Cover / backcover/p 33 NEW 4/05/99 18:49 Page 2

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AIRBUS INDUSTRIE
F

N U M B E R 2 4 M A Y 1 9 9 9
 A I R B U S T E C H N I C A L D I G E S T

M A Y 1 9 9 9

Support of leased Airbus aircraft 2

Hans Krauss

Supporting Airbus converted freighters 7

Gerard Rhemrev

Inflatable shelter for aircraft engine 11

maintenance
Michel Leonhardt

The Iron Bird 12

Captain Chris Krahe

Customer Services conferences 15

Fog in the cabin 16

Jed Traynor

Airplane upset recovery 18

A test pilot's point of view
Captain William Wainwright

Getting the aircraft out on time 24

Editor: Denis Dempster, Product Marketing Managing uncertainties in materiel
Graphic design: Agns Lacombe, Customer Services Marketing planning
Telephone: +33 (0)5 61 93 39 29 Brian Wood
E-mail: fast.digest@airbus.fr
Telex: AIRBU 530526F
Telefax: +33 (0)5 61 93 27 67 A test pilot's view point - Part 2 29
Photo-engraving: Passion Graphic
Printer: Escourbiac Resident Customer Support 30
FAST may be read on Internet http://www.airbus.com representation

Articles in previous issues 32

AIRBUS INDUSTRIE G.I.E. 1999
The articles herein may be reprinted without permission except
where copyright source is indicated, but with acknowledgement to
Airbus Industrie. Articles which may be subject to ongoing review must
have their accuracy verified prior to reprint. The statements made herein
do not constitute an offer. They are based on the assumptions shown This issue of FAST has been printed on paper
and are expressed in good faith. Where the supporting grounds produced without using chlorine, to reduce waste
for these statements are not shown, the Company will and help conserve natural resources.
be pleased to explain the basis thereof. Every little helps.

FAST / NUMBER 24 1
p 1 / 15 1/06/99 9:13 Page 2
By Hans Krauss
Director, Customer Support
Airbus Industrie Customer Services
The leasing companies who buy Airbus aircraft
generally concentrate their efforts on marketing,
finance and sales, and have limited in-house
technical and engineering capabilities.
They rely on the aircraft and engine manufacturers
to provide the support of the aircraft in service.
Within Airbus Industries Customer Support
Services Division, the department Leased and
Pre-Owned Aircraft provides support to leasing
companies (the lessors) and to the airlines
operating the aircraft (the lessees).
2 FAST / NUMBER 24
he Customer Support Services
T Division is involved during the
following phases in the life of
an aircraft:
during contract negotiations with the
lessor for the sale and purchase of the
aircraft,
from contract signature to entry into
service of the aircraft,
operation of the aircraft,
return and re-delivery of the aircraft
to a new operator,
during its storage.
During the first two phases, the lessor
addresses questions to one single focal
point in Airbus Industrie Customer
Support - the Customer Support
Manager (CSM) dealing with Leased
and Pre-Owned Aircraft. This CSM is
based in the Airbus Industrie headquar-
ters and provides assistance to the
lessor and lessee until the aircraft is
handed over to the airline. Prior to entry
into service, the account is passed over
to the CSM in charge of the airline. His
role is to act as the focal point for co-
ordination, implementation and moni-
toring of all customer support services,
and this CSM is based either in
Toulouse, Beijing or Washington de-
pending on the airlines location.
Resident Customer Support represen-
tation can also be provided at the air-
lines main base or any other location
to be mutually agreed. These Resident
Customer Support Managers (RCSMs)
are the airlines permanent on-site in-
terface with the CSM, providing contin-
uous support matched to the airlines
needs. In addition, advice on the techni-
cal operation of the aircraft is available
from the RCSM at transit stations,
where RCSM offices have been estab-
lished for other Airbus operators. In
cities such as New York, London,
Paris, Istanbul, Frankfurt, Madrid, Abu
Dhabi, Hong Kong, Los Angeles and
Manchester, city coverage has been
developed to support several operators
based in the same city. In case of need,
operators may contact RCSMs at any
station. Their contacts are given on
pages 30 and 31.
There are generally four types of op-
erators of leased aircraft:
the start-up airlines,
an existing airline that is not yet
Airbus operator,
an existing Airbus airline, operating
the same Airbus type as the one being
leased,
an existing Airbus airline, operating
a different Airbus type.
The Customer Support Package that
includes the following items can be
tailored to meet the specific needs of
either type of airline.
FAST / NUMBER 24
TRAINING
In order to ensure a successful en-
try into service and continued op-
eration of the aircraft, Airbus
Industrie provides customised
training packages for the air-
lines personnel at Airbus
Industrie training centres.
Courses are available for
Flight and Cabin Crews,
and Maintenance and
Performance person-
nel. Having customers
throughout the world,
Airbus Industrie has
located three training
centres, in Toulouse, Beijing
and Miami. Each centre has full-
flight simulators available.
The training package consists of:
Flight crew transition
courses
Regular, adapted or
Cross Crew Qualifi-
cation (CCQ). They
are a blend of lectures,
computer-based train-
ing, system trainers,
fixed-base and full-flight
simulators combining aca-
demic instruction with prac-
tical training.
Cabin Crew courses
Familiarisation with Airbus
cabin features
Performance/Operations
courses
These courses provide flight
operations staff with a
training on Airbus per-
formance documenta-
tion, systems and
computation pro-
grammes. These
courses are designed
for, Flight Dispatchers,
Performance Engineers,
Weight and Balance Engineers and
Load Masters.
Maintenance courses
They are a blend of lec-
tures, computer-based
training, maintenance train-
ing simulators and field trips
combining academic instruc-
tion with practical training.
Academic instruction, practi-
cal and hands-on experience can
also be provided at the airlines
base or any other airlines base
equipped with training aids and fa-
cilities. In addition to the simulators
at the Airbus Industrie training cen-
tres, simulator capacity for Airbus
aircraft is available worldwide. Lists
of simulator locations can be provided.
3
p 1 / 15 1/06/99 9:13 Page 4

TECHNICAL DATA AND generally not accepted for operational

DOCUMENTATION manuals, must have the formal agree- Hamburg
ment of the lessor and must be incorpo-
The technical publication package that rated in the lessors manuals at condi- Frankfurt
the lessor provides to the lessee is de- tions stated in the Airbus Customer
fined in the lease agreement signed be- Services Price List. Washington
Beijing
tween the lessor and the lessee. Upon request of the lessor or the
Technical documentation is revised lessee, Airbus Industrie may provide di-
according to set frequencies and it is rect support to the relevant airworthi-
the responsibility of the lessee to incor- ness authority if the aircraft type is not
porate the revisions in the documenta- yet registered in a particular country or Singapore
tion. Airbus can train the lessee on the if the operator wants authorisation to
use of manuals if necessary. fly extended twin engine operations.
In the event an aircraft is transferred
from one lessee to another, Airbus MATERIEL SUPPORT
Industrie will customise the
Operational manuals - Flight Manual Airbus Industrie maintains a worldwide
(FM), Flight Crew Operating Manual spare parts distribution network with
(FCOM), Check List (CL), Master several strategically located stores. The
Minimum Equipment List (MMEL) - principal store is in Hamburg.
free of charge in the name of the In order to respond to the airlines
lessee. specific needs, Airbus Industrie pro-
Airbus Industrie manages the revi- vides recommendations for the pur- (IP) of spare parts and tools, a spares month in a meeting chaired by the V.P.
sion of the documentation and the chase of Spares, Ground Support investment forecast (SIF), a fly-away Customer Services, and attended by the
customisation changes. The Customer Equipment and Tools. These recom- kit if necessary, information on possible Customer Support Directors,
Originated Changes from the lessee, mendations cover initial provisioning spares pooling arrangements with Programme Directors and the Director
Airbus operators, and spares available of Maintenance, Engineering and
for lease. Reliability. Data such as pilot and
Repair time is a key factor in deter- maintenance reports, dispatch reliabil-
mining the level of spares to be provi- ity, in-flight shut downs, cancellations,
Typical documentation delivery sequence
sioned, as spare parts removed from flight hours and flight cycles will be
stock are required to cover the period discussed and analysed in order to
that a failed part is in the repair circuit. make sure that the airline is getting
Airbus Industrie guarantees that its re- maximum benefit from the aircraft.
A/C DELIVERY pairs of its proprietary parts will be
completed within a maximum of 15 cal- MAINTENANCE
endar days. This is a guaranteed maxi- ENGINEERING
mum, not an average. Airbus suppliers
AMM have also agreed to reduce their shop Airbus can provide customised
TSM processing times. Maintenance Programmes (Mainte-
MPD
CML Airbus supplies the right spares in the nance Review Board Document /
AWM shortest possible time from its five Maintenance Planning Document /
TEM/TED FCOM
SES MMEL WBM spares centres located in Hamburg, Maintenance Planning Data Support):
AC PPM IPC SB Frankfurt, Washington DC, Singapore to facilitate the entry into service of
MFP CLS SRM SIL and Beijing: the aircraft,
VIM CMM NTM FM
AOG service 24 hours a day, 365 optimise maintenance planning,
days a year maximise aircraft availability for rev-
AC Airplane Characteristics for Airport Planning MMEL Master Minimum Equipment List Customised lead-time (CLT). CLT is enue service,
AMM Aircraft Maintenance Manual MPD Maintenance Planning Document an approach to just-in-time delivery en- minimise maintenance costs.
ARM Aircraft Recovery Manual NTM Nondestructive Testing Manual abling Airbus customers to reduce their
AWL Aircraft Wiring List PMDB Production Management Data Base inventory of Airbus proprietary parts. RELIABILITY MONITORING
AWM Aircraft Wiring Manual PPM Performance Programs Manual Parts ordered under this scheme can be AND ANALYSIS
ASM Aircraft Schematic Manual SB Service Bulletin placed in the hands of an assigned for-
CCC Crash Crew Charts SES Support Equipment Summary warder in a minimum of two hours. The ability to monitor and analyse in-
CL Check List, abnormal/emergency SIL Service Information Letter service data is totally dependent on re-
CLS Cargo Loading System Manual SJC Standard Job Cards MAINTAINABILITY AND ceipt of the data from the operators.
CML Consumable Material List SM Standards Manual RELIABILITY Airbus can provide fleet reliability data
CMM Component Maintenance Manual SRM Structural Repair Manual with individual airline variations, pi-
ESP Electrical Standard Practices TED Tool and Equipment Drawing
Maintainability and reliability of Airbus lots reports, operational interruptions
FCOM Flight Crew Operating Manual TEM Illustrated Tool and Equipment Manual
aircraft is taken very seriously, not only and component and engine perfor-
FPRM Fuel Pipe Repair Manual TLMC Time Limits and Maintenance Checks
FM Flight Manual TSM Trouble Shooting Manual in service, but starting during the de- mance. All this to assist the airline to
IPC Illustrated Parts Catalog VIM Vendor Information Manual sign phase of each aircraft. The aim is achieve and maintain competitive and
LRE Radioactive and Hazardous Elements WBM Weight and Balance Manual to incorporate the in-service experience economical levels of reliability.
(List of) from previous aircraft into the design of Customised programmes can be de-
LTM Live Stock Transportation Manual Airline customized manuals/data the new aircraft. All Airbus operators veloped to assist the airlines technical
MFP Maintenance Facility Planning Note : This list is not exhaustive provide operating data to Airbus department improve aircraft in-service
Industrie, which is analysed every reliability.

