgrade Services’ team was at the AircraftInteriors Expo, Hamburg, GermanyAirbus Upgrade Services introduced an ‘Expopremiere’ this year, the ‘Product InformationSession’. This session gathers a series of pre -sentations on innovative new products such asthe enhanced cabin for the A320 Family, moodlighting, the new trend for premium economyand the flexible cabin concept.Please contact Airbus Customer Services fordetails on new innovations and products sui -table for retrofit to your fleet.

C o m i n g s o o nMaterial, Logistics, Suppliersand Warranty symposiumThis symposium will be held in Paris, Francefrom 25th to 27th October, 2010. Airbus will present the latest developments andinitiatives in the material, logistics, suppliersand warranty domains, that have been deve -loped based on the close and productive rela -tion ship with our customers and suppliers. Thenew suite of Flight Hour Services solu tionswill also be presented. These services havebeen developed to help airlines increase theiraircraft availability and reliability, whilst de -creasing maintenance risks and investment. The airline and MRO markets are constantlyevolving and thus require innovative andflexible solutions. Innovation is a key driver forAirbus, not only when building aircraft, butalso when supporting its customers’ opera tions.Airbus will continue to drive the deploy ment ofnew supply and logistics services to gether withthe customer and supplier com munity, shapingthe future together and delivering world-classsupport to its airline operators. The invitationshave been sent out.

A380 symposium This second A380 symposium will be held inSingapore from 15th to 19th November 2010. Itwill review in-service experience and progresssince the first symposium, focusing on majoropen issues, associated support plans andimplications for future operators.The formal invitation letters, as well as thepreliminary agenda, have been sent out.Symposiums are held for each Airbus program meevery two years and target airline engine eringand maintenance managers. The prime functionof these meetings are to enable two-way communication regarding actual in-servi ce issues, as well as topics of moregeneral interest.

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Publisher: Bruno PIQUET

Editor: Lucas BLUMENFELD

Page layout: Quat’coul

Cover:Greener. Cleaner. Quieter. Smarter.

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]: Amadio

FAST Magazine may be read on Internet http://www.airbus.com/en/services/publications/

under ‘Quick references’

ISSN 1293-5476

© AIRBUS S.A.S. 2010. 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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Customer ServicesEvents

Alternative fuelsA flight path towards sustainable aviationPaul NASHRoss WALKERNicolas MOUNEY

Jet fuel contamination with FAME(Fatty Acid Methyl Ester)World jet fuel supplyMarie FROMENT

Repair Design ApprovalStructure damage assessment using Repair ManagerAlain BALEIXColin SMART

Head-Up Display systemEnhanced operations’ situational awarenessEric ALBERT

SPICEThe future galleysDaniel PERCY

GalleysImproving over 40 years’ old galley design

Customer Services WorldwideAround 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

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ALTERNATIVE FUELS - A FLIGHT PATH TOWARDS SUSTAINABLE AVIATIONFA

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Nicolas MOUNEYAlternative Fuels and Acoustics Senior EngineerCoC Power Plant Airbus Engineering

Ross WALKEREngineering Programme

Manager Alternative FuelsAirbus Engineering

Paul NASHHead of New Energies

Airbus Environmental Affairs

Alternative fuelsA flight path

towards sustainable aviationGlobal economics’ development is dependentupon efficient and worldwide transportationmeans, to enable the distribution of goods, ser-vices and business interaction through people.Aviation is the optimized solution for worldwidecooperation. Airbus is an eco-efficient organisation and wishesaviation to flourish whilst reducing its impact onthe environment. Today, aviation is recognized asa key industry for global economic developmentand currently contributes to 8% of the globalGross Domestic Product (GDP). Conversely, avi-ation only contributes to 2% of man-made CO2emissions. Over the past 40 years, the industry has improved its fuel efficiency and reduced itsrelated CO2 emissions by 70%. The industry, as a

whole, has voluntarily committed to tough targetsincluding ‘Carbon Neutral Growth’ by 2020 and areduction of CO2 emissions by 50% in 2050,compared to 2005.To improve its environmental footprint, Airbus isworking innovatively in key areas such as producttechnology improvements, Air Traffic Manage -ment (ATM) and developing solutions for low car-bon lifecycle energy sources through alternativefuels for aviation.To achieve this, Airbus is actively investigatingalternative energy sources for aviation and launchedits ‘Alternative Fuels Roadmap’ early 2008, propos-ing Research and Technology (R&T) activities,flight demonstrations , alternative fuels’ approvalsand targets for bio-fuel commercialisation.


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ALTERNATIVE FUELS - A FLIGHT PATH TOWARDS SUSTAINABLE AVIATION

What arealternative fuels?THE ALTERNATIVE FUEL SOURCES

There are at least three types of‘drop-in’ alternative fuels that meetthe performance of non-renewable(fossil) jet fuels - giving a slightlyhigher energy content (reducingfuel burn), flash point (temperatureat which fuel vapours will ignite -critical for safety during groundhandling/refuelling) and a lowerfreezing point (potentially increa -sing the effective operational enve -lope of the aircraft). Bio-fuels are arange of fuels which are derivedfrom renewable biomass. The termcovers solid bio mass, liquid fuels andbio-gases. The bio-fuels and somefossil fuels make synthetic fuels:• The Fischer-Tropsch (FT)

process gives a synthetic fuel,made from natural gas (Gas ToLiquid - GTL), coal (Coal ToLiquid - CTL) and biomass(Biomass To Liquid - BTL) suchas farm waste or woodchip/forestry waste. (GTL, CTL andBTL are collectively known asXTL). This process wasdeveloped in the 1920s. It is a set of chemical reactionsthat convert a mixture of carbonmonoxide and hydrogen intoliquid hydrocarbons.

• Hydrogenated Biomass Oils(HBO) fuels are made using theanimal fats, oils from plants likecamelina, jatropha and salicornia,or oils from algae.This process de-oxygenates the biomass oilsor fats to produce paraffinswhich can then be reformed by a hydro-treatment to makeaviation kerosene.

• Hydrotreated Cellulosic Fibre(HCF) fuels are made usingcellulosic biomass such asforestry and farm waste orswitch grass, to name a few.This process converts thecellulosic material into asolution which is then fermentedinto alcohols and then reformedby a hydro-treatment to makeaviation kerosene.

THE ‘WHY’

Considering the likely depletion of petroleum fossil fuels, along with the believed impact of CO2 on the climate, Airbus is com -mitted to improving its fuel burn /CO2 emissions’ perfor mance.Aviation currently repre sents ap -proximately 12% of the worldtransport fuel consumption (or 7 to8% of the global petroleumconsumption). In addition to this,jet fuel price volatility remains amajor cause of concern for theairlines, as fuel typically accountsfor approximately 40% of theiroperating costs (in 2008).

THE ‘NEED’

Technically, conventional jet fuel or kerosene (also known as JETA1), has specific characteristicsthat are necessary and remarkablysuitable for flight conditions. It hasa good energy content, a low free -zing point (below minus 40°C) andit is stable and reliable. Alternativefuels for aviation must meet thesecharacteristics. There fore, Airbusin the short-to-medium term, isconcentrating its efforts on thosealternative fuels which are termed‘drop-in’. These types of fuels willenable the existing fleets to benefitby reducing their CO2 emissions,as well as eliminating the environ -mental impacts that would beincurred by changes to the supplyand airport infrastructures.

CO2if nothing is done

Carbonneutralgrowth2020

2005

100

CO2

2010 2020 2030 2040 2050

Minus50% CO2by 2050

1. Technologies, operations, ATM2. and 3. Additional technology and bio-fuels4. Economic measures

4 key strategic approaches to reduce CO2 emissions

i n f o r m a t i o n

‘Drop-in’ fuelsFuels that can be mixed withexisting jet fuels without requiringany change to the supplyinfrastructure, airframe or enginesand provide the same or betterperformance.



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Cellulosic fibressuch asforestry waste,wheat stubbleor switchgrass.

Oil from jatropha seedsis used to make bio-fuels in tropicalregions such as SouthAmerica, where it growsnaturally and in plantations.Jatropha is currentlybeing promoted for bio-fuels across developing countries.

POTENTIAL SUSTAINABLEFEEDSTOCKS

Because salicornia can be grown usingsaltwater, it can be cultivated on coastal lands unsuitable for conventional crops. Its seedscontain high levels of unsaturated oil,making it ideal for bio-fuel.

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Alternative fuels options for commercial aviation

Algae are simplewater-basedorganisms. Algaecapture carbondioxide and usesunlight to convertit into oxygen andbiomass which canthen be convertedinto oil for use in bio-fuels.

Camelina is a flowering plantnative from Northern Europeand Central Asia, traditionallygrown for vegetable oil. Itneeds little water or fertilizers,so it can be grown onmarginal agricultural landswithout competing with foodcrops. It is also used as arotation crop for wheat toincrease the health of the soil.

PROCESS FOR TRANSFORMATION

Other alternative fuel possibilitieshave been analysed but are cur -rently not seen to be a solution forthe aviation, including alcoholswhich contain 35% lower energycontent and Fatty Acid MethylEsters (FAME) with 10% lowerenergy content and a freezing pointat -5°C (see following article on‘FAME’). Airbus has extensivelystudied the use of hydrogen anddoes not see this as a solution in the short-to-medium term,without major changes in theaircraft design, the support ofinfrastructures and tech niques toindustrialize its production.

Crude petroleum

XTLs: Coal,natural gas,any biomass

(CTL, GTL, BTL)

HCFs:Natural

cellulosicfibres

Syn-gas (CO/H2)production

HBOs:Natural - oils,fats, greases

Liquified tosugars

De-oxygenation FermentationFischer-tropschsynthesis

Crudevacuum column

SelectiveHydro-treatment

processes

Straight runKerosene/Jet A1,diesel, naphtha,vacuum bottoms

Vacuumgas oil

Product separation

Light fuels

Diesel

Synthetic Paraffinic Kerosene (SPK) /Jet A1

Paraffins Alcohols


processes


processes


processes

Processfor transformation


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Plant matter absorbs CO2 as itgrows. When it is converted intofuel and burnt, CO2 is released.The net result is that the CO2absorbed and released can partiallycancel each-other out, to achievenear-neutral emissions.

Challenges

SUSTAINABILITY

The biggest challenge is producingsustainable feedstock in sufficientquantity, in order to provide thelarge quantities of fuel required.Airbus believes that solutions forthe alternative fuel productionmust reflect the local flora andhabitat, ensuring that the localsolutions reflect each region’snatural resources and provide localemployment.

