JUL Y 2005 FLIGHT AIRWORTHINESS SUPPORT TECHNOLOGY · 2005-04-13 · Our vision for the EFB (Electronic Flight Bag) and its sup-port, how to deal with Required Navigation Performance

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

Publisher: Bruno PiquetEditor: Kenneth Johnson

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Photographs by Airbus France: Jean Jodar (page 5) exm company: Hervé Bérenger, Hervé Goussé and Philippe Masclet

Airbus Customer Services

© AIRBUS S.A.S. 2005. All rights reservedNo other intellectual property rights are granted by the delivery of this Magazine than the right

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AFFC - Auto Fuel Feed ControllerUpgrading your Airbus fleet for additionalmaintainabilityDaniel Percy

Low fuel temperaturesBasics, principles of operations and a new softwaretool for predictionsLars Kornstaedt

AACT - Airbus Active learning andCompetence focused TrainingA new approach to maintenance trainingChristèle Bertrand

T2CAS - Terrain and Traffic CollisionAvoidance SystemUpgrading your aircraft by combiningTCAS and TAWS in one unitChristine Vigier

A new concept for Service Bulletins Addressing airline expectations forService BulletinsAnnick Pedron

RFID - Radio Frequency IDentification Supporting the aircraft supply chainAndreas Teufel

Customer ServicesAround the clock... Around the world

A double-decker of fifty years ago…….

Cover: Low fuel temperature country

Just happened

PERFORMANCE AND OPERATIONS CONFERENCEIN BANGKOK, THAILAND, 4 - 8 APRILOur vision for the EFB (Electronic Flight Bag) and its sup-port, how to deal with Required Navigation Performanceand the way to fly RNAV approaches were announced anddiscussed at this symposium. Other topics included: ourlegacy document project, the first A380 Flight CrewOperating Manual delivery, the A350 status, our vision onCNS/ATM (Communication Navigation Surveillance/AirTraffic Management), our concept and new tools for oper-ational cost management and our vision of safety relatedequipment that will be fitted on our future aircraft. 300 flight operations specialists from 86 airlines and about50 representatives from 19 vendors, associations andauthorities participated in this very well appreciated event.

TECHNICAL DATA SUPPORT & SERVICESSYMPOSIUM IN ATHENS, GREECE, 25-29 APRILThe modular concept of our advanced consultation tool'AirN@v' was announced at this symposium. The conceptwill give seamless one-stop-access to aircraft documenta-tion and significant gains in efficiency. It will also supportour move to delivering 'Service-Oriented Data' in the com-ing years. There will be no rupture in the use of standardsand delivery of data, as this will be totally transparent totechnical data end-users. It was also announced that in linewith Airbus' policy of applying new technology applica-tions for existing aircraft programmes, Airbus has launchedAirN@v for all A310 and A300-600 fleet customers. The symposium was much appreciated and customers fullyendorsed Airbus migration from outdated media to full dig-ital data application.

A320 FAMILY SYMPOSIUMIN RHODES, GREECE, 23 -27 MAYThis had a record participation of 345: 167 from 91 airlines,47 from 16 vendors and representatives of the MaintenanceRepair and Overhaul Network. Evaluation forms gave avery high satisfaction level and, overall, we saw customerssatisfied with A320 Family performance. The symposium gave an opportunity to exchange views andallowed Airbus to optimize its focus on operators' mainissues. Customers acknowledged our improvements oftheir main concerns with projects such as Forum forAirlines Issues Resolution (FAIR), New Service BulletinConcept, maintenance costs, Time To Get a Fix and alsoappreciated demonstrations of the latest A320 Familyenhancements and the ongoing product evolution.

Coming soon

A300/A310 FAMILY TECHNICAL SYMPOSIUMIN LISBON, PORTUGAL, 14 -18 NOVEMBERPreparation for this technical symposium is already inprogress. There will be presentations on actual in-serviceissues affecting the A300/A310 Family programme as wellas subjects of more general interest. For information, contact your local resident customer sup-port manager. Agenda and participation forms will be sentout in September.