4 FAST / NUMBER 24 FAST / NUMBER 24 5

p 1 / 15 1/06/99 9:14 Page 6

MAINTENANCE AND
RELIABILITY

Airbus Industrie can provide qualified

engineers to evaluate facilities, tools
Supporting
Airbus
and equipment for servicing and main-
taining the aircraft. Recommendations
on changes, if necessary, and assistance
in the formulation of the airlines main-
tenance plan, can also be provided.

ENGINEERING
SERVICES

From time to time the airline may re-

Converted
quire assistance to incorporate Service
Bulletins. The Technical Services
Division can assist with the planning of
maintenance checks, major layovers
and repairs. Working parties with stock
of tools are available for immediate dis-
Freighters
patch to a repair site. During return and By Gerard Rhemrev
redelivery of an aircraft to the next Customer Support Manager
lessee, Airbus can provide service Leased & Pre-owned Aircraft Support
bulletins and associated kits for Airbus Industrie Customer Services
aircraft conversions, cover-
ing, for example, cabin re-
configurations, changes of
units of measurement affecting The Airbus wide-body aircraft are gradually
indicators, placards and docu- channel becoming the aircraft of choice for conversion into
mentation, MTOW changes,
modifications required by the
express freighters. Although the conversions are done by
two independent companies who provide the support
airworthiness authorities and for their conversion, Airbus Industrie still provides
other customization changes re-
quested by the new operator. This the full support for the basic aircraft.
may require the reduction of an al-
ready short aircraft downtime, and
the creation or validation of Service
Bulletins and manufacture of associ-
ated kits.

BUSINESS
MANAGEMENT

The Business Management Division as-

sists in developing good relationships
between the lessor, lessee and Original
Equipment Manufacturers, and ensures
that suppliers of equipment fitted on the
Airbus aircraft provide accurate and
high quality support.
This department also administers
warranties and contractual commit-
ments such as the Standard Warranty,
Spare Parts Warranty, Service Life
Policy and Supplier Interface
Commitment.

CONCLUSION

Airbus Industrie Customer Services Directorate can provide the full range of services needed by lessors and lessees, from
contract signature, throughout the life of the aircraft. In service it is essential that the airline gets the maximum benefit from
the aircraft. This requires teamwork and here Airbus can provide the necessary assistance to the lessors and lessees to ensure
that their aircraft meet the high reliability standards necessary for successful airline operation today. n

6 FAST / NUMBER 24 FAST / NUMBER 24 7

p 1 / 15 1/06/99 9:14 Page 6

MAINTENANCE AND
RELIABILITY

Airbus Industrie can provide qualified

engineers to evaluate facilities, tools
Supporting
Airbus
and equipment for servicing and main-
taining the aircraft. Recommendations
on changes, if necessary, and assistance
in the formulation of the airlines main-
tenance plan, can also be provided.

ENGINEERING
SERVICES

From time to time the airline may re-

Converted
quire assistance to incorporate Service
Bulletins. The Technical Services
Division can assist with the planning of
maintenance checks, major layovers
and repairs. Working parties with stock
of tools are available for immediate dis-
Freighters
patch to a repair site. During return and By Gerard Rhemrev
redelivery of an aircraft to the next Customer Support Manager
lessee, Airbus can provide service Leased & Pre-owned Aircraft Support
bulletins and associated kits for Airbus Industrie Customer Services
aircraft conversions, cover-
ing, for example, cabin re-
configurations, changes of
units of measurement affecting The Airbus wide-body aircraft are gradually
indicators, placards and docu- channel becoming the aircraft of choice for conversion into
mentation, MTOW changes,
modifications required by the
express freighters. Although the conversions are done by
two independent companies who provide the support
airworthiness authorities and for their conversion, Airbus Industrie still provides
other customization changes re-
quested by the new operator. This the full support for the basic aircraft.
may require the reduction of an al-
ready short aircraft downtime, and
the creation or validation of Service
Bulletins and manufacture of associ-
ated kits.

BUSINESS
MANAGEMENT

The Business Management Division as-

sists in developing good relationships
between the lessor, lessee and Original
Equipment Manufacturers, and ensures
that suppliers of equipment fitted on the
Airbus aircraft provide accurate and
high quality support.
This department also administers
warranties and contractual commit-
ments such as the Standard Warranty,
Spare Parts Warranty, Service Life
Policy and Supplier Interface
Commitment.

CONCLUSION

Airbus Industrie Customer Services Directorate can provide the full range of services needed by lessors and lessees, from
contract signature, throughout the life of the aircraft. In service it is essential that the airline gets the maximum benefit from
the aircraft. This requires teamwork and here Airbus can provide the necessary assistance to the lessors and lessees to ensure
that their aircraft meet the high reliability standards necessary for successful airline operation today. n

6 FAST / NUMBER 24 FAST / NUMBER 24 7

p 1 / 15 1/06/99 9:17 Page 8
The Airbus wide-body fuselage is ideally suited for freight transport,
88 inches 125 inches 96 inches
96 inches
LD-3 LD-3 LD-7 LD-6
... can carry a wide variety of containers and pallets,
Accepts the full range of existing underfloor cargo containers and pallets
Full interlining capability
No need for special containers
106 in. forward cargo door
T
here are different types of
Pallet (*) Airbus freighter currently in
service:
LD7/LD9
the A300C4, A300F4, A300-600F
and A300-600ST (Super Transporter)
AAF/AMF
which are built and sold by Airbus
LD6 Industrie
the A300B4F which is converted
LD5/10/11/21 through a Supplemental Type
Certificate (STC) either by, Elbe
LD3 - the most commonly used cargo container Flugzeuge Werke (EFW), a subsidiary
Over 160 000 in worldwide use of DaimlerChrysler Aerospace, in
Dresden, Germany, or British
LD1
Aerospace Aviation Services (BAeAS)
in Bristol, England
125" system (164" overall) (*) 125"x88" or x96"
the A310-200F which is an A310-
200 converted by EFW (DASA)
through STC.
... and special loads. Each conversion centre holds STCs
issued by the FAA. The A300B4F,
-600F and A310F have the same fuse-
lage cross-section, (see figure above),
and can carry a wide variety of con-
Engine transport tainers and pallets. This allows excel-
Core unit Fan unit lent interlining possibilities with other
88x125" pallet 88x125" pallet genuine wide-bodied aircraft. Over 60
are in service and commitments al-
ready exist to convert a further 120.
Payloads for these three versions
vary between 39 and 55 tonnes
(86,000lb 121,000lb). The Super
Transporter, affectionately known
as the Beluga, has an enlarged
main deck with a volume of
1400m3 (49,400ft3) and carries
a payload of 47 tonnes
(103,600lb). It is designed to carry out-
size loads.
The A300B4-200 is the aircraft that
is attracting the most conversions at
8 FAST / NUMBER 24
present. Twelve operators already have
them in service and leasing companies
are buying them on speculation for con-
version. This has rejuvenated the
A300B4 market and particularly the
residual value of the aircraft. The two
conversion centres have slightly differ-
ent approaches to the modification but
the end result is the same, the converted
aircraft can carry the same payload.
The BAeAS conversion has an electri-
cally operated main deck door and
strengthened floor beams. The EFW
conversion has a hydraulically operated
door and new floor beams, similar to
the A300-600F.
The downtime for the conversion is
about 14 weeks but this time varies
considerably depending on the addi-
tional work programmed such as for
modifications and D-check.
The A300B4 has an excellent relia-
bility record, the fleet average for the
last twelve months being 99%, with
flight duration varying between 1.12
and 3.5 flight hours. The twelve opera-
tors averaged over 99.5% in
January 1999.
THE SUPPORT TREE
The A300-600F and A300-600ST
(Super Transporter), being sold by
Airbus Industrie as new aircraft, receive
the same full support package as for
any other purchased Airbus aircraft.
This includes all parts associated with
the main deck cargo modification.
Operators of A300s and A310s con-
verted to freighters by the STC holders
do not buy the conversion direct from
Airbus Industrie, however they still re-
ceive complete support from Airbus for
the basic aircraft. The support for all
parts associated with the main deck
freight conversion, is provided by the
STC holders.
SUPPORT FROM
AIRBUS INDUSTRIE
Airbus Industrie provides a full range
of Customer Services for the basic air-
craft throughout its operational life. To
assist the operators obtain and make
best use of the services available,
Airbus allocates a Customer Support
FAST / NUMBER 24
Manager (CSM) to them
who will be their point of AIRBUS INDUSTRIE
contact in the company.
Airbus has a large
Engineering and Technical
Services Division whose
staff can be contacted 24 Customer
hours a day. They provide Services
engineering recommenda-
tions including trouble- Catalog
shooting advice, develop-
ment of modifications for
product improvement, op-
tional modification, on-site
technical assistance includ-
ing trouble-shooting, retrofit
and repair.
Spares support is also
available 24 hours a day.
The CSM will monitor the
progress of all queries the
operator sends to Airbus.
The full list of additional
services available is given in
the Customer Services
1999
Catalog.
Details of the principal
services are given in the previous arti- The services included in the
cle Support of Leased Airbus Catalog are:
Aircraft. However it should be noted
Technical Publications
that, to reduce operating costs, Airbus on paper
Industrie provides a low utilisation
Customising of Technical
maintenance programme, for aircraft Publications
operating less than 2000 flight hours Maintenance planning
per year. This programme was incorpo- data support
rated in Revision 21 to the Maintenance Spares provisioning
Planning Document (MPD) which documentation
should be provided with the aircraft. Engineering and technical
Also, Airbus Industrie no longer pro- assistance
vides training for the A300B4, but ten
Field service representation.
training centres in the Americas,
Africa, Europe and Asia have simula-
tors for flight crew training and can
also provide maintenance training.
To increase payload and revenue,
Airbus offers two Service Bulletins (SB
A300-00-032 and A300-53-0342) that
allow an increase of Max Zero Fuel
Weight (MZFW) by two tonnes.
SB A300-00-0032 allows the aircraft to
be certificated at the new weight and
calls for the installation of SB A300-
53-0342, the structural modification.
They are applicable to all A300B4-
200s . The STC holders are capable of
adapting these service Bulletins to the
aircraft they convert.
9
p 1 / 15 1/06/99 9:18 Page 10