Airbus is focusing its researchfrom sustainable plants or biomassfeedstocks that do not competewith land, food, nor water re -sources. To ensure this, Airbus isworking with the Roundtable onSustainable Bio-fuels (RSB) toensure it proposes sustainablesolutions.RSB website:http://cgse.epfl.ch/page65660.html

RESEARCH AND TECHNOLOGY (R&T)

The development of bio-fuelsrequires an analysis and imple -mentation that will depend on thegovernments' support throughpolicy (prioritisation of energytypes) and incentives. Airbus isworking with cross industry groupsto speed-up the commercialisationof the bio-fuel production, basedon R&T.

INVESTMENT

Investors finance the commer cia -lisation of bio-fuels across the va -lue chain (farmers, refiners, airports,transportation and distribu tion,

including the most interested- the airlines). This is to say thata cross industry approach isessential. All these parties have towork hand in hand to reach thiscommon goal.

PRICE

Last but not least, price plays apivotal role for the alternative fuels’commercial success. Alternativefuels must be commercially viableand affordable, not only during theproduction phase but also for theend user. For example, in 2008,approximately 40% of the airlinecosts were linked to fuel purchases.Alternative fuels must therefore becompetitive with fossil based fuels.

AirbusachievementsOn February 1st, 2008, Airbus com -pleted the world’s first ever flightby a commercial jet (A380) usingsynthetic liquid jet-fuel made fromnatural gas (GTL), similar to con -ventional jet fuel in terms of CO2emissions but has virtually nosulphur and is better for local airquality. Thanks to these and latertests, 50% blends of GTL and BTLwere officially authorized for pas -senger flights. Qatar Airways flewthe world’s first commercial ser -vice with GTL in October 2009 onan A340-600.

Feedstock growthC02

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Distributionat airports

Refining

Processing

Transport

Lifecycle emissionsfrom bio-fuels


Qatar Airways Chief ExecutiveOfficer, Akbar AL BAKER, whowas on-board the flight, said:“Qatar Airways is proud to be as -sociated with this consortium andto become the world’s first airlineto use this new fuel techno logy ona commercial passenger flight.”The second commercial flightusing GTL fuel was performed inApril 2010 by United Airlines onan A319.GTL fuels are a good step towardsbio-fuels and these demonstrationstriggered lots of interest fromairlines for bio-fuel use in the nearfuture. Airbus focuses on its imple -mentation.To carry out engineering, eco -nomic analysis and to move intothe development of sustainablebio-fuels, Qatar Airways, in colla -boration with Airbus, launched inJanuary 2010 the bio-fuel valuechain to commercialize bio-fuels.A detailed implemen tation plan forthe bio-fuel production, an invest -ment strategy plan and marketanalysis are being deve loped in thisproject.In the view of the continuous col -laboration with airlines, Airbus andthe Brazilian airline ‘TAM’ an -nounced in April 2010, a bio-fuelflight with an A320 with CFMIengines, using 50% blend ofBrazilian jatropha. A letter of in tentwas also signed to set up the bio-fuel value chain in Brazil to com -mercialise the bio-fuel produc tion.

The role of AirbusAirbus is playing a catalyst role inthe alternative fuels’ developmentby continuously working with in -dustrial partners to fully explorethe potential value to supply theaviation industry. Airbus is:• Working with airlines to

implement projects and convincethem of the benefits of such adevelopment,

• Providing decision-makers withrelevant bio-fuel data,

• Developing researchprogrammes (for example algae,bacteria, etc.) in collaborationwith universities,

• Participating in sustainabilitypilot phases and analysis(involvement in the RoundtableSustainability on Bio-fuels),

• Supporting the approval processfor new bio-fuels within the fuelspecification approval bodiesASTM / DEF-STAN (ASTMInternational WorldwideStandards Organisation/UKDefense Standards body).

Today, Airbus is supporting manynational, European and interna tio -nal R&T initiatives including (butnot limited to):• CALIN - Research work which

aims to identify and evaluate anumber of alternatives tokerosene for the short, medium,and long term.


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Qatar Airways first flight with GTL / Pre-flight LondonGatwick reception

From left to right:- Gary WOODWARD,

Shell General Manager OperationsTechnical & Supply Aviation

- Dr. Eulian ROBERTS,Qatar Science & Technology ParkManaging Director

- Akbar AL BAKER,Qatar Airways Chief ExecutiveOfficer

- Rainer OHLER,Airbus Head of Public Affairs and Communications

- Phil HARRIS,Rolls Royce Civil Aerospace SeniorVice President Customer Business

- Ali AL SHARSHANI,Shell Associate Researcher.

United Airlines first flight with GTL on an A319

Joe BURNS,United Airlines Flight Captainand Mark BOURDEAU, United Airlines Fuel TechnicalServices.


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• ALFA-BIRD - Overview ofpotential alternative fuels,assessment for suitability foraircraft, technical analysis andfuture alternative fuel strategies.

• CAER (in preparation) -Establish a French aeronauticalternative fuel programme.

• SWAFEA - Forum for thecommunity (industry, policy,science and research) to meetand discuss state-of-the-art inalternative fuels and energy foraviation.


w e b s i t e

“Find out more aboutenvironment and alternative fuels”Airbus and eco-efficiencyhttp://www.airbus.com/en/corporate/ethics/environment

Air Transport Action Grouphttp://www.atag.orgPublication ‘Beginners guide to aviation to bio-fuels’http://www.enviro.aero (ATAG sponsored website)

Aeronautics Research in Europehttp://www.acare4europe.org

Clean Sky, a ‘Joint Technology Initiative’http://www.cleansky.eu

International Civil Aviation Organisationhttp://www.icao.int/env

IPCC Report on Aviation and theGlobal Atmospherehttp://www.ipcc.ch

Sustainable Aviation Fuel User Grouphttp://www.safug.org/

Algae

Jatropha

Camelina

Optimum land for growingsustainable aviation bio-fuels

Circles indicate potentiallocations for bio-fuelfeedstock growth(indicative estimate)

Source: Air Transport Action Group

Aviation has a limited spectrum of solutions compared to the othertransport industries. Research and testflights have shown that synthetic bio-fuelscan replace fossil fuels on today’s aircraft,without any modification. The biggestchallenge is producing sustainablefeedstock in sufficient quantity and at acommercially viable cost, in order toprovide a feasible fuel for aviation.Even though the industry has come a longway in understanding alternative fuels,there is some way to go before thesedifferent fuels become viable and widelyavailable. Airbus foresees that 30% of all

flights will be powered by sustainable bio-fuels by 2030. The Airbus roadmaphas set out a number of steps towardsachieving this goal, and alreadysucceeded in demonstrating that use ofBiomass To Liquid (BTL) is viable, subjectto available and sustainable feedstocks.Airbus is acting as a catalyst to bringtogether the value chain and to attempt to speed-up the commercialisation andvisibility of aviation bio-fuels, as a solutiontowards “Greener, Cleaner, Quieter andSmarter” skies.Cross industry collaboration, sustainabilityand price are key!

CONTACT DETAILS

Paul NASHHead of New Energies Airbus Environmental Affairs Tel: +33 (0)5 62 11 80 26Fax: +33 (0)5 61 93 13 [email protected]

Ross WALKEREngineering Programme Manager Alternative FuelsAirbus Engineering

Tel: +33 (0)5 61 93 29 31Fax: +33 (0)5 61 93 41 [email protected]

Nicolas MOUNEYAlternative Fuels and Acoustics Senior EngineerCoC Power Plant Airbus EngineeringTel: +33 (0)5 61 93 48 37Fax: +33 (0)5 61 93 49 [email protected]


JET FUEL CONTAMINATION WITH FAME - WORLD JET FUEL SUPPLYFA

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Marie FROMENTFuel Systems Engineer

Airbus Customer Services Engineering

Jet fuel contaminationwith FAME

(Fatty Acid Methyl Ester)World jet fuel supply

This article explains the impact of FAMEcontamination in jet fuel, the on-going studies foraircraft clearance with higher levels of FAMEconcentration and the operational recommen -dations. FAME fuels are manufactured from bio -mass and have properties that are similar topetroleum diesel. This fuel makes a good fuel forroad transportation means but is not appropriatefor air transport, due to lower energy content andhigher freezing point.For a few years, the awareness of the humanimpact on climate change and ways to reduce it,have been identified. One of the key areas being

pointed at is the use of fossil fuel-based energysources. This, added to the global increase of fuelprices and the threat of oil depletion has led a driveto develop and use alternate fuels in the transportindustry. Worldwide, governments are regulatingthe introduction of bio-fuel compo nents in groundtransportation fuels. For example, Europe hasmandated that automotive diesel must include a5% bio-fuel component (Directive 2003/30/EC).Similarly, in the U.S.A., bio-diesel use has beenincreasing (following Energy Policy Act of 2005).The bio-fuel component usually added to dieselfuels are Fatty Acid Methyl Esters (FAME).


JET FUEL CONTAMINATION WITH FAME - WORLD JET FUEL SUPPLY

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n o t e s

In organic chemistry, transesterification is the processof exchanging the organic groupR" of an ester with the organicgroup R' of an alcohol. These reactions are often catalysed by the addition of an acid or base catalyst.

Rapeseed Sunflower

O R

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H2

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C—

O H2 C—O—HHC—O—H

H2 C—O—HO R 3 HO—CH3 3+ +O

OR

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OR

——

——

Catalyse

Figure 1

Example of the FAME manufacturingprocess by transesterification

What are the bio-fuelcomponents?

The term ‘bio-fuel’ (read also theprevious FAST article - ‘Alter na -tive fuels’) is used for any fuelderived from a biomass sourcethrough a conversion processwhich can be biological, thermal,chemical, or a combination ofthese, to form one or more pro -ducts. The most common bio-fuelcomponents currently avai lable inthe transport industry are: Bio-ethanol, bio-diesel from tran -sesterification of vegetable oils and fats, and bio-gas from ana erobicdigestion.

The bio-fuel component, Fatty Acid Methyl Ester (FAME), is ma nufactured using a chemicalpro cess called transesterification.

This reaction for bio-diesel com -ponent production is shown infigure 1. In this reaction, one mo -lecule of oil or fat reacts with threemolecules of a low carbon numberalcohol in the presence of a basecatalyst. Three molecules of fattyacid esters and one molecule ofglyce rine are produced. The lowcarbon number alcohol is usuallymethanol, but can also be ethanolor higher alcohols. The ‘R’ repre -sents the fatty acid carbon chainsassociated with the natural oil orfat.

Manufacturers have the methanolreact with an oil (triglyceride) suchas vegetable oil (typically derivedfrom sunflower or rapeseed oil),animal fat or used cooking oil toproduce FAME and glycerol. Thefinal properties are similar topetroleum diesel, which makesthem good alternate fuels for roadtransport.