HUMAN FACTORS SYMPOSIUM IN MADRID, SPAIN, 22 - 24 NOVEMBERAirbus will continue the dialogue with its operators at thissymposium, discussing human factors aspects with practi-cal and operational perspectives on:• Flight operations (environmental, safety, pure ops

e.g. procedures, philisophy, systems) • Maintenance (safety, CRM, organization, procedures,

manuals) • Cabin operations (safety, CRM, organization,

procedures, mass travel, medical aspects) • Training (to flight operations, maintenance,

cabin operations, to human factors) • ATC (environmental, safety, pure operations

e.g. procedures, philisophy, systems)

Customer Servicesevents

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AFFC - UPGRADING YOUR AIRBUS FLEET FOR ADDITIONAL MAINTAINABILITY

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AFFCAuto Fuel Feed Controller

Upgrading your Airbus fleet for additional maintainability

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Daniel PercyAirbus Customer Services

Fuel Systems EngineerCustomer Services Engineering

The Auto FuelFeed Controller

Replacing all the relays of the cur-rent system, except for six essentialfor supply of power to the pumps,the AFFC is a line replaceable digital computer. It controls theinner and center fuel tank boostpumps, and the water scavengepumps. As with the current system,the outer tank pumps are controlledindependently of the AFFC.

In order to provide automatic con-trol, the AFFC takes inputs fromthe aircraft power circuits, flightdeck push button switches and therefuel panel. System inputs alsocome from the inner and centertank level sensors, the fuel quanti-ty computer and pump feedbacksignals.

The AFFC has been designed tointerface with the existing aircraftsignals, and does not require anychanges to the flight crew interfacefor its operation. When crew selectauto-mode on the overhead fuelpanel, the AFFC will operate toautomatically control the fuel feed.

Improved systemmaintainabilitythrough addedfunctionalityThe AFFC brings added function-ality to the fuel feed system inorder to greatly reduce trou-bleshooting workload. It achievesthis by both reducing the numberof autofeed faults seen on the air-craft and by providing efficienttroubleshooting tools.

The amount of logic the currentautofeed system can apply to themonitored system inputs is limitedby the number of relays.Experience with the current systemhas shown that a number of indi-cated autofeed faults could be pre-vented by having additional logicwithin the system to take account

of transient aircraft conditions.Airbus and Goodrich Fuel andUtility Systems have thereforeincorporated additional andimproved logic within the AFFCssoftware. The result is a reductionin the number of indicated auto-feed failures, and a subsequentdecrease in maintenance workload.

When genuine autofeed systemfailures are indicated, the AFFCsBITE (Built In Test Equipment)function provides vastly improvedassistance to maintenance crewsto troubleshoot the fault. TheAFFCs BITE has two levels of status indication, one for linemaintenance and one for basemaintenance personnel.

At line maintenance level, LEDs(Light Emitting Diodes) on thefront panel of the AFFC providefault codes, which indicate the sta-tus of the autofeed system, bothinternally and externally to theAFFC. The codes can be easilyread from the AFFC and cross-checked with troubleshooting doc-umentation to identify which com-ponents should be targeted bymaintenance crews. This allows forrapid troubleshooting and helpsdispatch of the aircraft. At the basemaintenance level, an ARINC429transmitter can be interrogated inorder to provide system data for thepast 20 flights. This transmitter canalso be interrogated to obtain thecurrent status of all discrete AFFCinputs and outputs.

Both the BITE and the ARINC429transmitter are autofeed systemimprovements, enabling troubleshooting that is not feasible withthe current system.

AFFC installation

It is possible to install the AFFC onall A300-600 and A310 aircrafttypes, which do not already have itselected as an option. The installa-tion is completed in two stages:Provisioning and installation. Bothof these stages are covered

AFFC location

TS codes

On Airbus A310 and A300-600 aircraft types, sup-ply of fuel to the engines is maintained by an auto-matic system, which controls the center and innertank fuel pumps and the water scavenge pumps.The current system was conceived before wide-spread introduction of digital technology and con-sists of up to 30 fault and control relays, which arelocated in different avionics panels. The systemarchitecture and implementation necessitates agood level of system knowledge to troubleshoot.Also, as the relays age with the aircraft, their reli-ability can decrease. These factors can increasethe need and the time required for troubleshootingthe system.

Recognising these factors, Airbus and GoodrichFuel and Utility Systems joined forces to reviewthe system and recently introduced an updatedauto-feed system, which takes advantage of devel-opments in digital computer technology.

The new Auto Fuel Feed Controller (AFFC) hasbeen designed to dramatically improve maintain-ability and to augment the already high systemreliability. In addition, the opportunity has beentaken to introduce system operation improve-ments through the software control logic.