To ensure that technical queries from basic aircraft and the conversion, and it
operators get a quick and adequate re- has efficient lines of communication
sponse, a data-base about the conver- with the STC holders.
sions has been developed. It summarises
the conversion and lists the conversions SUPPORT FROM hardt
el Leon
parts, the operating data for each aircraft THE STC HOLDERS By Mich ustomer
tC
by MSN, and all the contact names at Residen presentative
r t Re
the conversion centres. This ensures that The STC holders provide matching Suppo
Airbus Industries engineers can identify support for all parts associated with the u s I ndustrie
Airb es
er Servic
and pass on any query related to the main deck freight conversion including, Custom
converted part,
to the
for example, supplement documenta-
tion.
E R F O R C E
STC Technical queries linked to the con-
S H E L T T N A N
E sentative
holder
whilst
verted part of the aircraft should be ad-
dressed to the STC holder. For ques-
T A B L E E M A I N
responding tions concerning the interface between
IN F L A E G I N
N ident Customer S u p p o r t Repre
directly to basic the converted part and the basic air-
A F T
CRerience from a Res a l l
ine re -
o w e n g u f a c-
AIR
aircraft queries. craft, the STC holder will liaise with do o r s an
d back . It is m
Airbus Industrie will co-ordinate major Airbus Industrie to provide the proper
v a b l e front an lter in position harsh condi-
repairs related to the structure of the answer. tical exp
Prac id e b o dy jet
p
Remo with the she
la c e m e nt d e s ig n
ithstand
ed to w i d s a n d h y d r ent
c
aulic
sluc
nw bric l, a
n a n c e action o is particularly tu r e d from fa e s i s t a n t t o o i white and tran t e r a r e
g a main
te
job. Th
is
ed in th
e nd is r ade of e shel
erformin e a demanding t o b e p e r f o r m t i o n s , a s the fabric is m i t i o n s i n s i d e t h i p p e d w i t h
CONCLUSION P can b have s.
A d
fluids. , w o r k i n g c o n c a n a l s o b e e equired. q u
engines n t h e s e t a s k s ther condition ad an urgent i a l t e r if r
e ea h mater he shel itioning cm long
This new task acquired by the Airbus A300s, as wide-body freighters, has not only increased their residual values but means t r u e w h in inclement w 330 operator e p roblems e r y g o o d . T g and air-cond d in a bag 150 g. The
ir n A te th v n e 10k
that many operators of old 1960s era, noise limited freighters, now have viable, efficient replacements available. The A300B4s open a y a Euro
pea
er to all
evia
ne main
te -
hting, h
eati
age is s
tow
s only 1 n s-
available can be purchased and converted at a good price and they meet todays more stringent environmental standards. Recentl mporary shelt o u t s o m e e n g i ere over- lig he whole pack eter and weigh ery easy to tra
r a te n g s w T a m i s v
Operators of these aircraft can expect the same high standard of support that all other Airbus operators now take for granted. need fo e d w i t h c a r r y i T h e s e p r o b l e m r e l a n d p r o - m in di his bag
c i a t p e n . , i n I o a n d 5 0 c eighs 20kg. T ds up to
A300B4 Converted Freighters are excellent value in todays freighter market. a s s o
t a s k s in th e o
n y f r o mC o r k
s h e l t e r, ab l e t
b l o w er w
. q u e n tl y, in win g r o u n d
nanc e ompa n inflatable ide- store ed fr e o the
hen a c a e on a w port and elter is now us t i s n o t f i x e d t e by placing
c o m e w manufacture mounted engin w a s t o h a v e This s h lem . I p c
la gs,
o -
p o s e d t omplete wing c r e q u i r e m e n t gine, allow- t w i t h n o p r o b ever it is kept inners or sandba
a c a s i e n 2 5 k , h o w o n t a i
cover c r a f t . T h e b plete g an ically ater c
r se a com ermittin mechan last, such as w that purpose. twin-
b o d y a i nt able to enclo o w l i n g s , a n d p m e b a l id e d f o r o n w id e body r i s
e
equipm i n g o f a l l t h e shelter.
c s o pro v us e cture
e n e o n th e skirts rs designed for ut the manufa d e s i g n
i n g o p ange inside th e following: f two elte nt, b y to
h imum o Only sh ilable at prese e , a n d i s r e a d , and able
engine c criteria were th dled by a max a v a r a n g c ip le
Design ight, to be han jets are o e x t e n d t h e the same prin ft.
n g t o n c r a
htwe willi rs based rts of air roposed
Lig
s im il ar shelte r aircraft, or pa rs or hangars p f being
people uvrable f ct oth e shelt e tage o
mum o to prote other movable e great advan tions on the
Man
oe o n b y maxi
o f
atherpro m b l y / i n s t a l l
a t i Unli k e h a s th ou an d is
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10 FAST / NUMBER 24 FAST / NUMBER 24 11
p 1 / 15 1/06/99 9:19 Page 12

The use of Iron Birds

The flight deck of the Iron Bird has a long history in Europe.
he first were developed

T for the Sud Aviation

Caravelle which first flew
in 1955, followed by the
de Havilland Trident, the
VC-10, the BAC 1-11
and British Aircraft Corporation
(BAC)/Sud Aviation Concorde.

WHAT IS THE IRON BIRD?

Airbus Industrie has been happy
to continue with this tradition.
by Captain Chris Krahe
Engineering Test Pilot
Airbus Industrie Customer Services
General view of the Iron Bird
The Iron Bird is an engineering tool
used to design, integrate, optimise and
validate vital aircraft systems such as:
Electrical Generation
Hydraulic Generation
Flight Control System
Auto Flight System
Warning System (ECAM)
Centralised Fault and Maintenance Bird needs a cockpit for its control. The electronics bay.
System. Three Fixed Based Simulators (FBS) Computer installation
The Iron Bird is the physical integra- are used along with a mobile visual
tion of the above systems with each one system which can be connected to ei-
laid out representing the geometry of ther one. Here again, in order to work
the aircraft as far as dimensions of hy- efficiently, each FBS can be used ei-
draulic lines (length, diameter, shape) ther as an A340 or as an A330, since
are concerned. They are mounted in an the architecture of the systems is nearly
easy accessible rack with all the com- identical.
ponents installed at the same place as From the flight deck, the Iron Bird
on the real aircraft. For space saving, can be flown like the aircraft. The
the wings are folded to lie parallel to aerodynamic model and the environ-
the fuselage systems. One can recog- mental conditions such as air density, The electronics bay.
nise the hydraulic jacks of ailerons and air temperature, airspeed, Mach num- The wiring behind
spoilers along the wing and all other ber, etc. are generated in a computer. the computers
components such as valves, solenoids
or accumulators, etc.
Aircraft hardware such as Integrated
Drive Generators and/or hydraulic
pumps, which would normally be dri-
ven by the aircrafts engines, is driven
by electrical motors, via gear-boxes.
The hydraulic actuators are powered by
the respective hydraulic system and
move the control surfaces.
Superimposed is the electrical system,
which physically supplies the aircraft
via the various buses. As in the real air-
craft, all the necessary wiring of the in-
stalled systems is represented, includ-
ing a full installation of the electronic
bay with all the plugs, connectors and
computers in racks. In order to be able
to use the equipment efficiently, there
are three electronic bays installed in
parallel; they can be used to make
back-to-back tests with computers con-
sisting of different hardware or soft-
ware combinations. This obviously al-
lows a quicker progress of the
development work of the systems.
Since all aircraft systems are con-
trolled from the flight deck, the Iron