H=HydrogenO=OxygenHO-CH3=MethanolC=Carbon chainsR=Fatty Acid Carbon chains



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The blends (mixture) are com -monly referred to as ‘Bx’ where ‘x’designates the volume percen tageof FAME. As an example, B5contains 5% FAME and B10contains 10% FAME.

Worldwide, multi-product supplysystems such as pipelines, trucks,trains and ships often transportdifferent grades of fuels and fluids,using protective measures that aredesigned to minimize cross-conta -mination. However, as FAME hasthe property to ‘stick’ to surfaces,small traces of FAME can befound in jet fuel; this conta -mination having been picked up bythe jet fuel when following a batchof fuel containing FAME in thesame transport system. There isalso the possibility of carry-over of bio-blended-diesel (containingFAME) at the product interfaces,which occur in multi-productpipelines (refer to figure 2) whichcan then lead to jet fuel (JET A1)contaminated with FAME.

The most common bio-fuel types,currently in use in road transport, arenot suitable for use as aviation fuelsbecause they do not meet jet fuelspecification requirements (e.g.freezing point, thermal sta bi lity, etc.)

The currentsituation for air transport

In response to concerns aboutFAME contamination of jet fuel

and the possibility of airport sup -plies becoming contaminated,both, EASA (SIB N°2009-1) andFAA (SAIB NE-09-25) haveissued information bulletins onthis issue. Operators have beeninformed about the potential issueof jet aviation fuel being conta -minated by FAME and that limitedFAME contamination of airportfuel supplies has occurred.

FAME (from bio-blended-diesels)in jet fuel can have the followingissues which are of concern foraircraft operations:• Corrosion - formic and acetic

acids, glycerine, water andmethanol can be present,

• Cracking or softening ofElastomer seals,

• Presence of alkaline earth metalswith an effect on enginecomponents,

• High freezing point (freezing at -5C),

• Thermal stability -polymerisation can occur,leading to a filter blockage.

To minimize the potential impactof FAME contamination on jetfuel supply, the global jet fuelspeci fication Defstan 91-91 wasamen ded to permit up to 5mg/kg(5ppm - parts per million) ofFAME con tent, being the lowestdetection limit of current mea -surement me thods (refer to the‘FAME current existing measu -rement methods’ paragraph). Forexample, one litre of B5 in 10,000litres of jet fuel renders the jet fuel‘unfit for use’.

FAME Jet fuel

Potential FAMEand jet fuel mixed up

Only FAMEOnlyjet fuel

Multi-product transportation

Figure 2


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As the use of bio-fuel componentsincreases, the current level of5ppm will be difficult to manage.Consequently, if contaminated fuel(above 5ppm) is detected on an air -craft, then at the present timeoperators have to defuel, then re -fuel the aircraft, to ensure noFAME contamination of aircraftsystems. As a result of this risk,engine, APU (Auxiliary PowerUnit) and aircraft manufacturers,have agreed that up to 30ppm,FAME conta mination may be per -mitted, subject to stringent limi -tations. There is a limitation al -lowing two subsequent fuel upliftsreaching up to 30ppm (operationwith two refuels allowed atairframe level). After these twofuel uplifts, then the fuel on-boardwill have to be below 5ppm ofFAME.

Current testingwith FAME inaviation jet fuels

A specific programme has beenput in place in order to provideemergency clearance of 100ppmcontamination of FAME in jet fuel.This programme is led by theEnergy Institute and is sponsoredby airframe, engine manufacturers,oil companies, pipeline companies,government ministries, bio-fuelproducers and military agencies.The aim is to perform and analyzeall the testing requirements in or -der to confirm the compatibility interms of the specification of jetfuel with FAME contamination upto 100ppm.

For example, an engine endurancetest has started at the beginning ofSeptember 2009 and has com ple -ted several hundred cycles. It is ex -pec ted that the testing will beanalysed by the middle of 2010.No significant differences at 100and 400ppm levels have been no -ticed in the fuel freezing point witheither the manual freezing pointmethod (ASTM D2386) or any of

the automatic methods. Similarresults have been noted regardingthe effect on the water solubilityproperties.

The testing showed no incom -patibility problems between FAMEand approved biocides or additives(such as anti-icing). The influence of FAME on micro -biological contamination develop -ment (refer to FAST 38 ) has alsobeen studied. The impact linked toconcentration (increased up to400ppm) have been tested andpreliminary conclusions show itdoes not have a significant impactto any additional micro biologicaldevelopment. The programme includes theFAME material compatibility withan exhaustive list of materials. Theresults of this testing will deter -mine the clearance of 100ppm dueto the impact of FAME on aircraftsystems. If any results are notsuitable, maintenance plans wouldneed to be introduced, or othercontingency measures taken, on amaterial by material basis.Testing results should be availableby the end of 2010.

n o t e s

Due to effects on exposure of the engines and APUs to highFAME concentration, furtherrecommendations, as provided by the appropriate engine and APUmanufacturer, will also need to be applied to allow the aircraftoperation.

n o t e s

ASTM International is the industryorganisation that defines theconsensus on fuels. ASTMstandards are the minimumaccepted values for properties of the fuel.



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AIRBUS RECOMMENDATIONS IN CASE OF JET FUEL CONTAMINATION WHEN FAME IS DETECTED

In the event of a fuel uplift of jetfuel, where FAME contaminationwith a concentration higher than5ppm is detected (refer toparagraph ‘Current testing withFAME in aviation jet fuels’), thenit is advi sed that Airbus becontacted for further dispatch.

The dispatch limitations detailedbelow and the test requirements arestill being refined and reviewed asfurther data becomes availablefrom industry testing.

Operation with aircraft fuel conta -mination levels up to 30ppm is al -lowed at airframe level for up totwo refuels but would require:

• Samples of fuel to be taken inthe aircraft tanks (samplevolume in the order of 5 litres),

• Confirmation of gauging systemoperation (due to potentialdeposits on the probes) by veri fying the max wetcapacitance values (confirmationof correct gauging),

• Lack of external fuel leaks. After the two refuels, if the aircraftfuel is contaminated with FAMEabove 5ppm, the aircraft wouldthen have to be defueled down to‘unpumpable’ before refuelling.

If uplifted fuel still contains morethan 30ppm FAME, then no dis -patch will be accepted and thetanks must be flushed by defuel/refuel operations. This may involvemore than one defuel/refuel cycle,before the dispatch will be allowed(refer to figure 3).

START

No furtheraction

Between0 and 5 ppm

Above30 ppm

Between5 and 30 ppm

Level of FAMEcontaminationof aircraft fuel

For third refuel:No dispatch

allowed

No dispatch allowed:1) Follow propulsion systems, APU manufacturers recommendations and contact them for further advice 2) Follow below recommendations and contact Airbus for further advice.- Defuel to unpumpable all tanks- Refuel with clean fuel to maximum capacity (3)- Defuel (3)- Refuel with clean fuel (3)- Check gauging system operation (1)- Take fuel sample from near engine inlet (engine fuel filter) (2)

Test of aircraft fuel due to suspected contamination with FAME:- A fuel sample- Test method (Shell Research Ltd.)2 dimensional gas chromatography methods: RTS report GS.06.50289 or the BP GC-MS method

Report to Airbus

For first refuel after notification (or aircraft already refueled)the aircraft can be dispatched if the following actionsare completed:- Record FAME level in aircraft technical log- Take samples from the tank drains as per AMM - 5 litres minimum (2)- Record FAME contaminated fuel quantity uplifted- Check gauging system operation (1)

Report to Airbus

For second refuel the aircraft can be dispatched if:- Confirm aircraft fuel with FAME concentration less than 30 ppm- Record FAME level in aircraft tech log- Take sample from tank drains - 5 litres minimum (2) - Record FAME contaminated fuel quantity uplifted- Perform external check for leakage from drain masts and structure- Check gauging system operation (1)

Figure 3

(1) Check on probes’ capacitance reading - check if any probes are exceeding the maximum wet capacitance values as per Airbus documentation.(2) Sample size may also be driven by engine requirements. Samples need to be taken from both sides of the aircraft. Samples are to be taken in a new clear storage jar. Sample equipment should be thoroughly cleaned before samples are taken from any tank to avoid cross contamination. If a sample contains evidence of tank coatings, contact Airbus since tank access may be required at some point to check if damage has occurredto coatings (Ref AMM 12-32-28).(3) Will ensure most of tank surface is washed with clean fuel.


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FAME currentexistingmeasurementmethods

One of the current difficulties en -countered, linked to the 5ppmlimitation, is the ability to test forthe presence of FAME at this level.Since 5ppm is barely detectable,only very sophisticated laboratoryinstruments are able to detect suchlevels.

A specially configured gas chro -matograph (GC-MS method) iscurrently used as one of the indus -try accepted methods for detection.The development of this testmethod was coordinated by the

Energy Institute, however, it is adifficult and expensive process andthere are only a few laboratories inthe world which are able to run thisanalysis.

One part of the programme, beingled by the Energy Institute, is todevelop a rapid detection methodthat can be used in the field. Onemethod, under study, is based uponthe Fourier Transform Infra-Red(FTIR) technology and might be -come an adapted method whichcould be adopted if a higher FAMElimit is introduced.

Globally, there are four means oftesting under development (GC-MS, SPE-FTIR, SPE-NMR andHPLC) to meet the objective to haverapid and portable means of testing.



Laboratories carryingout the GC-MS method(IP PM-DY/09 test) for FAME down to 5ppm level• Intertek - Sunbury (UK) • Intertek - Thurrock (UK) • Intertek - Antwerp (Belgium) • Intertek - Le Havre (France) • Intertek - Sydney (Australia) • Intertek - Singapore (Singapore) • SGS - Rotterdam (Netherlands)• SGS - Le Havre (France)• SGS - Lavera (France)• Petrolab - Speyer (Germany)

Due to the increase in the potential of FAME contamination occurring in jetfuel, above the currently allowable limit of 5ppm, Airbus is actively supporting the industry work on several aspects to minimize the potential impact of higherlevels of FAME contamination. Areas of research include the increaseof the clearance levels up to 100ppm, the development of a quick means of field

testing to determine the levels of FAMEcontamination and operationalrecommendations in the event of uplift of jet fuel contaminated with FAME.Updates and findings of the research are documented (Airbus SIL 28-091) and it is expected that additionalrecommendations will be available by the beginning of 2011.