Photo courtesy of Air Hongkong

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Troubleshooting of faults on relay based automated aircraft systems requiresa good level of system knowledge andgenerally needs longer time periods when compared to the functionalityprovided by the BITE of digital systems.For A300-600 and A310 aircraft autofeedsystem relays that are ageing and may beexperiencing an increase in unscheduledmaintenance, the AFFC offers theopportunity to enhance fleet reliability andlimit the risk of dispatch delays.

The AFFC has been in operation with two operators since early 2005 and hasaccumulated over 3200 flight hours so farwithout any faults reported on theautofeed system. The system is availableand the standard SBs can be ordered byany operator wishing to embody themodification.

CONTACT DETAILS

Daniel PercyAirbus Customer ServicesFuel Systems EngineerCustomer Services Engineering Tel: +33 (0)5 62 11 76 33Fax: +33 (0)5 61 93 32 [email protected]

Conclusion

by Service Bulletins (SBs), whichare already available from Airbus.

During the provisioning a newwiring harness is installed in theforward avionics bay between theAFFC and the relays, which are tobe replaced. A mounting cage isalso installed in the avionics baybetween frames 12 and 12A. Thesemodifications have already beencompleted prior to delivery on air-craft from MSN 859 onwards.

The installation stage reconfiguresthe aircraft wiring to connect theprovisioned harness to the fuel sys-tem electronics and then removethe current relays. Once this iscompleted, the AFFC is installed inthe mounting cage, and the harnessplugged in to the AFFCs connec-tors to complete the new system.Finally, some cleanup work is com-pleted in order to remove cablesmade redundant by installation ofthe AFFC.

Pumps control

Cockpit lamps & ECAM

Water scavenge control

Maintenance transmitter

28V DC aircraft power

Push button switches

Tank level sensors

Fuel quantity computer

Refuel panel

Pump feedback signals

Pin programming

Auto Fuel Feed Controller inputs and outputs

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LOW FUEL TEMPERATURES - BASICS, PRINCIPLES OF OPERATIONS AND A NEW SOFTWARE TOOL FOR OPERATIONAL PREDICTIONS

Lars KornstaedtAirbus Customer Services

Group Manager A380 PerformanceFlight Operations Support and Services

With the operation of the very long rangeA340-500 and -600 on polar routings, theexposure of Airbus aircraft to low fuel temper-ature issues has increased. This article summa-rizes some basics regarding the minimum fueltemperature that can be tolerated, reviews theprinciples of the FUEL LO TEMP procedures

on the Electronic Centralized Aircraft Monitor(ECAM) and in Flight Crew OperatingManual (FCOM) 3.02.28 and describes newsoftware now available to operators to predictfuel temperatures for a given flight at the timeof dispatch.

Low fueltemperaturesBasics, principles of operationsand a new software tool for operational predictions

Low fueltemperaturesBasics, principles of operationsand a new software tool for operational predictions

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tanks. JetA1 can be considered ashaving unaltered freezing character-istics up to a content of 10% ofJetA, above that fraction resultsbecome unpredictable and the fuelfreezing point should be consideredto be that of JetA fuel.

ACTUAL FUEL FREEZING POINT

When known, the actual fuel freez-ing point of the fuel carriedonboard the aircraft may beretained as a criterion for cold fuelmanagement in flight, if a monitor-ing process, including mainte-nance, dispatch, and crew proce-dures, has been set up in a way thatis acceptable to local authorities.The process involves the retrievalof samples from the tanks throughthe drain holes after the refueling iscompleted. These are then putthrough jet fuel quality analysers,results can be radioed to the crew ifnot available before takeoff. Basedon a fuel freezing point measure-ment survey conducted by a com-pany involved in research in coldtemperature behaviour of petrole-um products at major US airports, atypical benefit of at least 3°C andup to 18°C can be expected fromthe implementation of such a mon-itoring process.

MINIMUM INLET TEMPERATURE

Engines have an oil cooling systemat their inlet, which uses the arrivingfuel as a heat sink, thus warming it.Various system architectures andhardware leads to a varying specifi-cation of the minimum temperaturethat a given engine type can copewith. The minimum temperature is expressed as a margin versus fuel freezing point - the minimum

engine inlet temperature is the actu-al fuel freezing point with the man-ufacturers margin added to it (seeright-hand table).