12 FAST / NUMBER 24 FAST / NUMBER 24 13

p 1 / 15 1/06/99 9:20 Page 14

gramme. It is the perfect tool to opti-

The Iron Birds rudder
WHAT IS THE IRON BIRD
and stabiliser
USED FOR?
In the early stages of the development
phase of an aircraft, more than one year
prior to the first flight, the Iron Bird is
in place and has accumulated thousands
of development flight-hours. Flight
test crews use it to adapt to the new
Electrical generation systems and to plan the flight test pro-
mise the characteristics of all the com-
ponents of the systems which are repre-
sented as they play together or even
to discover an incompatibility or anom-
aly that may require a change during
the very early stages. The effects and
the treatment of failures introduced in
the systems can be studied in full detail
and recorded. Like this the normal, ab-
normal and emergency procedures,
with the relevant checklists or ECAM
procedures, are developed.
Electrical switching with variable in-
terruptions and times are studied to as-
sess their impact on the computers or
other components. Extensive testing of
components, computers, wiring and the
whole system assembly is done to de-
termine the effects of electro-magnetic
interference (EMI). The Iron Bird ren-
ders the new aircraft a maturity that
without such a tool could only be
achieved the hard way, i.e. very
costly and less safe with the real air-
craft during its initial flight test period.
In the final stages of the preparation
for the first flight of the prototype air-
craft, the various hardware and soft-
ware of the computers are tested and
validated on the Iron Bird before they
are loaded on the aircraft systems, in-
cluding the control laws of the electri-
cal flight control system. Any changes
or fine-tuning during the development
phase of the new aircraft type is first
developed, tested and validated on this
valuable tool.
After certification and when the air-
craft is in revenue service, the Iron Bird
is used for further development of the
aircraft systems as well as a test bench
to trace anomalies that may show up
with components or systems.
The Iron Birds of all the Airbus types
starting with the classic A300B2/B4,
then A310 to the A319/A320/A321 and
A330/A340 are still operational. They
are used from time to time to replay a
scenario with the real hard and soft-
ware, in order to understand in depth
what happened in special scenarios or
to try new developments and enhance-
ments before they are introduced as a
modification on the aircraft type. One
such development is the study of elec-
tro-hydraulic actuators (EHA) which
could lead to an all-electric aircraft.
They have already been tested on the
Iron Bird and in flight.
The team of engineers and pilots who
have worked many years with the Iron
birds have a rich backlog of experience
which represents real wealth when
making technology work for the benefit
of safety, efficiency and comfort, in the
Airbus products. n
THE 10TH PERFORMANCE
AND OPERATIONS CONFERENCE
28 September - 2 October 1998 in San Francisco
One hundred and seventy three flight operations representatives from 81 airlines and 21 delegates from vendors and other
organisations attended this conference. It was hosted by Captain Pierre BAUD, VP Training & Flight Operations Support and
chaired by Christian MONTEIL, Deputy VP Training & Flight Operations Support. This 10th conference being a milestone,
awards were presented to the 15 airlines which operated the Airbus when the first conference was organised in 1980 in Kuala
Lumpur and which are still Airbus operators (in the photo above from left to right):
Capt. Su Nam LEE - Korean Air, Christian MONTEIL - Airbus Industrie,
Capt. Ron NAGAR - Indian Airlines, Capt. Saleem ANWAR - Pakistan International Airlines,
Capt. Jacques GROS - Air France, Capt. Tuantong POOKBOONCHERD - Thai Airways,
Capt. Ahmed MOUNIB - Egyptair, Capt. Grant MCALPINE - South African Airways,
Capt. Ingo TEGTMEYER - Lufthansa, Mr Zulkifli AHMAD - Malaysian Airlines System,
Capt. Pierre BAUD - Airbus Industrie, Capt Danilo INNOCENTI - Alitalia
Capt. Eckhard FEDERHEN - Hapag Lloyd,
The other recipients were Iran Air, Japan Air System, Olympic Airways and Philipine Airlines.
At that time, only the A300B2/B4 was flying. Today 165 airlines operate seven Airbus aircraft types.
A300/A310/A300-600
TECHNICAL SYMPOSIUM
30 November - 5 December 1998 in Bangkok
This Technical Symposium, for the aircraft which successfully launched Airbus Industrie into
the civil aircraft market, attracted more than 200 representatives from 46 airlines, 19 vendors and
Airbus Industrie. The symposium was hosted by Roger LECOMTE, Vice President Engineering and Technical Support,and
chaired by Eberhard GEST, Director A300/A310 Programme from the Customer Services Directorate.
Four of the 25 formal presentations were dedicated to the ageing aircraft part of a fleet which has now accumulated almost
20 million flight hours and more than 10 million take-offs. The high time A300B4s have logged more than 53,000 flight-hours
and more than 36,000 flight-cycles.
During the traditional award ceremony,
Roger LECOMTE (fourth from left) and Eberhard GEST
(first from right) presented awards to (from left to right):
Highest Utilisation A300-600:
Mr Abdel AL-RHEDA, General Manager
Engineering, Emirates
Highest Utilisation A300:
Markus HAKALA, Manager A300 Project
Engineering, Finnair
Operational Excellence A310:
Wolfgang KURTH , Managing Director,
Hapag-Lloyd Flugdienst
Wolfgang FIEGLMLLER, Production Manager
A310/A330/A340 Fleet, Austrian Airlines