Conclusion

CONTACT DETAILS

Marie FROMENTFuel Systems EngineerAirbus Customer ServicesEngineeringTel: +33 (0)5 61 93 61 98Fax: +33 (0)5 61 93 36 [email protected]


Test methods under development• GC-MS method IP PM-DY/09:

selective ion monitoring/scandetection method - precision at5 mg/kg (5ppm)

• Flow analysis-FTIR rapid screeningmethod IP PM-DT/09: Flow analysisby Fourier Transform Infra-Red

spectroscopy method - precisiondown to 20 mg/kg (20ppm)

• HPLC-ELSD method IP PM-DV/09:HPLC Evaporative light scatteringdetector method

• SPE-GC method IP PM-EC/09: Solid phase extraction and gaschromatography method


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Colin SMARTStructure Engineer / SRM developmentAirbus Customer Services

Alain BALEIXHead of Repair Approval

Airbus Customer Services

Repair DesignApproval

Structure damage assessmentusing Repair Manager

Damage to aircraft structure causes severeoperational interruptions and the restoration to anairworthy condition needs to be shown before thenext flight. It can also be difficult to assess dama -ge, find and collect relevant information from awide variety of data sources, while complyingwith the regulatory record keeping requirements. This article will explain the regulatory re -quirements to report such damages (Part 1) andwill guide you through an overview of a damagecase using the new on-line service developed by

Airbus, Repair Manager (Part 2). This softwareprovides airlines a simple and efficient method toview, locate concessions and in-service damageand repairs, on a 3D (three-dimensional) sim pli -fied model of the aircraft, enabling them to recordand safely store the details. Repair Mana gerallows the operator to build a comprehensivedatabase of all of the structural damages on anaircraft and maintain it together with the as -sociated approval documentation.

REPAIR DESIGN APPROVAL - STRUCTURE DAMAGE ASSESSMENT USING REPAIR MANAGER


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Part 1:Repair DesignApprovalBACKGROUND

Since the early 1990s, Airbus sup ports the approval of repairs’ac tions or damage allowance witha ‘Repair design Approval Sheet’(RAS) form (See Structure RepairManual chapter 51-11-14).From 1996, Airbus has beengranted by the French DGAC(Direction Générale de l’AviationCivile) with the privilege to ap proveminor repair designs within itsDesign Organisation Approval(DOA). This privilege was ex tendedto the major repair design in 2003.In 2004, the DOA was transferredfrom the DGAC to the EASA(European Aviation SafetyAgency), so the approvals are nowissued under an EASA DOA. Thisarticle will only describe the RepairDesign Appro val process within theEASA regulatory fra mework.The equivalence of the regulatoryframe can be found in each countryhaving signed the Convention onInternational Civil Aviation (alsoknown as the Chicago Convention).

THE AIRWORTHINESS OF AN AIRCRAFT

The airworthiness aims to obtainan acceptable level of safety for ci -vil flights. An airworthy aircraft is:• Designed and built according to

applicable requirements,• Operated within its intended

environment and within itsquantified and declaredlimitations,

• Maintained in accordance withprocedures acceptable to theresponsible authority.

The f irst responsible of theair worthiness of an aircraft is itsow ner. Airbus is involved as beingthe designer and manufacturer inthis chain of responsibility.Airbus is a Type Certificate (TC)holder to design large transport air craft and relative activities witha Design Organisation Approval(DOA). Airbus aircraft are certi fiedin compliance to the certi ficationbasis issued from the air worthinesscodes for large aircraft (JAR 25 /FAR 25).

M 14

5

66

14

7CS 25: Technical requirements for aircraft designPart 21: Designing and producing aircraftPart M: Managing the continuing airworthiness of aircraftPart 145: Maintaining aircraftPart 66: Licensing maintenance personnel certifying staffPart 147: Training maintenance personnelJAR FCL: Licensing flight crewsEV OPS: Operating aircraft

25

21

FCL

OPS

Design and production Maintenance

Aircraft manufacturer Aircraft operator

Licensing and operations


REPAIR DESIGN APPROVAL - STRUCTURE DAMAGE ASSESSMENT USING REPAIR MANAGERFA

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INSTRUCTIONS FOR CONTINUEDAIRWORTHINESS (ICA)

ICA result from the certificationexercise, issued and linked to theType Certificate (TC) and its mo difications. All are compulsoryac cording to the airworthinesscodes; ones largely depend on theaircraft usage and may becustomized when the Airworth -iness Limitation Section (ALS)has to be strictly observed.The structural issue illustrates theprocess (see figure 1).

THE CONTINUED AIRWORTHINESS

Ages of service may reveal un expected defects not contem -plated at the issuance of the TC,either by the airworthiness code orthe desi gner. The regula tionprevents the decrease of the levelof safety by ruling reports ofunsafe condi tions:• The operator of the aircraft

according to EU-OPS 1.420,• The responsible of the

maintenance according to PartM.A.202,

• The maintenance stationaccording to Part 145.A.60,

• The design or productionorganisation according to Part21A.3.

Additional duties of Airbus, as aTC holder, are:• To investigate and to analyze

failures, malfunctions anddefects linked to its products.

• When an AirworthinessDirective (AD) is issued againstthe unsafe condition: - To propose the appropriate

corrective action,- To make them available to all

known operators’ accomplishment instructions.

ICA and ADs contribute to main taina high level of safety as per fi gure 2.

Airworthiness Directive

Age of the aircraft

Leve

l of s

afet

y

Maintenance

Initialrelease

Saf

ety

leve

l as

per

CS

25

With an optimized design of light structure, modern aircraft are susceptible

to fatigue damage. Their structural strength is slowly entailed by potential cracks under cyclic loadings of the aircraft.

It shall be maintained at an acceptable level through a monitoring.

Regulations take into account this phenomena and rule it through CS25 and Part 21

Compliance to CS25.571 by test and analysis determines these areas and their damage

tolerance capability. The resulting monitoring is published as a maintenance task

in accordance to CS25.1529 and CS25 appendix H, so in the Airworthiness Limitation Section (ALS)

for the more critical areas

Instructions for Continued Airworthiness (ICA)(Part 21.A61 or Part 21.A107 including ALS,

attached to type design Part 21.A31)

The maintenance programme is established and approved according to Part M.A.302, including ICA.

The maintenance programme

is performed to complywith Part M.A.201 a) 4).

Safety level

Figure 2

Structural issue

Figure 1


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Does the repair design permanently affect:• The maintenance programme to ensure the continued airworthiness of the aircraft?• The airworthiness approved limitations in the Aircraft Flight Manual (AFM), Master Minimum Equipment List (MMEL), Weight & Balance Manual (WBM)?

Does the repair design:• Need extensive justification, testing or development of new methods, techniques or practices?• Require a re-evaluation of the original certification substantiation data?• Affect functions where the failure effect is classified catastrophic?

IF NO: MINORIF YES: MAJOR

RESTORING THE CONTINUEDAIRWORTHINESS WITH THE REPAIRDESIGN

A damaged aircraft shall be asses sedalso from an airworth inessstandpoint before the return toservice and to show evidence of anacceptable level of safety.

This assessment requires the or ganisations to inspect thedamaged aircraft, design andapprove the repair, embody therepair and ins pect the repairaccording to the re pair approval.

Basically, the tasks of an organi sationdesigning a repair are simu lar to amodification to a TC, such as todraw/design the repair, showcompliance to the require mentsand obtain, or to approve, the re pair design.

SOME HIGHLIGHTS ON THE PART 21

The scope of the Part 21 subpart M(21A.431) is the approval of therepair. This means the eliminationof damage and/or restoration to anairworthy condition of in-serviceaircraft. In Airbus DOA, a RAS isthe issuance of the Repair DesignApproval as per Part 21A.437, itsdesign certificate.

Some repair data do not need thisspecific approval such as:• A replacement without a design

activity,• Explicitly approved data, such as

the Structure Repair Manual(SRM), Service Bulletins orProduction Concessions as partof the Aircraft IndividualCertificate (AIC).

A Repair design Approval Sheet(RAS) is dedicated to structural da mage, mainly ATA structurechap ters (52 to 57) and interfacewith systems like flight controls of ATA 27. The Airbus process for system damages is called aTechnical Adaptation (TA).

A RAS cannot be used for a mo dification to TC. Airbus does not update its documentation(Illustrated Part Catalog - IPC, Air craft Maintenance Manual -AMM, Structure Repair Manual -SRM, etc.) for a repair.

The classification of the repair de sign (Part 21A.435) into minoror major follow the same criteriathan for a modification to TC (Part21A.91), having the same meanswhich are to report (see figure 3)the relevant information to the au thorities.

n o t e s

The operator needs to meet theairworthiness requirements forageing aircraft (FAA Part 26):• To demonstrate damage

tolerance of repairs to FatigueCritical Structure (FCS),

• To include inspections associated with these repairs in the Maintenance Programme,

These requirements are beingimplemented by EASA through thePart M (see Acceptable Means ofCompliance AMC20-20).

Questions for reporting

Figure 3



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LIMITATIONS AND INSTRUCTIONSFOR CONTINUED AIRWORTHINESSFROM REPAIRS’ DESIGN

As for a Type Certificate (TC),structural repairs on light optimi -zed structures (a fortiori allowabledamages) are susceptible to fatigueand as for the TC, they requireinspection leading to ICA andlimitations.

The Airbus Repair design ApprovalSheet (RAS) form supports com -pliance in areas dedicated tomaintenance requirements to Parts:• 21A.449 (unrepaired damage),• 21A.443 (limitations),• 21A.449 (ICA).

LIMITATIONS

When the limitations affect a lifelimited part, the RAS indicates thelife of the damaged area and notthe life of the entire part, itselfbeing dictated by the AirworthinessLimitation Section (ALS) Part 1:• When the RAS limit is lower

than the ALS limit, the new partlife is that of the RAS.

• When the RAS limit is higherthan the ALS limit, this is stillapplicable and the ContinuingAirworthiness MaintenanceOrganisation (CAMO) needs toobserve the ALS limitation.

• The ALS limitation can varythrough time and the CAMO isrequired to update the lifelimited parts’ maintenanceaccordingly, including therepaired ones.

Some limitations can result whenthe structural (damage or its repair)affects the performances of the air craft, like the aerodynamics.They may decrease the maximumweight of the aircraft, the OneEngine Inoperative (OEI) ceilingor other performance penalties.These limi ta tions have to berecorded and communicated to theflight opera tions of the company.All these limitations comply withthe applicable requirements.