FUEL HEAT MANAGEMENT SYSTEMLIMITATION

During flight, the fuel temperaturequickly drops below the freezingpoint of water, of which a certainproportion is always contained inaviation fuels. This water can thenform ice crystals, which could trav-el to the engine inlet filters andclog them. To avoid this, the fuel iswarmed in the oil cooling system.For some engine types, a minimumfuel temperature below which take-off and/or flight is not permittedtherefore results from the enginecapability to warm up a water-satu-rated fuel flow, unless an anti-iceadditive is used.

OperationalproceduresGROUND PROCEDURES

Special attention should be paid tothe fuel contained in the outer tanksbefore a flight through forecast coldatmosphere is commenced. Thesetanks may remain completely orpartially filled with the cold reservefuel from the previous flight. This may have an unrelated, butundesirable, effect of leading towing surface icing after landing in ahumid environment. More impor-tantly, if partially filled, it may leadto high-proportion mixtures of dif-ferent fuel types. Both can be avoid-ed by performing a manual transferof the outer tank fuel inboard dur-ing the taxi-in. If the outer tanksremain full with fuel of a lower


Minimum allowed fueltemperature

Operating the aircraft within thecertified environmental envelope isnot sufficient to prevent issueswith cold fuel. Indeed, safe engineoperation leads to two engine-spe-cific limitations: the minimuminlet temperature and the fuel heatmanagement system limitation.More information on fuel charac-teristics is given in the ‘Getting to Grips with Cold WeatherOperations’ brochure availablefrom Airbus.

FUEL FREEZING POINT

The fuel characteristic that bestdescribes the lower limit in tem-perature for use in aircraft opera-tions is not actually the fuel freez-ing point, but the pumpabilitylimit. This limit is very close to thepour point, a temperature at whichthe fuel, cooled without stirring,will only just still pour from astandard glass cylinder. However,since the pour point is difficult todetermine accurately, the fuelfreezing point continues to be usedas a reference for low-temperaturecharacteristics.

Fuel is a mixture of different hydro-carbons that do not all solidify at thesame temperature. When fuel iscooled, an increasing proportion ofwax crystals form in the fuel. Thewax crystals can block fuel linesand filters, thus causing engineinstability, power loss and eventual-ly flameout, and their formationshould therefore be avoided.

The fuel freezing point is common-ly measured with the ASTM auto-mated optical test method D5901-03. ASTM International is an orga-nization which develops standards,amongst which are the fuel freez-ing point tests. This test method isbased on the observation of waxcrystals completely disappearingfrom a warmed fuel sample thatwas previously frozen. The methodis used widely except for Russianand other Eastern-European fuels,for which the GOST (Russian statestandard) method gives the temper-ature at which solid particles firstappear during the cooling process.The ASTM method thereforeaffords higher margins.

The specification fuel freezingpoint depends directly on the levelof distillation aimed for in its pro-duction. The higher the distillationgrade, the lower the yield of fuelfrom the crude oil. Fuel of differentspecifications is found in differentparts of the world, each with a dif-ferent specification fuel freezingpoint. The main focus is on JetA1,primarily available everywhereexcept the United States ofAmerica, and on JetA, which isused there (see left-hand table).

FUEL MIXTURES

When flying between areas wheredifferent fuel types are available,mixtures of fuel with different spec-ification fuel freezing points willoccur in the tanks. Experimentalevidence has shown that fuel mix-tures do not behave as ideal fluidsand that the resulting fuel freezingpoint is commonly adversely affect-ed. Airbus recommends avoidingmixtures in the outer, most exposedJetA -40°C

JP5 -46°C

JetA1/JP8 -47°C

RT/TS-1 -50°C

JetB -50°C

TH -53°C

JP4 -58°C

Fuel freezing point

Minimum inlet temperature

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LOW FUEL TEMPERATURES - BASICS, PRINCIPLES OF OPERATIONS AND A NEW SOFTWARE TOOL FOR OPERATIONAL PREDICTIONSLOW FUEL TEMPERATURES - BASICS, PRINCIPLES OF OPERATIONS AND A NEW SOFTWARE TOOL FOR OPERATIONAL PREDICTIONS

freezing temperature than fuel local-ly available, it may be advantageousto keep that fuel there, since experi-ence shows that a higher initial fueltemperature only has a delayingeffect on the cooling process, butusually does not affect the minimumtemperature observed in-flight. Thebenefit of the lower freezing pointprevails in such a case.