14 FAST / NUMBER 24 FAST / NUMBER 24 15

p 16 / 32 1/06/99 9:02 Page 16
From time to
time passengers
and flight attendants notice the
presence of water vapour or fog
in the cabin, apparently
discharging from above the
overhead stowage bins. This is
usually encountered on the
ground and at first glance takes
a smoke-like form that, for the
unseasoned traveller, can
generate some concern.
Although it is quickly evident
that the passengers are only
witnessing a cloud of water
vapour, questions are
frequently asked, many of
which are answered below.
Cold dry air
16
by Jed Traynor
Air Conditioning Engineering Services
Airbus Industrie Customer Services
D espite appearances, the fog in the cabin does not in fact originate from the air
distribution ducts, but is the result of cold air entering a relatively humid cabin. In
order to explain this phenomenon it is first necessary to understand some of the fea-
tures incorporated within the environmental control system of the latest generation
of Airbus aircraft (A320/A330/A340). In particular, attention is drawn to the high-
pressure water extraction capability of the air conditioning packs. This ensures
moisture removal from the air before it reaches the turbine of the air cycle machine,
thereby preventing build up of ice on the turbine blades at temperatures below
freezing point (0C/32F). This in turn allows the air being discharged from the air
conditioning packs to reach much colder temperatures in conditions of high ambi-
ent humidity. Consequently, in conditions that would normally lead to a high cool-
ing demand, the air entering the cabin will be significantly lower in temperature
than the cabin air, a feature that is necessary to ensure optimised passenger comfort
levels.
CONDITIONED
Moist warm air AIR OUTLETS
Condensation
FAST / NUMBER 24
Under such conditions the air at the level of the distribution outlets, although
cold, would be unsaturated and as such not the source of the visible water vapour.
As this air exits the distribution ducting it would be travelling with sufficient veloc-
ity to create a 'jet pump' effect, drawing ambient cabin air into the airflow. Since
the cold blown air would be significantly below the dew point* temperature of the
cabin air, condensation will immediately form as the two bodies of air mix, this
giving the appearance of smoke. Such a phenomenon would normally be more ap-
parent on the ground with the cabin doors open although it may be evident to a
lesser extent just after take-off, this being due to the remaining humidity in the
cabin and the demand for a slightly lower cabin temperature.
This effect is not however seen systematically, the reason being the variation in
conditions that can be encountered. As already stated, it is necessary to have a rela-
tively high humidity level within the cabin and low temperature air entering the
cabin. Clearly the ambient humidity levels can vary significantly but, even in cases
of high outside ambient humidity, the use of air conditioned walkways from the
passenger terminal would tend to minimise internal aircraft humidity levels. With
regard to temperature, when water vapour is seen in the cabin it indicates a high
level of performance from the air conditioning packs. In the event that this level of
performance can not be attained, for reasons such as degradation of Auxiliary
Power Unit (APU) bleed pressure or contamination of the heat exchangers in the
air-conditioning packs, the air entering the cabin would not be sufficiently below
the dew point temperature to create the necessary condensation.
In conclusion, the water vapour seen as fog within the cabin is perfectly normal,
providing only an indication of the high performance attainable from the air condi-
tioning packs. Without such performance the quantity of air required for tempera-
ture control would be significantly higher. This in turn would have a negative im-
pact on nuisance drafts and noise level and necessitate an increase in the size and
weight of the APU and the air conditioning packs.
*Dew point is the temperature at which vapour begins to condense.
INDIVIDUAL AIR
OUTLETS
Cold dry air Moist warm air
Condensation
FAST / NUMBER 24 17
p 16 / 32 1/06/99 9:03 Page 18
* The Training Aid itself was
the basis of the article entitled
AERODYNAMIC PRINCIPLES
OF LARGE AIRCRAFT UPSETS
that appeared as a Special Edition
of FAST in June 1998.
18
AIRPLANE
By Captain William Wainwright
Chief Test Pilot
Airbus Industrie
T he idea for a joint
industry working group to produce an Airplane
Upset Recovery Training Aid* was first
proposed by ATA in June 1996. It was in
response to increasing interest by the NTSB in
aircraft loss of control accidents which, together
with Controlled Flight Into Terrain, cause a
large proportion of all accidents. They were
putting a lot of pressure on the FAA to produce
new regulations covering this subject.
The working group was a voluntary industry
initiative to see what could be done within the
existing regulations to improve the situation.
The joint industry team consisted of
representatives of all sides of industry: aircraft
manufacturers, airlines, governmental
authorities, and pilots unions. It was a good
example of how the entire industry, designers,
users, and regulators can co-operate on safety
issues that are common to everyone. It also
marked a first in showing that the Big 3
aircraft manufacturers could and will work
together on technical, non-commercial issues.
More than 80 persons coming from all around
the world, but principally from the USA,
participated from time to time.
The end result of two years work is a training
package including a video and a CD-ROM,
giving an airplane upset recovery training aid.
This package is on free issue to all our
customers, to use as they wish. However, all
FAST / NUMBER 24
UPSET RECOV ERY
A test pilots point of view
members of the joint industry group agreed that
the package is aimed at preventing loss of
control accidents on conventional aircraft. It is
not aimed at protected Fly-by-Wire aircraft.
There is no need for this type of continuation
training on protected aircraft, although a
general knowledge of the principles involved is
useful for every pilot.
The content of the package is not the subject
of this article, but there are a few issues of
general interest which I gained from my
experience as a member of the working group
which I would like to mention.
THE BEGINNING manufacturers training pilots and that
expressed by those of the principal air-
T here is no need
The issue of upset training was not lines already practising upset training. for this type of
new; major airlines around the world, They naturally considered themselves
and in particular in the USA, had al- to be the experts on this subject, based
continuation training on
ready produced Upset Recovery on the many hours of training that they
Training Programmes, or were using had already conducted on a large num- protected
one produced by another company. ber of pilots in their simulators.
Amongst the members of the group At the beginning of 1997, the Flight fly-by-wire aircraft
were training pilots from American Test Departments were asked to come
Airlines, Delta, and United who were in to support their training pilots. From
already running such training pro- then on, the chief test pilots of the three
grammes in their simulators. Since this major manufacturers became members
was essentially seen as a training issue. of the working group. But the conflict
Initially the Flight Test Departments of over the different opinions on aircraft
the three main manufacturers were not handling and recovery techniques con-
involved. Airbus was represented by tinued for a long time until we finally
Larry Rockliff, Chief Pilot at Airbus achieved agreement at the last meeting
Training Centre in Miami. Right from in January 1998. The reasons for these
the beginning there was a conflict be- differences of opinion are the subject of
tween the technical advice given by the this article.
FAST / NUMBER 24 19
p 16 / 32 1/06/99 9:05 Page 20
If altitude permits,
flight tests have shown
that an effective method
to get a nose-down pitch
rate is to reduce the
power on underwing
mounted engines.
Do not confuse an
approach to the stall and
a full stall. An approach
to stall is controlled
flight. An airplane that is
stalled is out of control
and must be recovered.
20
THE DIFFERENCES
OF OPINION
The differences of opinion were mainly
concentrated in the following areas:
Procedures versus general advice
Ease of training versus failure cases
Stalling
Use of rudder
Use of simulators.
It is worth saying that there was
never any difference of opinion be-
tween the three test pilots on the group.
Although we come from different back-
grounds and have worked in different
organisations with different work cul-
tures, we always agreed on our techni-
cal advice.
PROCEDURES
VERSUS
GENERAL ADVICE
The airlines wanted simplified proce-
dures which were common to all air-
craft in their fleets and which were easy
to teach and easily reproducible. This is
understandable because everyone is in-
terested in having a standard product at
the end of his training programme.
And this is what they already had
with the Airplane Upset Recovery
Training that they were already doing.
For the training managers from
American Airlines, Delta, and United,
the only thing necessary was to give
an overall industry approval to their
existing programmes; they al-
ready worked, because the
many pilots that had un-
dergone training all
came out of it with
the same stan-
dardised reactions
to the standard
upsets. For them, this was the
necessary proof that their
training programme worked.
Where we differed was in our convic-
tion that there is no such thing as a
standard upset and our reluctance to en-
dorse simplified procedures for recov-
ery from an upset.
We wanted a general knowledge
based approach, as opposed to a rule
based one. For this, after proposing
some initial actions, we talk about ad-
ditional techniques which m a y b e
tried. This obviously is more diffi-
cult to teach.
Where we reached a compromise was
in the order of presenting the various
actions that might be considered to re-
cover the situation. For us, the order of
presentation is for guidance only; it rep-
resents a series of options that should
be considered and used as appropriate
to the situation. It is not meant to repre-
sent rigid procedures that must be fol-
lowed in an exact sequence. However,
the order can be used in training scenar-
ios if a procedural approach is needed
for training.
The airline instructors also wanted
procedures which would apply to all the
aircraft in their fleets. This meant that
they were against certain actions,
because they were inappropriate on
others. For example, the thrust effects
of underwing-mounted engines were
being ignored, whereas it has a signifi-
cant influence on recovery. Again, we
reached a compromise by using the fol-
lowing words: if altitude permits,
flight tests have shown that an effective
method to get a nose-down pitch rate is
to reduce the power on underwing-
mounted engines.
EASE OF TRAINING
VERSUS
FAILURE CASES
The training that was already being
done, considered upsets as being due to
momentary inattention, with a fully ser-
viceable aircraft, that was in trim when
it was upset. We wanted to consider
other cases that involve aircraft with
temporarily insufficient control author-
ity for easy recovery. This of course
complicates the situation, because re-
covering an aircraft which is in trim,
possessing full control authority and
normal control forces, is not the same
as recovering an aircraft with limited
control available or with unusual con-
trol forces.
Thus, for us, an aircraft that is
out-of-trim, for whatever reason, should
be re-trimmed. Whereas the airline in-
structors were against the use of trim
because of concerns over the possibility
of a pilot overtrimming and of trim run-
aways which are particularly likely on
some older aircraft types which are still
in their fleets.
We spent a lot of time discussing the
use of elevator trim and we never
reached agreement. All the major US
airlines were adamant on their policy to
recover first using primary controls
which excluded any reference to trim-
ming.
Again, a compromise was necessary.
What we have done is to talk about us-
ing trim if a sustained column force is
required to obtain the desired response
whilst mentioning that care must be
used to avoid using too much trim.
And, the use of trim is not mentioned in
the simplified lists of actions to be
taken.
FAST / NUMBER 24
STALLING
Another aspect that was being
ignored in the existing training was the
stall. By this I mean the difference be-
tween being fully stalled and the ap-
proach to the stall. In training, you
do an approach to the
stall with a recovery
from stick shaker, which is often done by
applying full thrust and maintaining ex-
isting pitch attitude in order to recover
with minimum loss of height. Height can-
not be maintained if an aircraft is actually
stalled and should be of secondary impor-
tance.
Even those pilots who do stalls on
airtests, as might be done after a heavy
maintenance check, only do them with
gentle decelerations, and they recover im-
mediately without penetrating very far
beyond the stalling angle of attack. There
is a world of difference between being
just before, or even just at, the stall, and
going dynamically well into it.
When we started our discussions, the
training being given in the airlines to re-
cover from excessive nose-up pitch atti-
tudes emphasised rolling rapidly towards
90 of bank. This is fun to do, and it was
not surprising to find that most of the in-
structors doing the training were
ex-fighter pilots who had spent a lot of
time performing such manoeuvres in an-
other life. The training was being
done in the same way, with an aircraft
starting in trim with a lot of energy and
recovering while it still had some.
However, the technique being taught
only works if the aircraft is not stalled.
We start our briefing on recovery tech-
niques with the following caution:
Recovery techniques assume that the
airplane is not stalled. If the airplane is
stalled, it is imperative to first recover
from the stalled condition before initiat-
ing the upset recovery technique.
Do not confuse an approach to the stall
and a full stall. An approach to stall is
controlled flight. An airplane that is
stalled is out of control and must be re-
covered.
A stall is characterised by any, or a
combination of the following:
Buffeting, which could be heavy at
times
Lack of pitch authority
Lack of roll control
Inability to arrest descent rate.
To recover from a stall, the angle of at-
tack must be reduced below the stalling
angle. Apply nose down pitch control and
maintain it until stall recovery. Under
certain conditions with under-wing
mounted engines, it may be necessary to
reduce thrust to prevent the angle of
attack from continuing to increase.
FAST / NUMBER 24
Remember, in an upset sit-
uation, if the airplane is
stalled, it is first necessary to
recover from the stall before
initiating upset recovery tech-
niques.
This is something that we are
well aware of in testing, but it
was either being totally ignored
or misunderstood. I consider the
inclusion of this note to be one of
our most important contributions.
USE OF RUDDER
We also spent a lot of time dis-
cussing the use of rudder. The exist-
ing training courses all emphasised
using rudder for roll control at low
speeds. It is true that the rudder re-
mains effective down to very low
speeds, and fighter pilots are
accustomed to using it
for scissor
eva-
sive ma- R emember, in an upset
noeuvres when
flying not far from situation, if the airplane
the stall. But large airlin-
ers, with all the inertias that they pos- is stalled, it is first
sess, are not like fighter aircraft. Based
on our experience as test pilots we are necessary to recover from
very wary of using rudder close to the
stall. It is the best way to provoke a loss the stall before initiating
of control if not used very carefully,
particularly with flaps out. upset recovery
We finally got the training managers
to agree to play down the use of rudder techniques.
in their existing courses. But we do not
say never use the rudder at low speed.
We say that, if necessary, the aileron
inputs can be assisted by coordinated
rudder in the direction of the desired
roll. However, we also caution that ex-
cessive rudder can cause excessive
E xcessive rudder
sideslip, which could lead to departure can cause excessive
from controlled flight.
But why did we have so much diffi- sideslip, which could lead
culty in convincing the training pilots
that it is not a good idea to go kicking to departure from
the rudder around at low speed?
Their reply was always the same; but controlled flight.
it works in the simulator! This leads me
on to my last point.
21
p 16 / 32 1/06/99 9:05 Page 22

The complete data package includes a

USE OF SIMULATORS
We manufacturers were very concerned
over the types of manoeuvres being
flown in simulators and the conclusions
that were being drawn from them.
S imulators should not be Simulators, like any computer system,
are only as good as the data that goes
used to develop into them. That means the data package
that is given to the simulator manufac-
techniques at the edges turer. And we test pilots do not deliber-
ately lose control of our aircraft just to
of the flight envelope. get data for the simulator. And even
when that happens, one isolated inci-
dent does not provide much informa-
tion because of the very complicated
equations that govern dynamic manoeu-
vres involving non-linear aerodynamics
and inertia effects.
part that is drawn from actual flight
tests, a part that uses wind tunnel data,
and the rest
which is
pure ex-
trapolation.
It should be obvi-
ous that firm conclusions
about aircraft behaviour can only be
drawn from the parts of the flight enve-
lope that are based on hard data. This in
fact means being not far from the centre
of the flight envelope; the part that is
used in normal service. It does not
cover the edges of the envelope. I
should also add that most of the data
actually collected in flight is from
quasi-static manoeuvres. Thus, dy-
namic manoeuvring is not very well
represented. In fact, a typical data pack-
age has flight test data for the areas de-
scribed in Table 1.
In other words, you have reasonable
cover up to quite high sideslips and
quite high angles of attack (AOA), but
not at the same time. Furthermore, the
matching between aircraft stalling tests
and the simulator concentrates mainly
on the longitudinal axis. This means
that the simulator model is able to cor-
rectly reproduce the stalling speeds and
the pitching behaviour, but fidelity is
not ensured for rolling efficiency
Table 2
Sideslip Angle of attack
SLATS OUT From +18 to -18 From -5 to 25
SLATS IN, LOW MACH From +18 to -18 From -5 to 12
SLATS IN, HIGH MACH From + 8 to -8 From -2 to 8
(based on a simplified model of wind trainees that the rudder is far
tunnel data) or for possible asymmetric more effective than aileron
stalling of the wings. Also, the range and induces less drag and has no
for one engine inoperative is much less vices! In short, they were devel-
than the range for all engines operating oping handling techniques from
and linear interpolation is assumed be- simulators that were outside their
tween low and high Mach numbers. guaranteed domain.
Wind tunnel data goes further. For ex- Simulators can be used for upset
ample, a typical data package would training, but the training should be con-
cover the areas described in table 2. fined to the normal flight envelope. For
In fact, this is a perfectly adequate example, training should stop at the
coverage to conduct all normal training stall warning. They are virtual air-
needs. But it is insufficient to evaluate craft and they should not be used to de-
recovery techniques from loss of con- velop techniques at the edges of the
trol incidents. Whereas, the training flight envelope. This is work for test pi-
managers were all in the habit of lots and flight test engineers using their
demonstrating the handling characteris- knowledge gained from flight testing
tics beyond the stall; often telling their the real aircraft.