SPECIFIC MAINTENANCE REQUIREMENTS:REPAIR CATEGORY:

No additional requirements to zonal inspection programmeA

Inspection requiredB

Temporary repairC

ALI (Airworthiness Limitation Item) limitations to apply (life limited parts only)

Threshold*:

Interval:

Method of inspection:

If temporary,repair life limitation*:

Repair StructuralModification Point (SMP)*:

* If not otherwise specified; Threshold, repair life limitation or SMP are from time of embodiment

EU - OPS 1Ensure reporting

Part M (CAMO)Ensure continuous

airworthiness of aircraft

Part 145 (AMO)Release to servicemaintenance work

RecordsReports (Tech Log)

Records Orders

Hangar and shops

Engineering

CockpitPart M.A.302: • Instructions from competent authority,• ICA issued by TC holders or any other relevant approval,• ICA issued by major repair approval holder.

Areas dedicated to repairmaintenance requirements

AOC - Operator EU-OPS 1


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INSTRUCTIONS FOR CONTINUEDAIRWORTHINESS

The compliance to CS25.571 forthe repair results in an ICA like for TC. Then, the task is comparedwith the actual maintenance pro gramme of the aircraft, as esta blished by Airbus.• When a ‘zonal’ task is adequate,

no inspection is indicated in theRAS,

• When another maintenance taskis adequate, it is repeated as a‘method’ in the RAS withoutthreshold and interval,

• When a maintenance task is tobe adapted locally for the repairinspection, the maintenance taskand its adaptation are indicatedin the RAS,

• When there is no maintenancetask, the RAS supports alldetails for the inspection and itis classified as major.

All the ICA for major repairs shallbe incorporated by the CAMO intothe maintenance programme of theaircraft, according to the Part M302 requirement.

Part 2: Repair ManagerOBJECTIVE AND OPERATIONALBENEFITS

Repair Manager on-line softwareprovides airlines with a simplemethod to view and locate non-conformities and in-service dama geand repairs on a 3D simplifiedmodel of the aircraft, to record andsafely store the details. Its objectiveis to ease line main tenance’sstructural damage re porting, toreduce elap sed time to assessdamage and authorize the aircraft’sreturn to service. In addition, thetool allows the operator to build acom pre hensive database of all thestruc tural damages on an aircraftand maintain it together with theas socia ted approval documenta tion.

KEY FUNCTIONS

Repair Manager mainly serves thefollowing areas of activity withinan airline:• Line and heavy maintenance for

damage reporting, assessmentand follow up,

• Engineering services forassessment and data analysis,

• Ease aircraft dispatch by directaccess and compilation of theaircraft status reports (alsoknown as a Dent and BuckleChart).

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

fleet or a specific MSN(Manufacturer Serial Number),

• The structural damage and repairhistory of any MSN by accessingall its repair files includingapproval documentation,

• The aircraft status report of eachMSN.

When damage is found, a user isable to report it through a series ofprocess based steps to compile a fulland comprehensive damage re port,with just a laptop connected toAirbusWorld, the Airbus custo merportal.This guidance provides the requi -red information for the damageevaluation and reporting back the necessary data to the airlineMain tenance Control Centre(MCC), Airbus, or a non-AirbusOEM (Original EquipmentManufactu rer). Repair Manageralso allows the operator to delegateaccess to the tool for third partymaintenance organisations, so theycan use the tool for the operator’sfleet during maintenance checks.

STRUCTURAL DAMAGE REPORTCREATION

This guides the user through thedifferent steps of the compilationof a report: Location, descriptionand assessment. It also helps theuser to fill in repair and approvaldata in the relevant tab of theStructure Damage Report (SDR).

ering



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SPECIFIC TOOL FOR ACCURATEDAMAGE LOCATION - 3D SIMPLIFIEDMODELS

The 3D simplified models are usedto locate the damage/repair on a3D digital mock-up of the aircraftstructure. Using the 3D models, auser can directly locate a structuraldamage on the aircraft. The 3Dsimplified models use a defined set of damage shapes and coloursde pending on the damage status(draft, opened, closed, deferred andobsolete). A summary of the dama gedetails, (including the damage type,approval documents, inspec tioninformation, etc.) are display ed onscreen when the mouse is movedover the damage point.

SEARCH FUNCTION

Two types of search functions areavailable:• A 3D search allowing the user to

display all of the damages andrepairs on a particularManufacturer Serial Number(MSN) that meet the criteriaentered in the search fields,

• A tabular search allowing theuser to list all the damages andrepairs for MSNs that meet thecriteria entered in the searchfields. This feature also providesa work list of items awaitingvalidation by the engineering ormaintenance control departments.

Using search criteria, users can getquick access to all the informationstored for a given, or multipleMSNs (open and deferred actions,additional maintenance require -ments, etc.), or damage (status, di -mensions, allowable damage, re -pair and approval documents, etc.)and can then launch the relevantactions, if required.

AIRCRAFT STATUS REPORT (DENT AND BUCKLE CHART)

An Aircraft Status Report (ASR)can be generated automaticallyshowing the location of all of thedamages and repairs loaded on the

3D simplified models together witha list of all the recorded damageclassified by ATA chapter and re pair category (Category A for ‘noadditional maintenance’, B for‘specific maintenance require ment’and C for ‘temporary repair’).

LINK TO AIRBUS TECHNICALDOCUMENTATION

The part damage and location de tail pages give direct access toAirN@v/Repair, AirN@v/Mainte -nance and engi nee ring dra wings,through AirbusWorld. These provi de direct access to theapproved documentation data forstructural maintenance, such as the Structure Repair Manual (SRM),Non-des tructive Testing Manual(NTM), Aircraft MaintenanceManual (AMM), Illustrated PartsCatalog (IPC) and the mechanicaldrawings for convenient andpractical gui dance.

WORKFLOW STEPS

The workflow, when damage is dis -covered, is as follows (the RepairManager home page gives directaccess to the functions avai lable):• Report: For creating and

continuing damage reports,• Find, access, consult, get

reports: For accessing thesearch functions and to exportthe results, for users with an‘administrator’ profile, it alsoallows the export of selectedStructure Damage Reports (SDR).

• Get an aircraft status report:For providing access view andcreating an aircraft status reportusing the 3D models and thetabular listings.

• Advanced functions: Allowingthe mass import of data.

The import and export functionsallow the users to re-assign SDRsfor removable parts from one MSNto another, in a semi-automatedprocess.

Damage on fuselage skin


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Repair Manageroverview of theprocess for a repairrequiring a RepairDesign Approval

Step 2 - SDR IdentificationA damage report title is entered to easily identify the damagereport in the future, (the only mandatory field on this page). Theoperator has the ability to enter their own damage reportreference in addition to the unique damage report referencecreated by the system. The damage event fields are used to linkseveral damage reports together following a major event andmake them easier to find.

Step 3 - Part identificationThe user sees the whole aircraft 3D model on screen and thenselects the aircraft section that has been damaged.

1

Step 1 - AircraftThe user selects the aircraft type and selects the relevantaircraft from the list. The list contains all the aircraft of this typeoperated by the airline. MROs will see the aircraft list for theairline when access delegation has been given by the operator. The user checks if the aircraft Weight Variant (WV) informationis up to date and updates the flight cycles and flight hours’information.The system will automatically list all the damage reportscreated within the last 15 days to reduce the possibility of theuser entering a duplicate damage report. The location anddetails of these reports can be accessed directly from the list.


2

3



Step 4 - Damage descriptionThe next step is to locate the position of the damage on the 3Dmodel and to identify the damage type and main details. Thesurrounding structure is easily identified by clicking on theitems on the 3D simplified model. The general location of thedamage is entered relative to the surrounding structureselected. A direct access is then available to AirN@v/Repair,AirN@v/Maintenance and Engineering drawings (AirbusWorldservices), to perform the detailed assessment of the damage.A detailed damage report or Pre-Defined Reporting Sheet (PDRS)is then attached describing the details of the damage and theassessment performed.

Step 5 - AssessmentThe assessment is performed according to the instructionsprovided in the aircraft manuals, SRM, AMM, CMM, etc. If thedamage is within the limits of the approved documentation orthe repair solution is covered by the SRM, then the linemechanics can validate the damage description and finalize theapproved process. If the damage is outside the approveddocument limits, then the next steps need to be performed bythe engineering or maintenance control departments. They canthen decide whether a damage report needs to be sent to Airbusand/or the Original Equipment Manufacturer (OEM) for approval,or whether they can approve the damage or repair themselves.

SRM: Structure Repair ManualAMM: Aircraft Maintenance ManualCMM: Component Maintenance Manual

Step 6 - RequirementsIf the damage is outside the SRM limits, the user then fills outthe details of their request for assistance, describing the currentstatus of the aircraft and the date the answer is required.

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6

Photographs of the damage including dimensions can also be loaded.

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Step 7 - RepairOnce the technical statement is available (from Airbus, non-Airbus OEM or from the SRM), the user completes the repairpage to record/load the repair proposal into the tool, the datethat the repair has been performed may also be completed,if different from the date the damage was discovered. More thanone repair can be added so that the repair history is retained(temporary repair followed by a permanent repair).

Step 8 - ApprovalOnce the technical statement is available (from Airbus, non-Airbus OEM or from the SRM), the user (the same or a differentone with the necessary rights) fills the approval page. Theapproval page includes all the required information dependingon the damage category. It also allows specifying the type ofrepair (Temporary or Permanent) and the existence of additionalmaintenance requirements and inspections.In this section, you can attach the Repair design Approval Sheet(RAS) or other approval documents associated with the repair.These can also include documents such as a ‘Permit to Fly’,‘Alternative Means Of Compliance’ (AMOC), etc., as described inthe Repair Design Approval (Part 1). Any approval documentscan be attached to a damage report whether they are internal tothe operator or from a non-Airbus OEM. As with the repairs page, multiple approvals can be attached onseparate tabs keeping the history of the repair approvalsavailable.

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An accurate damage assessment and its relevant reporting are fundamentalfor expediting the repair design. A complete and precise report is the firstrequirement for an efficient repair design.The observance of the Instructions forContinued Airworthiness (ICA) is key forsafety. This encompasses the ICA issued,not only by an Airworthiness Directive, a Type Certificate or a modification, butalso from a Repair design Approval Sheetwhich you may find in AirbusWorld.

In that context, Repair Manager is adecision tool for speeding up and easingstructural damage report compilationsduring the assessment phase. Its easy-to-use interface with simplified 3Dmodels will guide you, step by step,towards a more accurate and effectivereporting and to be in compliance withairworthiness authorities’ regulations for damage record keeping. Repair Manager is available for all theAirbus aircraft families from mid July 2010.