IN-FLIGHT PROCEDURES

On aircraft equipped with a fueltemperature measurement system,an ECAM warning is triggeredwhen the fuel temperature dropsbelow the minimum acceptable tem-perature in that tank. The minimumacceptable temperature is not thesame for all tanks. The temperaturein the feed tanks (typically, but notexclusively, the inner tanks) may notdrop below the minimum acceptabletemperature limited by the engineinlet and the heat management sys-tem limitation, while the fuel in theremaining tanks may be allowed toreach the freezing point. The ECAMwarnings are calibrated to the spe-cification values of JetA and JetA1 fuel and request manual fueltransfers. The crew may delay theapplication of the procedures appro-priately, if the actual fuel freezingpoint of the fuel carried is known.

The figure ‘tank transfer schemat-ic’ shows an example for the A340-500 and -600, the FCOM3.02.28 FUEL LO TEMP proce-dures request manual transfers:• From outers to inners, when

the fuel freezing point isreached in the outers

• Forward from the trim tank,when the fuel freezing point is reached in the trim tank

• From center to inner, when the minimum acceptabletemperature is reached in the inners

TAT INCREASE

In addition to manual transfers, theprocedure also recommends toincrease the TAT (Total AirTemperature), which is the temper-ature measured on the structure ofthe aircraft. The TAT is derivedfrom the outside or Static AirTemperature (SAT) and depends onthe Mach (Ma) number:

TAT = SAT x (1 + 0.2 x Ma2)

There are two means of increasingthe TAT: increasing speed toincrease aerodynamic warming,and reducing altitude to fly inwarmer air. The TAT formula high-lights that speed increase only has amarginal effect, while the exchangerate SAT to TAT is one to one.

To give an impression of the effectin time, both means are shown inseparate variations from a basicscenario, which considers anA340-600 taking off at MaximumTake Off Weight (MTOW) flyingfrom the US East Coast to EastAsia on a great circle routing atLong Range Cruise (LRC) speedand on an optimum altitude pro-file. The aircraft is using JetA fuelwith a specification fuel freezingpoint of -40°C. A statistical outsidetemperature profile is consideredfor this example, based on a 95%reliability for January, meaningthat at any point during an actualflight in that month, there is only a5% chance of encountering lowertemperatures.

TAT increase - ‘fly faster’

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The first variation consists in fly-ing at maximum managed speed(Ma 0.845 for this type) on a fuel-optimized profile. The figure “flyfaster” shows the relevant parame-ters plotted against the ground dis-tance, the basic scenario alwaysshown in shades of blue and thevariation case in shades ofred/orange. The speed increaseleads to a shift in the optimum pro-file, which is mirrored by the SATprofile, but even where the aircraftflies at the same altitude, a smallincrease in TAT can be observed.This increase delays the momentwhen the temperature drops belowfreezing point in the outer tanks bysome 300 nautical miles (nm), butdoes not avoid the need for themanual transfer procedure fromthe outers to the inners. It does,however, succeed in maintainingthe inner tanks temperature aboveor at the freezing temperature,which is sufficient for the RollsRoyce Trent 500 engines thatequip this aircraft type. Thiscomes at a cost: fuel burn at iden-tical takeoff weight is increased by7.9 tonne (t).

The second variation considersflying the whole distance at FlightLevel (FL) 290. The figure ‘flylower’ shows the large increase inSAT, which is mirrored by the TAT.The lower flight level succeeds indelaying the manual transfer by800 nm and subsequently main-taining a comfortable margin of thefuel freezing point in the innertanks. The cost of this variation is afuel burn increase by 5.5t.

Comparison of fuel temperatures in outerand inner 1/4 tanks for two speeds

Tank transfer schematic

Comparison of fuel temperatures in outer and inner 1/4 tanks for two altitude profiles

TAT increase - ‘fly lower’

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operability on a variety of plat-forms. At this time, stand-alonesolutions are being developed forPC and UNIX under RS6000, inaddition to the basic implementa-tion, which is a complete solutionincluded in the PerformanceEngineer’s Programs (PEP) soft-ware suite.