CONCLUSION

Table 1
SLATS OUT
All Engines Operating
One Engine Inoperative
SLATS IN, LOW MACH
All Engines Operating
One Engine Inoperative
SLATS IN, HIGH MACH
All Engines Operating
One Engine inoperative
It may seem that there is a gulf between the world of testing and that of training,
but the message that I would like to get over in this article is that we can all
learn from each others experiences and that we should not do things in isola-
tion. It is all about working together, which is what we all did when we met to
prepare and review this training aid, even though we sometimes had some very
lively sessions. And there is one word that crops up frequently: compromise.
Life is a compromise, and you always have to search for that ideal point be-
Sideslip Angle of attack tween two extremes which Aristotle called the golden mean. By finding suit-
able compromise solutions, our two worlds of testing and training were able to
C oncentrate everyones
resolve their differences and develop something that satisfied everyone. attention on taking
Around neutral Between 0and 22 Of course there are also some points about piloting that were raised during
Between + 15 and -15 Between 0 and 12 our discussions which I feel should have a larger audience. They are important, action early enough to
Between +8 and -8 Between 5 and 12 but they should be kept in context. On the whole they are related to recovery of
an aircraft which is already out of control, or is about to be. This is an area in prevent the occurrence of
which the test pilots have some experience which other pilots do not normally
have, because the aim of training should be to prevent an aircraft getting into loss of control.
Around neutral Between 0 and 12 such a situation. The end result of all the discussions that took place was to con-
Between +10 and -10 Between 2 and 9 centrate everyones attention on taking action early enough to prevent the oc-
currence of loss of control. We put the emphasis on training within the known
Between +8 and -8 Between 2 and 8
flight envelope, and to avoid going into that part which cannot be guaranteed
one hundred per-cent and which may have a negative effect.
In conclusion, we must use each others competences in the areas where they
are expert. Of course the training programmes must be designed by training pi-
Around neutral Between 0 and 5 lots, but these training programmes must stay in a reasonable flight envelope.
Between +5 and -5 Between l and 3 And the test pilots are best qualified to define the flight envelope that should be
Between +2 and -2 Between 1 and 3 used. That is what we now have with this joint industry training aid, which is a
very good example of how we can all work together in everyones interest. n

22 FAST / NUMBER 24 FAST / NUMBER 24 23

p 16 / 32 1/06/99 10:40 Page 24
By Brian Wood Senior Analyst, Materiel Support, Airbus Industrie Customer Services
Managing uncertainties in materiel planning T he materiel manager
must deal with an un-
predictable level of un-
scheduled maintenance during an air-
craft heavy maintenance visit (HMV),
Uncertainty is a common phenomenon in our world: meteorologists use numerical computer usually requiring the replacement or
models to forecast the routes of developing hurricanes, traders work with sophisticated software repair of thousands of individual spare
when making share purchase or sale decisions, to increase the probability of success of their parts. These can vary from fasteners to
Line Replaceable Units (LRUs). The
actions. Materiel planners of aircraft maintenance also use various information tools in order majority of these parts can not be pre-
to predict spare parts requirements. What is common with the above examples, is the need to live planned or ordered in advance since the
with the limitations of forecasting tools, being flexible and able to respond rapidly to unforeseen aircraft must first be stripped in order to
situation changes. identify what spare parts are required.
Additional pressure was on the ma-
teriel and maintenance managers of
... in short, you are forced to play your hand well. Sabena and SR Technics for the first
4C/5 year check of an A330, as such a
maintenance event had never been un-
dertaken before on that aircraft type.
Three challenges were foremost in their
minds: maintenance quality, total cost,
and aircraft turnaround time.
SR Technics, the maintenance
provider, were contracted to perform
the checks. Each aircraft was to be re-
turned to Sabena where the A330s are
in service over 13 flight hours a day on
the airlines African and North
American route network.
SR Technics and Sabena together are
currently developing A330/A340 total
maintenance capability for their own
Airbus fleets and third party customers.
The key to success of the checks is to
plan the plannable and to establish
clear communication lines, enabling ef-
fective response to the unplannable
which would arise during the Heavy
Maintenance Visits.
At the close of 1998 there were 85
A330 aircraft in service with 15 opera-
tors with a further 165 outstanding or-
ders. Aircraft manufacturer serial num-
ber (MSN) 030 (the first A330 to
undergo a 4C check) first flew in June
1993, entering revenue service with Air
Inter in March 1994. To date the first
three A330s that entered commercial
service (currently in service with
Sabena) are undergoing their first in-
depth structural inspections. The first
took place in October 1998, the second
and third through February and March
1999. Sabena undertakes 4C/5 year
checks of its A330s in accordance with
their maintenance schedule, developed
from the Airbus A330 Maintenance
Planning Document (MPD).
24 FAST / NUMBER 24 FAST / NUMBER 24
THE HEAVY
MAINTENANCE VISIT
Commercial jet aircraft undergoing
heavy maintenance visits receive in-
depth inspections of airframe and sys-
tems, requiring removal of cabin interi-
ors, furnishings, panels and floors, and
examination of areas with difficult ac-
cess. The cost and duration of HMVs
varies greatly, dependent on the work
package, aircraft type, age and condi-
tion
The A330 4C/5 year check covers
additional inspection items, not under-
taken at the 15-month C check. These
include:
Systems and components inspec-
tion programme: mainly visual inspec-
tions and function tests of air condition-
ing, electrical power, equipment /
furnishings, fire protection, flight con-
trols, hydraulics, undercarriage, pneu-
matic systems, doors and wings.
Zonal inspection programme, which
has additional visual inspection items in
the airframe, cabin, cargo and passen-
ger zones.
Structure programme, which includes
5-year airframe inspection items, where
detailed examination of key structural
areas of the airframe is undertaken. The
purpose of this programme is to main-
tain continuous airworthiness of the air-
craft, and control corrosion.
Time controlled items. Most A330
rotable components are classified as on-
condition. These items are only re-
moved as a result of unscheduled main-
tenance. The few life-controlled items
are limited to batteries, fire bottles,
evacuation slides and other safety
equipment.
AIRCRAFT MODIFICATIONS
HMVs often represent a rare
opportunity for many operators to
incorporate service bulletins (SBs) and
modifications into the aircraft, while it
is on the ground for sufficient time
Much of the A330s ATA53
modification work is attributable to the
results of cumulative fatigue testing,
requiring structural inspection or
reinforcement around fuselage frames,
main landing gear, cabin doors and at
the engine pylon.
25
p 16 / 32 1/06/99 9:07 Page 26

as little as a few washers, clamps and The first meeting took In addition to the planning meetings a
Percentage of modification kits brackets to airframe modification kits place on 21st August and specialist from Airbus Materiel
consisting of several hundred compo- included Airbus Industrie Supports vendor department met with
nents (including standard hardware Materiel Support Sabena and SR Technics to discuss
25 items) made up from several sub-kits. representatives from the tooling requirements for the check.
These kits are assembled at the Airbus, vendor, customer order With the SB list established, the
AUG desk, modification kit, and
20 Materiel Support Centre and dispatched SR Technics maintenance planning
customer support
in accordance with the operators ship- team design a schedule so that SBs can
departments. Material
15 ping instructions or by the most effi- be incorporated simultaneously with the
representatives from
cient route the customer selects. SR Technics participated
check. Early delivery of kits and spare
10 With the number of SBs and opera- and single points of
parts is essential. Unavailability of a kit
tors' modifications to be carried out on contact between the two could hold up other work items, in the
5 Sabenas A330s, careful co-ordination parties were established. worst case resulting in late delivery of
between parties and logistics planning Requirements for the aircraft.
was vital, to ensure the arrival of modi- proprietary parts, service
23 25 28 29 52 53 54 57 92 Others fication kits and spares on time for fit- bulletins, tools and
ting in order to prevent work stoppages. customized lead-time
ATA Chapters The majority of service bulletins are issues were discussed.
Percentage of parts required
embodied on current production air- A consignment stock of
craft, hence the SB workload affecting Airbus proprietary parts, 70
About 75% of the SBs Service bulletins are raised by Airbus operators of new production aircraft is positioned at Zurich was
60
selected by Sabena for Industrie and its Vendors to improve minimal. also considered. However,
the product, reduce maintenance costs, with the benefit of 50
incorporation at the first
A330 HMV had a materiel or correct in-service anomalies. SBs are MATERIEL SUPPORT experience both parties 40
also raised at the request of customers, agreed this was not an
input (modification kit). PLANNING FOR 30
examples being embodied during the effective solution as only
These SBs mainly involved THE HEAVY HAM 20
a limited number of
ATA chapters 53 fuselage Sabena HMV include satellite commu- MAINTENANCE EVENT
airframe parts consumed 10
and ATA 29 hydraulics. nications telephone system / antenna in-
during a heavy check
stallation, and IFE system upgrade. In Prior to commencement of the first ZRH could be pre-planned.
addition cabin refurbishment and re- A330 HMV in October 1998, a series SR Technics agreed that 1 2 3 4 5
placement of passenger windows were of pre-planning meetings took place be- Airbus Industries Number of times same part number required
undertaken in the interest of customer tween materiel representatives of Customized Lead Time
satisfaction. Airbus Industrie, Sabena and SEPT programme would provide
Modification kit contents vary from SR Technics. satisfactory support. Planning of supply of consumed, by value) during a
A second meeting took proprietary parts is limited, HMV. Airbus Industrie
place in Zurich, even for long in-service produces a cabin inspection
Technical, 25th August, to introduce aircraft types. Airbus research report document to assist
commercial, Airbus Materiel indicates there is very little operators to determine which
representatives to the
finance and stores repetition of spare parts cabin, door and cargo
SR Technics system,
departments of consumption between similar compartment parts should be
which included
each of the parties heavy maintenance checks. repaired or replaced. The
familiarisation with the
also played ATA 25 Equipment & report details which areas can
departments and
important processes. Furnishings usually be inspected prior to the
supporting roles. A third and final represents the highest parts HMV, enabling planning of the
planning meeting took consumption category majority of ATA 25 parts
place between (typically about one third of requirements.
SR Technics, Sabena the proprietary parts
BRU and Airbus Industrie in
Brussels on
17th September.
The purpose was to
coordinate applicable SBs
for Sabena, materiel kit
planning lead times,
shipping details,
locations and
destinations.

OCT A330 CHECK START

From the third

meeting an updated SB
tracking list was produced. This summarised
details of all SBs for embodiment, including
shipping dates, purchase-order numbers,
kit numbers, etc.