Conclusion

CONTACT DETAILS

Alain BALEIXHead of Repair ApprovalAirbus Customer ServicesTel: +33 (0)5 62 11 04 15Fax: +33 (0)5 61 93 28 [email protected]

Colin SMARTStructure Engineer / SRM developmentAirbus Customer ServicesTel: +33 (0)5 62 11 09 41Fax: +33 (0)5 61 93 21 [email protected]

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Eric ALBERTHUD Project Leader

Airbus Cockpit Engineering

Head-Up Display system

Enhanced operations’ situationalawareness

Innovation is at the heart of activities and Airbusensures that its aircraft benefit from the most ad vanced technology available.During the end of 2002, Airbus decided to providethe HUD (Head-Up Display) as an option on itscommercial aircraft (and as the basic instrumentto operate the Airbus A400M military transportaircraft). A new generation HUD, called MPP

(Multi-Programme Project) HUD, has beendeveloped and proposed on the A320, A330/A340 aircraft families, as well as on the A380.This MPP HUD, based on proven technologiesalready available on all aircraft within the AirbusFly-By-Wire family, is being further optimizedfor the A350 XWB and will be proposed as anoption at its Entry-Into-Service.

HEAD-UP DISPLAY SYSTEM - ENHANCED OPERATIONS’ SITUATIONAL AWARENESS


Cour

tesy

of T

hale

s Av

ioni

cs

The Head-UpDisplay (HUD)system

The fundamental element of theHUD system is a conformal head-up display that presents essentialflight information and guidance tothe pilot in his forward field ofview for all flight phases. The HUD is a see-through devicewhich helps the pilots to fly moreaccurately, displaying collimatedflying symbols overlaying the realoutside world view.The new generation HUD systemsare from a single source SFE(Supplier Furnishing Equipment).

System overview

COCKPIT INTEGRATION

The HUD System is fully inte gratedinto the existing cockpits. Eithersingle or dual installation confi-gurations for the MPP HUD (onA320, A330/A340 aircraft familiesand the A380) are available as aforward fit. Only the dualinstallation configuration is cur -rent ly proposed for the A350XWB.The HUD system com prises a:• Head-Up Display Computer

(HUDC): For data collection,display management, graphicsgeneration and BITE (Built-InTest Equipment) management onA320, A330/A340 aircraft familiesand A380 , or a Display Unit(DU) on A350XWB (basicallyinstalled),

• Head-up Projection Unit (HPU):Display device, drive electronicsand projection optics,

• Head-up Combiner Unit (HCU):Optical element (glass plate),mounted behind the windshieldwhich reflects the projectedimage towards the pilot,

• Personalization Memory Module(PMM): For memorization of theelectronic bore-sightingparameters.

The HUDC receives data from theaircraft’s sensors and generates thedisplay symbology. The HPUincludes a LCD (Liquid CrystalDisplay) imager that projects theimage onto the HCU. The HCU isan optical element (a glass plate),mounted between the pilot’s headand the windshield which reflectsthe projected image towards thepilot. Whilst the superimposedimage (to infinity) provides flightinformation to the pilot, he cancontinue to see external scenes in acompletely normal way (throughthe HCU’s glass plate). The PMMallows the memorization of theelectronic bore-sighting para meters.This electronic process consists inaligning the optical references ofthe HUD cockpit equipment withthose of the aircraft.

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The certifications of the newMPP HUD system were achievedon the following dates:• A318 (PW): 23rd Nov 2007,• A320 & A318 (CFM):

17th Dec 2007,• A319 (CFM): 18th March 2008,• A380 dual HUD (EA): 31st July 2009.

The certifications on A319 and A320 aircraft with IAE engines are forecasted by the end of 2010.The certification on other aircraftmodels (e.g. A330/A340 Familyand A321) will depend on thecustomers’ requests.

HCU

HUDC

PMM

HPU

MPP HUD components in the cockpit (A320, A330/A340 aircraft families and A380)


HEAD-UP DISPLAY SYSTEM - ENHANCED OPERATIONS’ SITUATIONAL AWARENESSFA

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MPP HUD (MULTI-PROGRAMMEPROJECT HEAD-UP DISPLAY)

The single installation con figu -ration is composed of one HUD set( H U D C + H P U + H C U + P M M )installed on the Captain’s side. Forthe dual installation, one HUD setinstalled on the First Officer’s sidecompletes the single installation.In accordance with the MPP HUDdevelopment policy, one of themost ambitious challenges was thatone same HUD be installed in theA320, A330/A340 aircraft familiesand A380 aircraft cockpits, despitetheir different architectures. Thistarget has been achieved since theHUD part numbers remain thesame, whatever the Airbus aircraft.This offers the benefit of havingthe Airbus cockpit commonalityand brings cost savings to theoperators in terms of maintenanceand spares.

A350XWB HUD

The dual installation configuration(upon the A350XWB basic con fi -gura tion) is composed of two HUDcockpit equipment sets (HPU,HCU and PMM).

The HUD part numbers for theA350XWB are specific to thisaircraft because the HUDC is nolonger needed, as the software ishosted in the Head Down Displayas part of the Display Global WorkPackage (see A350XWB HUDoverall system architecture), there -fore saving space and weight.

The MPP HUD system was thefirst fully digital HUD certified ona civil aircraft. Indeed, it is the firstHUD based on the LCD (LiquidCrystal Display) technology andnot on the commonly used CRT(Cathode Ray Tube) technology.For the HUD, the LCD technologyprovides an increased reliabilityand a great image luminosity. Italso provides advantages in volu -me, weight and consumption sa -vings that greatly reduces the ope -rational costs when the aircraft isequipped with such a system. TheLCD technology offers additionalgraphic capabilities without timedisruptions (reverse video, haloingeffect, priorities, line thickness,grey level, etc.) and a good qualityand legibility of the symbols.

HUD Computer in the avionics bayHUD Projection and Combiner Units in the cockpit

n o t e s

The Display Global Work Packageis a system platform integratingand regrouping the functions ofthe Cockpit Display System (CDS),the Head-Up Display and theAirport Navigation.

New A350 XWB HUD components integrated in the cockpit



PMM-CAPT

HPU-CAPT

HUDC-1

AFDX AFDX

Aircraft avionics systems Aircraft avionics systemsSingle

installationDualinstallation

HUDC-2

HCU-CAPT HCU-F/O HPU-F/O115Vaircraft

115Vaircraft

PMM-F/O

CAPT-HUDcontrole (411VU)

F/O-HUDcontrole (412VU)

The main benefits introduced bythe new A350 HUD compared tothe MPP product are:• Weight savings and volume

linked to the integratedarchitecture as part of theDisplay Global Work Package(no additional HUDC),

• More integrated solutions in thecockpit layout (linings, etc.),

• Better reliability based on LEDbacklighting (instead of lamps)for the LCD display,

• Better head clearance,• Better optical performances (e.g.

with regards to the eyes’ motionbox defining the threedimensional area in space inwhich the centre of the HUDvirtual display can be viewedwith at least one eye).

HUD core function(symbology)

The primary aim of the HUD sym -bology is to provide essential flightdata and information needed forthe safe and effective control of theaircraft. It is necessary for thesymbology to accurately representthe outside (conformal) view,while not obstructing this outsideview.

The following items are unique toHUD symbology:• Conformal display elements:

Some HUD symbols aredesigned to overlay the realworld as seen by the pilotthrough the HUD Combiner,

• Viewing position: The HUD is designed to be viewed from the cockpitEye Reference Point and a headmovement area around thatpoint, called the “Eye MotionBox”,

• Viewing into the sun: The HUD is designed to be ableto project symbology that can beseen against a very brightbackground (34000 Cd/m2). The pilots can use the dedicatedsun-visor to reduce the intensityof the sun and can set thebrightness of the symbology so that it can be seen (or use an automatic brightness feature).

MPP HUD - Overall systemarchitecture

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HUD in-flight symbology The FPV (Flight Path Vector)

n o t e s

The HUD is not a substitute but anadditional instrument to theexisting avionics and needs to beintegrated. The HUD integration in the cockpitis one of the key factors toachieve the operational objectiveswith a high consistency andefficient use.


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The core symbols of the HUD isthe attitude/energy box, mainlycomposed of the:• Aircraft attitude (pitch, roll,

side-slip and heading),• The FPV (Flight Path Vector)

also commonly named ‘bird’,• The Total FPA (Flight Path

Angle),• The speed delta (on the left side

of the FPV).

The Flight Path Vector (FPV)indicates the actual aircraft’s tra -jectory through the aircraft FlightPath Angle (FPA) as the longi -tudinal component and the aircraftdrift angle as the lateral compo -nent.The Total FPA (or total energy‘chevrons’) indicates the actualtotal energy of the aircraft (poten -tial and kinetic). On top, it provi -des the acceleration/decelera tionstatus of the aircraft.The velocity vector FPV asso -ciated to the total energy (TotalFPA) assist the pilot to control thespeed and path stability during theapproach.

One of the other fundamentalelements of the HUD is the confor -mal approach symbology whichallows enhancement of the pilots’situa tional awareness, by showingconformal trajectory related sym bolssuperimposed to the externalscene.The angle between the LOC(Localizer) axis and the horizonindicates the lateral deviation ofthe aircraft’s position with therunway centre line.

The position of the ApproachReference Flight Path symbolversus the touchdown point, indi -cates the aircraft’s vertical positionversus its ideal approach path.

The symbo logy set described onthe left, including the PrimaryFlight Display-like symbology (al -titude, speed scale, Flight ModeAnnunciator, etc.) is the primarydisplay mode of the HUD.

FPV

Runwaimipoin

Aircraft is climbing’chevrons’ above FPV,

aircraft accelerates

Aircraft is right of track

The pilot flies the FPVto the left to correct

The pilot flies the FPV tothe runway centerline track

The pilot flies the FPVto the right to correct

Aircraft is belowapproach path

Figure A Figure B Figure C

The pilot flies the FPVbeyond the touchdown

point to correct

The pilot flies the FPVto the touchdown

point

The pilot flies the FPVbefore the touchdown

point to correct

Aircraft is onapproach path

Aircraft is aboveapproach path

Aircraft is on of track Aircraft is left of track

Aircraft is at flying levelbut still accelerating

To stop accelerating,reduce thrust

Aircraft is at flying level and at constant speed

To level off,forward stick input

Acceleration AccelerationTotal FPA Total FPA

FPA

HUD core symbols: Piloting with the FPV and Total FPA

For all these figures, natural perspective rules apply.


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Some special symbology sets havebeen developed and are optimizedso as the HUD adapts itself to thecurrent flight phase and providesthe associated display modes:• Taxi (ground speed, acceleration

cue, etc.),• Take-Off (lateral raw data and

guidance, tail strike limit forA380, etc.),

• Climb, cruise, descent formainly weather avoidance‘windshear warning, TCAS RA(Traffic Alert and CollisionAvoidance System ResolutionAdvisory) warning, etc.,

• Approach (mainly composed ofthe here-above describedsymbology),

• Roll-Out (ground decelerationscale, etc.).