An important aspect lies in thelarge variety of flight plans to beimported. This has been tackled inthe PEP environment through thedefinition of a standard format,which uses XML (eXtensibleMarkup Language) and is a subsetof the standard defined for theA380 Onboard InformationSystem (OIS). The translation ofthe airline pilot log to XMLrequires the development of a cus-tomized tool. All the relevant infor-mation for this task is provided inthe Performance Programs Manual(PPM), but assistance and even thedevelopment of such a tool is avail-able as an Airbus service.

SECTOR ANALYSIS

The Sector Analysis is designed tohelp assess the exposure of a city-pair to cold fuel issues on a statis-tical basis. For this task, somesimplifications are made. Therouting is assumed to be a GreatCircle one; the performance on

the route is established with theAirbus Flight Planning (FLIP)software, which is also part of thePEP.

For the statistical weather data, aconnection has been built to theNOAA GUACA (National Oceanicand Atmospheric Administration - Global Upper Air Climatic Atlas),which was compiled from dataobtained in the 80’s and 90’s fromthe ECMRWF (European Centrefor Medium Range WeatherForecasts). This database needs tobe installed specifically to allowextraction of statistical data formonthly or seasonal exposureanalysis.

Information and the database areavailable from the NOAA website:http://navy.ncdc.noaa.gov/prod-ucts/compactdisk/guaca.html.

The FLIP computation results in aspecific output, which can be direct-ly imported into the FTP PEP userinterface, through which the sametype of analysis can be obtained asfor a Flight Plan Analysis.

APPLICABILITY

The FTP software is available forall A330/A340 Family aircraft andwill be released for entry into ser-vice of the A380 and the A350.

LOW FUEL TEMPERATURES - BASICS, PRINCIPLES OF OPERATIONS AND A NEW SOFTWARE TOOL FOR OPERATIONAL PREDICTIONSLOW FUEL TEMPERATURES - BASICS, PRINCIPLES OF OPERATIONS AND A NEW SOFTWARE TOOL FOR OPERATIONAL PREDICTIONS

Fuel temperatureprediction softwareAs described in the previous sec-tion, while it is possible to managecold fuel issues once in flight, anun-forecasted occurrence can leadto over-consumption and evendiversion. In order to give airlinesthe ability to analyse a flight for itsexposure to fuel freezing before itis flown, Airbus has designed theFuel Temperature Prediction (FTP)software.

PRINCIPLES

The FTP software relies on exter-nal data sources to obtain:• Navigation data (waypoints,

distance, time)• Weather data (temperatures)• Performance data (altitude,

speed, fuel on board)

From this data, it determines thenominal fuel distribution andmovement during the flight andsimulates the effect of the variousheat exchange processes, like con-vection, radiation, external heatsources and mass transfer. Theresult is a detailed output of thefuel temperatures in each tank ateach waypoint, a summary thatindicates whether the flight can bedispatched under the given condi-tions, whether any manual trans-fers were triggered during the sim-ulation, and what the lowest tem-perature forecast in each tank is.This information allows the dis-patcher to decide in an informedmanner, which areas may have tobe avoided on a critical flight.

OPERATING MODES

The FTP can be used in two waysdepending on the original source of the navigation, weather and per-formance data: the Flight PlanAnalysis and the Sector Analysis.

FLIGHT PLAN ANALYSIS

The Flight Plan Analysis uses anairline operational flight plan (orpilot log) as a basis for the compu-tation. Operational flight plans aregenerated with ComputerizedFlight Planning (CFP) systemsavailable from a number ofproviders. They run on differenthardware, like PCs, UNIX or main-frame computers, or even remotelyover Internet or similar connections,and they produce a document,which is highly customized by theoperators to their specific needs.

One of the design constraints forthe FTP software was therefore its

Fuel level tank

For some years monitoring of fueltemperatures for flights in coldatmospheres, such as trans-polar flights,has been normal and operationalprocedures to deal with this have beenput in place. With the very long rangeA340-500 and A340-600, Airbusconsidered the increased exposure ofthese aircraft to low temperatures shouldbe addressed at an earlier stage in theprocess than through the existing in-flightmanagement procedures detailed in theFCOM and triggered by ECAM warnings.