26 FAST / NUMBER 24 FAST / NUMBER 24 27

p 16 / 32 1/06/99 9:08 Page 28

Job-cards for the maintenance check

Percentage of proprietary parts consumption min max were produced from Airbus Industrie
documentation on CD -ROM (modified
in line with Sabenas maintenance
schedule) by SR Technics own
50 Information Technology system.
Prior to the HMV check, on arrival at
40 Zurich the aircraft underwent a pre-
acceptance check. A general aircraft in-
30 spection and wet fuel leak check were
performed in order to ensure that the
20 aircrafts condition was such that the
maintenance provider accepted that all
10 work could be completed within the
contractually agreed time frame.
In support of the first HMV Airbus
21 25 27 29 32 52 53 54 57 Others Industrie dispatched an on-site materiel
support representative to Zurich, from
ATA Chapters the Materiel Support Centre. His role
was to provide assistance regarding
mod-kit and spares availability, locat-
Shown is an example of The wide variation ing parts, organising shipping and de-
annual proprietary parts between the maximum livery, dealing with any unscheduled
consumption by ATA and minimum is partially spares requirements and any other
chapter based on a due to unscheduled spares related inquiries SR Technics
sample of over 30 maintenance staff may have had.
Airbus aircraft. The requirements and During the last week and critical
chart shows the underlines the difficulty stages of the check the Customer Order
maximum and minimum of planning. Desk will give priority status to re-
percentage contribution ceived orders, providing status reports
by part number of each on orders via direct contact with the
ATA chapter over a customer. Support from kit manufactur-
seven year consumption ers and Airbus suppliers, to complete
period. revised kits and produce and deliver
these kits on time, is also crucial.

CONCLUSION

Although every effort was made to

ensure smooth trouble-free comple-
tion of the first A330 HMV, difficul-
ties arose which could not be fore-
seen or pre-planned. However,
learning curve benefits and experi-
ence reduced man hour consumption
on the second an third checks. In ad-
dition, the master maintenance plan-
ning schedule was revised to reflect
new targets for task start and comple-
tion dates. Further efficiency im-
provements in materiel support were
realised with on-site representatives
from Sabena and Airbus suppliers.
Swissair, Sabena and Austrian
Airlines closely cooperated on joint
specification of their own A330 air-
craft (a combined fleet of 25 new
A330 production aircraft) to achieve
a standardised aircraft, with only mi-
nor differences, limited mainly to
cabin interior. As a result A330
maintenance and materiel support is
simplified, with each partner sharing
facilities and developing centres of
excellence on component repair. n

28 FAST / NUMBER 24 29 FAST

FAST // NUMBER
NUMBER 24
24 FAST / NUMBER 24 29
29
p 16 / 32 1/06/99 9:09 Page 30

RESIDENT CUSTOMER
SUPPORT REPRESENTATION
USA / CANADA
Thierry van der Heyden, Vice President Customer Services
Telephone: +1 .703. 834 3484 / Telefax:+1 .703. 834 3464
CHINA
Emmanuel Peraud, Director Customer Services
Telephone: +86 .10. 6456 7720 / Telefax: +86 .10. 6456 76942 /3 /4
REST OF THE WORLD
Mohamed El-Borai, Vice President Customer Support Services Division
Telephone: +33 (0) 5 61 93 35 04 / Telefax:+33 (0) 5 61 93 41 01
GENERAL ADMINISTRATION
Philippe Bordes, Director of Resident Customer Representation Administration
Telephone: +33 (0) 5 61 93 31 02 / Telefax:+33 (0) 5 61 93 49 64

LOCATION COUNTRY TELEPHONE TELEFAX

ABU DHABI United Arab Emirates 971 (2) 706 7702 971 (2) 757 097
AMMAN Jordan 962 (6) 445 1284 962 (6) 445 1195
ATHENS Greece 30 (1) 981 8581 30 (1) 983 2479
BANGKOK Thailand 66 (2) 531 0076 66 (2) 531 1940
BEIJING Peoples Rep. of China 86 (10) 6457 2688 86 (10) 6457 0503
BEIRUT Lebanon 961 (1) 601 300 961 (1) 601 200
BERLIN Germany 49 (30) 887 55 245 49 (30) 887 55 248
BOGOTA Columbia 57 (1) 414 8095/96 57 (1) 414 8094
BRUSSELS Belgium 32 (2) 723 4824/25/26 32 (2) 723 4823
BUENOS AIRES Argentina 54 (1) 480 9408 54 (1) 480 9408
CAIRO Egypt 20 (2) 418 3687 20 (2) 418 3707
CARACAS Venezuela 58 (3) 155 2210 58 (3) 155 2210
CHARLOTTE USA (North Carolina) 1 (704) 359 8507 1 (704) 359 8573 LOCATION COUNTRY TELEPHONE TELEFAX
CHENGDU Peoples Rep. of China 86 (28) 570 3851 86 (28) 521 6511 MONTREAL Canada 1 (514) 422 6320 1 (514) 422 6310
CHICAGO USA (Illinois) 1 (773) 601 4602 1 (773) 601 2406 MOSCOW Russia 7 (095) 753 8061 7 (095) 753 8006
COLOMBO Sri Lanka 94 73 2197 / 2199 94 (1) 253 893 MUMBAI India 91 (22) 618 3273 91 (22) 611 3691
DAKAR Senegal 221 8201 615 221 8201 148 91 (22) 611 7147 91 (22) 611 7122
DHAKA Bangladesh 880 (2) 896129 880 (2) 896130 NAIROBI Kenya 254 (2) 822 763 254 (2) 822 763
DAMASCUS Syria 963 (11) 224 9325 963 (11) 224 9162 NANJING Peoples Rep. of China 86 (25) 248 1030/32 86 (25) 248 1031
DELHI India 91 (11) 565 2033 91 (11) 565 2541 NEW YORK USA (New York) 1 (718) 656 0700 1 (718) 656 8635
DERBY England 44 (1332) 852 898 44 (1332) 852 967 NUREMBERG Germany 49 (911) 365 68219 49 (911) 365 68218
DETROIT USA (Michigan) 1 (734) 247 5090 1 (734) 247 5087 PARIS (CDG) France 33 (0)1 48 62 08 82 / 87 33 (0)1 48 62 08 99
DUBAI United Arab Emirates 971 (4) 2085 630/31/32 971 (4) 244806 PARIS (ORY) France 33 (0)1 49 78 02 88 33 (0)1 49 78 01 85
DUBLIN Ireland 353 (1) 705 2294 353 (1) 705 3803 PHILADELPHIA USA (Pennsylvania) 1 (610) 362 4096 1 (610) 362 4097
DULUTH USA (Minnesota) 1 (218) 733 5077 1 (218) 733 5082 PHOENIX USA (Arizona) 1 (602) 693 7445 1 (602) 693 7444
DUSSELDORF Germany 49 (211) 9418 687 49 (211) 9418 035 PITTSBURG USA (Pennsylvania) 1 (412) 472 6420 1 (412) 472 1052
FRANKFURT Germany 49 (69) 696 3947 49 (69) 696 4699 PUSAN South Korea 82 (51) 971 6977 82 (51) 971 4106
FUZHOU Peoples Rep. of China 86 (591) 801 4401 86 (591) 801 3851 RALEIGH USA (North Carolina) 1 (919) 840 4712 1 (919) 840 4313
GUANGZHOU Peoples Rep. of China 86 (20) 8612 8813 86 (20) 8612 8809 ROME Italy 39 (6) 6501 0564 39 (6) 652 9077
GUATEMALA CITY Guatemala 502 (3) 318 222 502 (3) 317 412 SANA Yemen 967 (1) 344 439 967 (1) 344 439
GUAYAQUIL Ecuador 593 (9) 744 734 593 (4) 290 432 SAN FRANCISCO USA (California) 1 (650) 6344375/76/79 1 (650) 6344378
HANGHZOU Peoples Rep. of China 86 (571) 514 5876 86 (571) 514 5916 SAN JOSE Costa Rica 506 4417 223 506 4412 228
HANOI Vietnam 84 (4) 8731 613 84 (4) 8731 612 SAN SALVADOR El Salvador 503 339 9335 503 339 9323
HELSINKI Finland 358 (9) 818 6047 358 (9) 818 6797 SAO PAULO Brazil 55 (11) 644 54 364 55 (11) 644 54 363
HONG KONG Peoples Rep. of China 852 2747 8449 852 2352 5957 SEOUL South Korea 82 (2) 665 4417 82 (2) 664 3219
INDIANAPOLIS USA (Indiana) 1 (317) 7573119 1 (317) 7573158 SHANGHAI Peoples Rep. of China 86 (21) 6268 4122 86 (21) 6268 6671
ISTANBUL Turkey 90 (212) 574 0907 90 (212) 573 5521 SHANNON Ireland 353 (1) 705 2084 353 (1) 705 2085
JAKARTA Indonesia 62 (21) 550 1993 62 (21) 550 1943 SHENYANG Peoples Rep. of China 86 (24) 8939 2699 86 (24) 2272 5177
JOHANNESBURG South Africa 27 (11) 978 3193 27 (11) 978 3190 SHENZHEN Peoples Rep. of China 86 (755) 777 0690 86 (755) 777 0689
KARACHI Pakistan 92 (21) 457 0604 92 (21) 457 0604 SINGAPORE Singapore 65 5455 027 65 5425 380
KINGSTON Jamaica 1876 924 8057 1876 924 8154 TAIPEI Taiwan 886 (2) 25 450 424 886 (2) 25 450 438
KUALA LUMPUR Malaysia 60 (3) 746 7352 60 (3) 746 2230 886 (3) 38 34 410 886 (3) 38 34 718
KUWAIT Kuwait 965 474 2193 965 434 2567 TAMPA USA (Florida) 1 (813) 396 4758 1 (813) 396 3163
LANZHOU Peoples Rep. of China 86 (931) 8791050 86 (931) 8969473 TASHKENT Uzbekistan 7 (371) 254 8552 7 (371) 240 7049
LARNACA Cyprus 357 (4) 643 181 357 (4) 643 185 TEHRAN Iran 98 (21) 603 5647 98 (21) 603 5647
LISBON Portugal 351 (1) 840 7032 351 (1) 847 4444 TOKYO (HND) Japan 81 (3) 5756 5081 81 (3) 5756 5084
LONDON (LHR) England 44 (181) 751 5431 44 (181) 751 2844 81 (3) 5756 8770 81 (3) 5756 8772
LUTON England 44 (1582) 39 8706 44 (1582) 70 6173 TORONTO Canada 1 (905) 677 8874 1 (905) 677 1090
MACAO Macao 853 898 4023 853 898 4024 TULSA USA (Oklahoma) 1 (918) 292 3227 1 (918) 292 2581
MADRID Spain 34 (1) 329 1447 34 (1) 329 0708 TUNIS Tunisia 216 (1) 750 639 216 (1) 750 855
MANCHESTER England 44 (161) 489 3155 44 (161) 489 3240 ULAN BATOR Mongolia 976 (1) 379 930 976 (1) 379 930
MANILA Philippines 63 (2) 831 5444 63 (2) 831 0834 VANCOUVER Canada 1 (604) 231 6965 1 (604) 231 6917
MAURITIUS Mauritius 230 637 8542 230 637 3882 VIENNA Austria 43 (1) 7007 3688 43 (1) 7007 3235
MEDELIN Columbia 57 (4) 5361027 57 (4) 5361024 WINNIPEG Canada 1 (204) 985 5908 1 (204) 837 2489
MELBOURNE Australia 61 (3) 9338 2038 61 (3) 9338 0281 XIAN Peoples Rep. of China 86 (29) 870 7651 86 (29) 870 7255
MEMPHIS USA (Tennessee) 1 (901) 224 4842 1 (901) 224 5018 YAKUTSK Russia 7 (411) 242 0165 7 (411) 242 0165
MEXICO CITY Mexico 52 (5) 784 3874 52 (5) 785 5195 YEREVAN Armenia 374 (2) 593 415 374 (2) 151 393
MIAMI USA (Florida) 1 (305) 871 1441 1 (305) 871 2322 ZAGREB Croatia 385 (1) 456 2536 385 (1) 456 2537
MINNEAPOLIS USA (Minnesota) 1 (612) 726 0431 1 (612) 726 0414 ZURICH Switzerland 41 (1) 812 7727 41 (1) 810 2383