Each display mode has various ‘de-cluttered’ level functions of theflight phases, in order to favoursee-through capability of the HUD.

Operationalbenefits

The HUD system improves thecrews’ situational awareness (the -re fore contributing to safety) inproviding:• Situational information for the

manual visual approaches andlandings. With the display of theapproach reference path marks, theHUD can replace airport aids suchas the VASIS (Visual ApproachSlope Indicator System) or PAPI

(Precision Approach PathIndicator), enabling the pilot to precisely calibrate and followa desired approach path withoutexternal aids.

• Enhanced stability of manuallyflown approaches (instrumentand visual approaches) and theaccuracy of the landingtouchdown, by providing thevelocity vector associated to thetotal energy in the HUD; thisfacilitates the pilots’ control ofspeed and path stability duringthe approach.

• An enhancement in flyingseamlessly InstrumentMeteorological Condition (IMC)to Visual MeteorologicalCondition (VMC), flying head-up.

• Enhanced pilot situationalawareness when close to theground by showing conformaltrajectory related symbolssuperimposed to the externalscene (aircraft trajectory in poorvisibility as seen on the previousHUDs),

• Situational information for themonitoring of automaticapproaches with Autoland (CAT II & CAT III approacheswith ‘Autoland’ and roll-out).

• Reversionary means for roll-outin the event of an untimely‘Autopilot’ disconnection or a failure of a system affectingautomatic roll-out, following anautomatic approach and landing,

• A wider field of view (35° x 26°) in high crosswindconditions.

Horizon line

FPV

Runwayaimingpoint

Approach reference flight path symbols LOC axis

Aircraftcurrent

FPA

Publishedapproach

descentpath angle

Pitch

Interpretation of the Approach Reference FlightPath symbols (corresponding to the figure Aopposite page)



The Head-Up Display (HUD) contributessignificantly to increasing the pilotsituational awareness, particularly duringthe approach and landing phases byshowing trajectory related symbolssuperimposed on the pilot’s actualexternal view. The experience in serviceconfirmed that the HUD is a very goodmeans to stabilize the aircraft during theapproach phase, assuming that the flightcrews follow a dedicated HUD training.The HUD system also offers enhancementwith a video image support. Indeed, thefully digital processing allows the HUD to

display the video image as well as thesymbols without any constraints(particularly on graphic capability andflexibility which are not time constraining).The HUD is designed to support futuretechnologies such as the EVS (EnhancedVideo System), SVS (Synthetic VisionSystem) or SGS (Surface GuidanceSystem) that will enhance surfaceoperations and obstacle awareness.Thanks to HUD capabilities, these futuregrowing evolutions will reinforce theenhancement of flight safety on all Airbusaircraft models.

CONTACT DETAILS

Eric ALBERTHUD Project LeaderAirbus Cockpit EngineeringTel: +33 (0)5 61 18 16 01Fax: +33 (0)5 61 93 63 [email protected]

Conclusion

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In addition to these improvements,the HUD system also brings someoperational credits, such as:• The lateral guidance information

for take-off roll, in low visibility(certified on the A320 Family,on-going development for theA380). As with the Para-VisualIndicator (PVI), the lower take-off minima can be reduced froma 125m Runway Visual Range(RVR) for EASA (500ft. forFAA) to a 75 meters RVR forEASA (300ft. for FAA), thanksto this lateral guidanceinformation.

• The HUD is eligible inapproach, for reduction of CAT1 Approach minima, down toCAT II Approach minima(conducted with Auto-Pilotengaged) on Type 1 airportinstallations as per FAA Order8400.13B or EASA NPA OPS-41. This operational benefitrequires an operational approval from the operator’sairworthiness authority.

In regards to the operationalfeedback (Entry-Into-Service in2009), the customers with aircraftequipped with HUD highlightedthe following:• Final approach trajectory

(through the control system withthe HUD approach symbols)very clear and appreciated (exactflight path of the aircraft),

• Reference mark of the runwayslope (conformal approachsymbols) very helpful,

• Ground deceleration scale tomonitor ‘Autobrake’ action orcontrol manual braking duringroll-out done with ease,

• During taxi, the indication of theground speed and the energy‘chevrons’ (Total FPA), highlyappreciated.

The HUD installation is retro fita ble.The retrofit conditions have to bedefined and agreed by the invol vedaircraft programme.

Pitch/roll adjustment tool for HUD installation

Retrofit installation on an A340-600flight test aircraft


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SPICE - THE FUTURE GALLEYS

Daniel PERCYAirbus Marketing ManagerAircraft Interiors Marketing

Ever since the first generation of large passengeraircraft were introduced in the late 1960s, galleyarchitectures have been constructed around theomnipresent trolley. It is hard to imagine the air -line world today without these trolleys, but anincreasing number of Airbus customers have beenvoicing the question of whether the time hascome, after 40 years, for the air transport industryto look into new architectures for galleys.

To study this question, Airbus spent nine intensivemonths on-site, with three leading airlines. Thiswork generated a large body of knowledge con -cerning the issues experienced with today’sgalleys, as well as the types of solutions that arerequired. To make use of the knowledge, Airbusinitiated a project called SPICE (SPace InnovativeCatering Equipment) which promises to makesignificant progress in improving galley designs.

SPICEThe future galleys


SPICE - THE FUTURE GALLEYSFA

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Modernising galleyarchitecturewithout disturbingtoday’s processesThe SPICE project found that themain hurdle to achieving true in -novation in galley architecture andtherefore, to bringing signi ficantbenefits, was the trolley itself.Thinking out of the box, or out ofthe trolley in this case, revealedthat the true building blocks ofairline catering are the trays ordrawers which are put into thetrolleys.

SPICE galleys are therefore basedaround the dimensions of the traysused in today’s most popular galleystandard, ATLAS. However, SPICEmakes three key changes to thestorage architecture.

The first architectural change is tostore trays and drawers in light -weight boxes, instead of trolleys.The boxes are then moved aroundthe cabin by Folding Service Carts(FSC), which stay on-board theaircraft and remain in a suitablecondition for presen tation to custo -mers. A typical widebody aircraftwill need 8 to 10 FSCs.

The second architectural change is to satisfy airworthiness require -ments using the galley instead of the trolley. Today, trolleys are

certificated towithstand ‘9g’loads and to beflameproof.

With SPICE, these requirementsare satisfied by the doors on thegalley itself.

The third architectural change is tocreate a system of modular sizesbetween the different elementswhich go into the galley. The boxesused in SPICE galleys come inthree sizes which relate to eachother in the same way, as papersizes such as A4-A3-A2, eachbeing twice the size of the previousone. In addition, the Galley Inserts(GAIN) such as ovens and beve -rage makers, also use the samemodular sizes.

ArchitecturalefficiencyThese architectural changes makeit possible to bring about signi fi -cant efficiency improve ments.

Using boxes and FSCs, storedbehind ‘9g’ doors on the galley,helps to reduce weight from theaircraft catering equipment. Theboxes themselves no longer needwheels or brakes and the lack of‘9g’ structure means that anymaterial can be used in the boxconstruction. Boxes made of metal,plastic and even cardboard, havebeen designed for use with theSPICE galley. A typical SPICEMeal Box can weigh as little as 6kgwhen made from plastic. This,compared to today’s trolleys whichhave traditionally weighed any -thing in the range from 21 to 30kg,leads to significant fuel savings.

1

2

3

7

4

5

68

1 Chilled uppercompartments

2 Transfertable

3 Storagegalley

4 Flexible stowage

5 Servicebox

6 Half-size meal box

7 Meal box


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SPICE saves space as well asweight. When thinking about oneof today’s galleys, it is evident thatabove the trolleys there is a lack ofgeometrical optimisation causedby the various different shapes ofequipment. In contrast, the modu -la rity of the boxes and equipmentwhich go into the SPICE galleydesign ensures that no space iswasted.

Additionally, space is won inSPICE galleys through makingergonomic improvements. Withtoday’s galleys, cabin crew have toperform all lifting and carryingtasks manually. Therefore, in orderto control the ergonomic impact onthe cabin crew, limitations arerequired on the number and weightof the boxes which can be stored inthe galley. SPICE introduces adevice called a Transfer Table,which saves the need for cabincrew to lift or carry and thereforeallows more boxes to be stored inthe galley since they can be stackedhigher up.

To quantify these efficiency gains,Airbus has completed numerous as -sessments of SPICE galleys versusdelivered airline galley con figura -tions, using airline galley loadingplans for routes which have thehighest catering content loaded on-board. These assessments show thatthe typical weight savings on anA330/A340 Family aircraft is in therange of 600kg. For aircraft as bigas the A380, these weight savingscan reach more than one ton. Thespace savings usually allow to haveone less galley monument, creatingenough space to win two orthree economy seats.

New galleyfeaturesThe architectural changes whichbring efficiency improvements alsoallow to create a galley systemwhich has a range of new featuresnot available on today’s galleys.Full Plug & Play exchangeabilityof equipment is facilitated by themodularity of GAINs and boxes.The galley and GAIN arran -gements will be pre-certified, al -lowing significant flexibility inconfiguring and reconfiguring thegalley arrangement, with an equip -ment swap taking only five mi -nutes.

Chilled upper compartments arepossible due to the ‘9g’ galleydoors being installed at both levels.This gives much more flexibility ingalley packing, allowing the mealand drink items to be placed in theupper part of the galley without the need for dedicated 3-mode-chillers, as used today.

Customisable service items can becreated to be used directly in theservice. Because SPICE boxesdon’t need to be certified and thatthe SPICE Service Box (similar totoday’s Standard Unit) is tallenough to stand bottles upright,boxes can be designed ergono -mically optimised for in-flightservice which can even be pre-prepared by the caterer. Thisensures that prepa -ration times arereduced, allowing

the passengers tobenefit from aquicker service.

10

11

12

13

14

9

8 Folding Service Cart(FSC)

9 Mealservice

10 Drinksservice

11 Wastecollection

12 Plug & Playequipment

13 Preparationgalley

14 Sliding doors


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Testing theconcept withairlines andcaterersClearly, making all these changesto galleys creates a need to learnhow to use the new features, designways to use the galley efficientlyand to validate the processes onground and in the cabin. For thispurpose, Airbus has built prototypeSPICE equipment and has beenworking together with industrypartners.