This led to a review and from this came Airbus’ recommendation thatoperators implement a fuel qualitymonitoring programme for exposed flightsfrom airports where only high freezingtemperature fuel is available and thecreation of the Fuel TemperaturePrediction (FTP) programme. The FTPenables the prediction and avoidance ofcold fuel issues at the time of aircraftdispatch and is recommended foroperators to support their operations onroutes where such issues can arise.

CONTACT DETAILS

Lars KornstaedtAirbus Customer ServicesGroup Ma nager A380 Performance Flight Operations Supportand ServicesTel: +33 (0)5 61 93 36 75Fax: +33 (0)5 61 93 29 [email protected]@airbus.com Conclusion

Schematic of heatexchange mechanisms

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AACT - A NEW APPROACH TO MAINTENANCE TRAINING

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In the past, maintenance training mainly focusedon theoretical knowledge acquisition. As part ofAirbus policy of continually improving trainingcourses, the maintenance training courses beganto evolve, starting with the implementation of theMTD (Maintenance Training Device) in thecourse flow a few years ago. The MTD allowedtrainees to gain practical skills before having realpractice on an aircraft.

A further step in this process sees the AACT(Airbus Active learning and Competence focusedTraining) course being introduced. The AACTcourse is a new approach developed by Airbus fortraining maintenance technicians.

The main innovation in this new approach is theintensive use of new Airbus simulation tools, likethe M/FTD (Maintenance/Flight Training Device)and the virtual aircraft, which enable maintenancetasks to be performed throughout all their steps.

AACTAirbus Active learning and

Competence focused TrainingA new approach to maintenance training

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Christèle BertrandAirbus Customer Services

Training Project Leader Training & Flight Operations Support and Services

AACT objectivesThe AACT innovations focus ontwo central aspects:

ACTIVE LEARNING

Training experts generally agreethat, whatever the subject is, mostpeople learn better when they areactively involved during training.With AACT, aircraft maintenancetechnician trainees will participatemore actively in the course, and willnot be passive recipients of theoret-ical knowledge only. This activeparticipation in the classroom isespecially important for techniciansaccustomed to involvement in theactual operation of aircraft.

OPERATIONALLY ORIENTED TRAINING

The obvious objective of any main-tenance training course is to trainpeople to be competent in their job,that is: maintaining and operatingaircraft safely and efficiently.

Adaptation and evolution of suchtraining is always necessary tohandle the latest aircraft technolo-gies and maintenance practices. Inthe newest Airbus aircraft, espe-cially the A380, the aircraft sys-tems are more integrated andsophisticated maintenance toolsare provided for maintenance tech-nicians. To follow these aircraftevolutions, AACT training will bemore operationally oriented thanbefore and not only focused on air-craft system knowledge.

New simulationtoolsThe key elements of AACT cours-es are two new training tools: theM/FTD and the virtual aircraft.

The M/FTD is a training tool thatis common to flight and mainte-nance training. It replicates the realaircraft cockpit with PC (PersonalComputer) screens and simulatesthe aircraft systems and mainte-nance BITE (Built In TestEquipment).

Two versions of the M/FTD areavailable: • The 3D M/FTD, which is built

with touch-screens displayed asin a real cockpit, plus someessential aircraft hardwareequipment (like Flight ControlUnit and Multipurpose Control& Display Unit)

• The 2D M/FTD, which is alighter version of the M/FTDand consists of only twoscreens, without the aircrafthardware equipment

The virtual aircraft tool is a newAirbus application, based on virtu-al reality and running on a normalPC. It simulates the whole aircraftand enables trainees, in a three-dimensional on-screen environ-ment, to walk around the aircraftand locate aircraft components orvisit aircraft areas, such as theavionics bay or main landing gearbay. When linked with the M/FTD,maintenance actions can also besimulated in the virtual aircraft.

Both of these tools will be intensively usedin the AACT programmeto perform the practicalsessions, as well as to support the theoretical part.

Virtual aircraft M/FTD

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AACT trainingprogramme

For theoretical sessions, the air-craft systems will still be describedusing classical Computer AssistedTraining (CAT) lessons, whereasthe system operation, control &indications will be demonstratedwith the 2D M/FTD. This use ofthe M/FTD in the classroom willallow the instructor to use theM/FTD simulation to demonstratesystems with more flexibility andrealism for the benefit of trainees.

During training the main aircraftcomponents will be located anddescribed in the virtual aircraft,avoiding unnecessary immobiliza-tion of an actual aircraft, which canbe difficult and costly. Each traineewill also be able to use the virtualaircraft freely at any time in thetraining to review components andlocations.