30 FAST / NUMBER 24 FAST / NUMBER 24 31

p 16 / 32 1/06/99 9:10 Page 32

ARTICLES IN PREVIOUS ISSUES

AAdvanced technology and the pilot
Aerodynamic deterioration. Getting hands-on experience
Ageing - The electrical connection
14
21
14
Feb. 1993
May 1997
Feb. 1993
Ageing - The electrical connection Part 2 18 June 1995
Ageing aircraft. Understanding 11 Jan. 1991
AIDS installed on South African Airways Airbus A300 2 1984
AIM-FANS wins growing number of orders 22 Mar. 1998
Airbus air-transportable hangar 15 Sep. 1993
Airworthiness Directives. Improving 15 Sep. 1993
Auto-flight architecture and equipment 1 1983
A300-600/A310. Digital Avionics workshop - Whats new 9 July 1988

BBatteries - Control and maintenance

Braking management
Braking management. Some additional facts
7
2
1
Jan. 1987
1983
1984

CCabin air comfort

Cabin air quality. Only the best
Cabin steps for Malaysian Airlines System A300
19
20
6
Mar. 1996
Dec. 1996
Nov. 1985
Carbon brakes 7 Jan. 1987
Cargo door warning system. Bulk 1 1984
Cargo loading - Retrofitable semi-automatic system for A300 2 1984
Cathode ray tubes - Their effects on maintenance practices 7 Jan. 1987
Central maintenance system on A330/A340 16 Apr. 1994
Central maintenance system on A330/A340
Option package to simplify maintenance 21 May 1997
Centre of gravity control system on A310-300. Refinement of 12 Feb. 1991
Cold weather tests 9 July 1988
Commonality 14 Feb. 1993
Composite materials 8 July 1987
Computer software in Aircraft 11 Jan. 1991
Condensation and smoke warnings. A330/A340 cargo bay 21 May 1997
Conferences:
ETOPS 16 Apr. 1994
A320/A321 Flight Operations 19 Mar. 1996
2nd A330/A340 Technical Symposium 20 Dec. 1996
4th Training symposium 20 Dec. 1996
4th Materiel Symposium 21 May 1997
A320 Family Technical Symposium in SFO 22 Mar. 1998
A330/A340 Technical Symposium on KUL 23 Oct. 1998
10th Operations and Performance Conference 23 Oct. 1998
Containerisation on A320 and A321. Advantages of 12 Sept. 1991
Convertible in action 1 1983
Corrosion - A natural phenomenon 2 1983

DDispatch reliability
Part 2
Part 3
6
7
8
Nov. 1985
Jan. 1987
July 1987
Drag reduction 13 Aug. 1992

EEGT margin on A300/CF6-50C2

Electrical wiring installation Working practices
Engine bleed air system on A300-600 and A310
9
15
10
July 1988
Sep. 1993
July 1990
Environment protection. Combining with windshield rain protection 23 Oct. 1998
ETOPS for the A330. Accelerated 16 April 1994
ETOPS conference 16 April 1994

FFatigue testing. A320 full scale

FFCC retrofit ?
FFCC retrofit concept
10
1
2
July 1990
1983
1983
Fire resistance. Superior 1 1984
Flap system. Developments on the A300 9 July 1988
Flight control system 5 May 1985
Flight control system.
Evolution of hydro-mechanical components in 10 July 1990
Flora and fauna. Flying 20 Dec. 1996
Fly-by-Wire. Performance analysis of 9 July 1988
Fly-by-wire at a glance. A pilots first view 20 Dec. 1996
Fuel conservation:
Part 1 - Consequence of aerodynamic deterioration 1 1983
Part 2 - Consequence of aerodynamic deterioration 2 1983
Part 3 - Ground operations 1 1984
Part 4 - Take-off and flight operations 2 1984
Part 5 - Descent and landing operations 5 May 1985
Fuel system A330/A340 14 Feb. 1993
Fuel system and centre of gravity control A310-300 7 Jan. 1987
Fuel tank. Auxiliary 1 1984
Fuel system. Detecting leaks using helium 22 Mar. 1998
FQI probes - Reprofiled fuel quantity capacitance probes
for improved A300 FQI accuracy 2 1984
FQI system installed on the A300-600 and A310 5 May 1985

HHot. Is your aircraft too

Hydraulic system - Working practices
Hydraulic system - Preventing leaks
18
13
22
June 1995
Aug. 1992
Mar. 1998

32
FAST / NUMBER 24
Cover / backcover/p 33 NEW 1/06/99 9:21 Page 4

J Ice accretion. Understanding the process of

IDG servicing on A310 and A300-600. Improved
Inspection. Infrared thermography for in-service
16
8
18
Apr. 1994
July 1987
June 1995
Interferences. Electromagnetic 5 May 1985
Interferences. Electromagnetic 7 Jan. 1987

JAR-OPS. Implementing with Airbus ops. Documentation 22 Mar. 1998

JT9D-7R4. Lower operating costs for the thrust reverser system 11 Jan. 1991
JT9D-7R4. Rigging for enhanced durability 8 July 1987

L Lateral trimming
Lightening strikes and Airbus fly-by-wire aircraft
Lufthansa A300B4
6
22
1
Nov. 1985
Mar. 1998
1984

M Maintenance. Ten years experience with Air France A300

Maintenance Planning Data Support
Maintenance programme development
2
12
10
1983
Sept. 1991
July 1990
Maintenance and repair - Do you need help? 10 July 1990
Material provisioning for heavy maintenance. Are you ready? 11 Jan. 1991
Mercury attacks. When 19 Mar. 1996
Mini side stick controller 2 1983
Minimum crew cockpit certification 1 1984

N New home for Airbus Product Support 16 April 1994

O On-line maintenance of A320 electronic systems - A true revolution

Operation in areas contaminated by crude oil smoke
Operations on short runways. A300
8
12
2
July 1987
Feb. 1991
1984
Operational reliability performance 13 Aug. 1992
Operational reliability improvement programme -
Spurious smoke warnings on A300 and A310 10 July 1990
Oxygen supply. Planning adequate 15 Sept. 1993

P Paint systems. Maintenance of aircraft

Paint scheme. Choosing an external
Performance on wet or contaminated runways
19
18
9
Mar. 1996
June 1995
July 1988
Performance as planned. A340 19 Mar. 1996
Pilot guard systems 19 Mar. 1996
Pitch damper improvements 1 1983
PW4000 Fadec, improved operational reliability 15 Sept. 1993

R Ramp handling. A330/A340

Regulatory climate. The international
Rigging for enhanced durability - Ring laser gyro
16
22
2
April 1994
Mar. 1998
1984
Rudder trim control. A310/A300-600 15 Sept. 1993

S Service Bulletin computerisation. Airbus

Service Bulletin reporting.
Tech. Pubs. which reflect the configuration of your aircraft
13

23
Aug. 1992

Oct. 1998
Simplified English 7 Jan. 1987
Spares costs. The path to lower 23 Oct. 1998
Spare parts: Cost benefit management 21 May 1997
Spare parts. Frankfurt store expanding our service 21 May 1997
Spare parts. Material provisioning for heavy maintenance.
Are you ready? 11 Jan. 1991
Spares Center. Airbus Service Co. Inc. 12 Sept. 1991
Suppliers Conference 12 Sept. 1991
Sustained operations in hot weather 6 Nov. 1985
Symposium. Materials 13 Aug. 1992
Symposium. A300/A310/A300-600 Technical 13 Aug. 1992
Symposium. A320 Technical 12 Sept. 1991

T TCAS II
Technical publications combined index
Trent - Reliability by design
12
18
14
Sept. 1991
June 1995
Feb 1993
Training. State-of-the-art 19 Mar. 1996
Training philosophy for protected aircraft in emergency situations 23 Oct. 1998
Trouble Shooting - The impact of modern data recording
and monitoring systems. Improved... 11 Jan. 1991
Turbulence. Flight in severe 18 June 1995
Tyre servicing with nitrogen 9 July 1988

U Upset training. Aerodynamic principles of Large airplane upsets Special June 1998

V Vasp. Innovative
Vibration on A320 Family. Avoiding elevator
6
23
Nov. 1985
Oct. 1998

W Weight and balance system

Windshear
Wing of the A310. The modern
6
6
5
Nov. 1985
Nov. 1985
May 1985

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