In cooperation with airline cabincrew, who spent over one month inplanning and executing cabintrials, the usability of the newgalley features, such as the Fold -able Service Cart (FSC) and theTransfer Table have been succes -sfully tested and SPICE serviceroutines developed.

These tests revealed a fast learningcurve for cabin crew in adaptingfrom today’s world to SPICE. Thecrew confirmed that SPICE’s designimproved ergonomics, and that theuse of pre-prepared service itemsenables to reduce service times.

Airbus has also been working withthe top airline caterers to ensurethat SPICE can be integrated intotheir existing facilities and pro -cesses. The first step has been todesign the ground equipment thecaterer will use to transport SPICEMeal Boxes . Testing of this devicehas shown that SPICE Meal Boxescan be transported in the same wayas trolleys.

Tests in the caterers’ facilitiesidentified that it was fully possibleto integrate SPICE with minimal orno adaptation, to existing equip -ment such as trolley conveyorsystems, and washing streets.Finally, testing of the galley loa -ding with the caterers revealed thatSPICE galleys can be expected tobe loaded in equivalent times totoday’s galleys.

The challenge of changing galleystandardsChanging a system which has beenin place for over 40 years naturallyintroduces, not only major bene -fits, but also a major challenge dueto the impact of dispatch ope rations.Ultimately, it is a question ofwhether the benefits outweigh thetemporary additional cost, createdby operating dual standards overthe changeover period.

The main changeover cost is causedwhen an aircraft with one galleytype is swapped for an aircraft withanother galley type, after the cate -ring has already been prepared.This causes a dispatch delay as thenew aircraft is re-catered.

The other significant cost forairlines may be slightly higherprices from the caterers, since theywill need to purchase the SPICEground equipment. Additionally,the caterer will need to storeequipment for both today’s galleysand for SPICE galleys which in -creases the amount of floor spacerented.

Fortunately, these extra costs aremore than offset by the benefits ofSPICE. Even in a conservative as -sessment of a mixed fleet scena rio,where SPICE equipped aircraft areoperating alongside non-SPICEequipped aircraft, it can be shownthat on average each SPICE largepassenger aircraft generates an ad -ditional US $1.5 million NPV (NetPresent Value) over its life.

This significant finding means thatthe transition to SPICE does notrequire retrofits. However, if theairline wished to retrofit existingfleets with SPICE, a business caseanalysis has shown a payback pe -riod as low as three years. This is asignificant improvement on busi -ness cases for retrofitting today’sgalleys.


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The architecture of galleys has notchanged in over 40 years, since theintroduction of the first large passengeraircraft. Several airlines which recognizedthis asked Airbus to take the lead inintroducing innovation in this area. Afterconsiderable research, Airbus conceived a new type of galley system, called SPICE(SPace Innovative Catering Equipment).SPICE makes a number of architecturalchanges compared to today’s galleys,including introducing a system of modularboxes which are moved by FoldingService Carts.

Key benefits of SPICE for airlines includeweight savings of 600kg and spacesavings, enabling 2 or 3 extra economyseats to be installed. Several ergonomicadvantages for cabin crew are alsointroduced, including lifting assistanceusing a device called a Transfer Table.

‘Plug & Play’ modularity of galley inserts,chilled upper compartments and reducedservice times are additional interestingfeatures.

Airbus has already completed testing ofSPICE prototype equipment. This includestesting of cabin service, where actualairline cabin crew served seatedpassengers. It has also been tested withcaterers, making sure they can cope withSPICE in their facilities and during aircraftloading. All tests have shown positive andencouraging results. Followingconsultation with the airlines about theconditions for launching SPICE and thefinal validation testing is underway.

The vision for SPICE is that it will becomea new global galley standard, available forthe whole industry.

Conclusion

CONTACT DETAILS

Daniel PERCYMarketing ManagerAircraft Interiors MarketingAIRBUS Central EntityTel: +33 (0)5 62 11 76 33Fax: +33 (0)5 61 93 32 [email protected]

The vision for SPICE and the programme in 2010Airbus’ vision for SPICE is that itshould become a new industrystandard, open to all, for use on air -craft produced by all the air fra -mers.

To this end, Airbus is working withindustry organisations to ensurethat the standard for SPICE equip -ment and its interfaces is set at thestart.

Industrially speaking, the goal is tobe able to deliver the first passen -ger aircraft with SPICE galleysinstalled in the second half of2013. However, this is contingentupon the readiness of the market.Under consultation, participatingairlines have provided extensive

feedback on what is required tomove forward. As a result of thisdialogue, Airbus will complete anumber of additio nal trials anddevelopment activi ties.

To allow airlines to validate weightand space savings and prove theirindividual business cases, a fullA330 economy cabin demonstratoris currently under construction.

This facility will also be used tocomplete trials, benchmarkedagainst today’s operation, for theaircraft turn-around-time and forin-flight service.

In conjunction with known galleyand equipment suppliers, the deve -lopment activity will continue.This work will focus on maturityand reliability, and on es ta blishingdetailed technical per formance ofthe galley system.Also, an A320 Family version ofthe SPICE concept will be created.


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Galleys on commercial

airlines typically

include facilities to

serve and store food

and beverages.

Aircraft in operation

today mainly use the

familiar trolley

system. This system

was introduced in the

late 1960s at the

same time the new

generation of large

aircraft were

entering into service

with the airlines.

The significantly

larger number of

passengers on these

aircraft meant that

meals could no longer

be efficiently

delivered by hand, as

they had been up

until that point.

Over the current

40 years of old

trolley technology,

there are two main

sizes of trolley in

use with the airlines

around the world,

called the ‘ATLAS’

(most common)and ‘KSSU’

sizes. Airbus has

developed a new

galley concept called

‘SPICE’ (SPace

Innovative Catering

Equipment) - read

article in this FAST

magazine edition,

which is a potential

new worldwide

standard with

significant advantages

for the cabin crew,

the operators

and the caterers.

Here, the flight

attendant is

meticulously

preparing the meals

for the passengers

(maybe with a touch

of spice) on a

S.E.2010 Armagnac, an

aircraft of the late

1940s. The Armagnac

was a cantilever mid-

wing monoplane

designed for a

transatlantic

service with a

retractable tricycle

landing gear.

A number of versions

of this long range

aircraft were

planned, from a

60 passenger ‘sleeping

compartment’ version

to 84, 108 and 160

passengers.

Flight attendant in the galley

S.E.2010 Armagnac

Improving over 40 years’ old galleydesign

GALLEYS - IMPROVING OVER 40 YEARS’ OLD GALLEY DESIGN

Cour

tesy

of A

irbus

Flig

ht T

est P

hoto

Lab


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Bangalore

Services and Customer Support centresTraining centresMaterial Logistics centres / Regional warehousesResident Customer Support Managers (RCSM)

RCSM location CountryLisbon PortugalLondon United KingdomLos Angeles United States of AmericaLouisville United States of AmericaLuton United KingdomLuxembourg LuxembourgMadrid SpainManchester United KingdomManilla PhilippinesMarrakech MoroccoMauritius MauritiusMelbourne AustraliaMemphis United States of AmericaMexico City MexicoMiami United States of AmericaMilan ItalyMinneapolis United States of AmericaMontreal Canada Moscow RussiaMumbai IndiaMuscat OmanNanchang P.R. ChinaNanjing ChinaNewcastle AustraliaNew York United States of AmericaNingbo P.R. ChinaPalma de Mallorca SpainParis FrancePhiladelphia United States of AmericaPhoenix United States of AmericaPrague Czech RepublicQingdao P.R. ChinaRiyadh 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 LibyaTunis TunisiaVienna AustriaWashington United States of AmericaWuhan China Xi'an ChinaZurich Switzerland

RCSM location CountryAbu Dhabi United Arab EmiratesAlexandria EgyptAlgiers AlgeriaAl-Manamah BahrainAlmaty KazakhstanAmman JordanAmsterdam NetherlandsAstana KazakhstanAthens GreeceAtlanta United States of AmericaAuckland New ZealandBangkok ThailandBarcelona SpainBeijing ChinaBeirut LebanonBerlin GermanyBogota ColombiaBucharest RomaniaBudapest HungaryBuenos Aires ArgentinaCairo EgyptCalcutta IndiaCasablanca MoroccoCharlotte United States of AmericaChengdu ChinaChicago United States of AmericaCologne GermanyColombo Sri LankaDamascus SyriaDelhi IndiaDenver United States of AmericaDhaka BangladeshDoha QatarDubai United Arab EmiratesDublin IrelandDusseldorf GermanyFort Lauderdale United States of AmericaFrankfurt GermanyGuangzhou ChinaHaikou ChinaHamburg GermanyHangzhou ChinaHanoi VietnamHefei P.R. ChinaHelsinki FinlandHong Kong S.A.R. ChinaHonolulu United States of AmericaIndianapolis United States of AmericaIstanbul TurkeyJakarta IndonesiaJeddah Saudi ArabiaJinan P.R. ChinaJohannesburg South AfricaKarachi PakistanKita-Kyushu JapanKuala Lumpur MalaysiaKuwait City KuwaitLagos NigeriaLanzhou ChinaLima Peru

WORLDWIDEBruce JONESSenior Vice President Services & Customer SupportCustomer Services Tel: +33 (0)5 67 19 19 80Fax:+33 (0)5 61 93 18 18

USA/CANADATom ANDERSONSenior Vice President Customer ServicesTel: +1 (703) 834 3484Fax:+1 (703) 834 3464

CHINAPierre STEFFEN Senior Vice PresidentCustomer Services & Internal OperationsTel: +86 10 8048 6161 Ext 5020Fax:+86 10 8048 6162

RESIDENT CUSTOMER SUPPORT ADMINISTRATIONJean-Bernard GALYHead of Field ServiceTel: +33 (0)5 67 19 04 13 Fax:+33 (0)5 61 93 49 64

TECHNICAL, MATERIAL LOGISTICS & TRAINING SUPPORTAirbus has its main Material Logistics centre inHamburg, and regional warehouses in Frankfurt,Washington D.C., Dubai, Beijing, Shanghai andSingapore.

Airbus operates around the world, 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 be addressed 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) 74 38 8288 Fax: +49 (40) 74 38 8588

Airbus Training subsidiariesMiami, Florida - U.S.A.Tel: +1 (305) 871 36 55 Fax:+1 (305) 871 46 49

Beijing, China Tel: +86 10 80 48 63 40 Fax:+86 10 80 48 65 76

Bangalore, India (Maintenance training) Tel: +33 (0)5 61 93 33 33 Fax: +33 (0)5 61 93 20 94

CUSTOMER SERVICES WORLDWIDE AROUND THE CLOCK... AROUND THE WORLD



Date post:	30-Nov-2015
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