Practical sessions of servicingand troubleshooting maintenancetasks (Aircraft MaintenanceManual and Trouble ShootingManual tasks) will be performedby trainees on the M/FTD cou-pled with the virtual aircraft andusing the electronic aircraft docu-mentation. This link between bothtools allows simulation of thewhole aircraft (inside and out-side), and not only the cockpit aswas the case in previous genera-tion training devices. With thesetools, trainees are able to perform

a task in a more realistic way andas a whole, from cockpit actionssuch as post-flight report consul-tation and fault isolation throughthe Multifunction Control andDisplay Unit, to action on an air-craft component, like removal andinstallation of a suspect unit, thenback to the cockpit to performBITE tests of the installed unit.

This complete simulation environ-ment brought by the M/FTD andvirtual aircraft, coupled with theaircraft documentation access, pro-vides an efficient and secure wayto conduct major practical exercis-es when compared to a real aircraftwhere all tasks cannot be actuallyand completely performed by alltrainees. The virtual aircraftanswers the main issues encoun-tered on real aircraft, such as diffi-culty to simulate faults, removeand replace components, the safetyrisk for trainees, time necessary toallow each trainee to perform tasksand so on.

New learningenvironmentThe 2D M/FTD and the virtual air-craft will be installed in the class-room, directly on the trainees' desk,to maximize training benefits fromthe tools. This easy access to thetools will allow a greater mix of theory and practice than was previ-ously possible and will enableexplanation of systems theory stepby step, prior to practical applica-

AACT - A NEW APPROACH TO MAINTENANCE TRAININGFA

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Using the latest simulation tools likeM/FTD and virtual aircraft andproviding an easy and intense accessto them for trainees, allows in a senseto bring the aircraft into theclassroom. The AACT course,combining the efficiency of such toolsand a more active learningenvironment will significantly enhancethe quality and efficiency ofmaintenance training, and as aconsequence the safety and efficiencyof maintenance operation on aircraft.

Conclusion

tion. Trainees will thereforebecome more and more active inthe learning process, at every stageof the training. Furthermore, theywill no longer need to wait to theend of the theoretical part to inter-act in the course and perform thetasks by themselves.

In the AACT course, human fac-tors training will be integrated andwill no longer be considered asseparate training. Human factorissues will be integrated with tech-nical and operational training andspread in the different types of ses-sions: theoretical lessons and oper-ational scenarios.

Coursedeployment

The AACT approach will be pro-gressively applied to all Airbusmaintenance courses. The firstcourse using the AACT philosophyis the A320 Family maintenancecourse and will be run in autumn2005 in the Hamburg training cen-tre. After this, AACT courses willbe implemented in 2006 for thefirst A380 maintenance course,and then on A330 and A340 Familycourses.

CONTACT DETAILS

Christèle BertrandAirbus Customer ServicesTraining Project LeaderTraining & Flight OperationsSupport and Services Tel: +33 (0)5 61 93 25 07Fax: +33 (0)5 61 93 20 [email protected]

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T2CAS - UPGRADING YOUR AIRCRAFT BY COMBINING TCAS AND TAWS IN ONE UNIT

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Airbus aircraft have been equipped with theGPWS (Ground Proximity Warning System),which was followed by the Enhanced GroundProximity Warning System (EGPWS) certified in1997 to warn of terrain collision hazards. In addi-tion, Traffic alert and Collision Avoidance System(TCAS) has been installed to warn of aircraftmid-air collision hazards.

Since February 2005, Airbus is offering a solutionintegrating both functions: the T2CAS (Terrain

and Traffic Collision Avoidance System) whichcombines the Terrain Awareness Warning System(TAWS) currently named EGPWS, and the TCASin one unit.

As an alternative to the currently certified TAWSand the TCAS, the T2CAS allows maintenancecost reductions as well as a global weightdecrease.

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Christine VigierAirbus Customer Services

Senior Design ManagerAirbus Upgrade Services

TAWS functions

The T2CAS-TAWS part specifica-tion is a class A TAWS per TSOC151b standard. It therefore pro-vides suitable aural and visualwarnings to alert the crew of anyhazardous situation with respect tothe terrain ensuring the followingfunctions:

TCAS The TCAS function is an independent, onboardcollision avoidance system designed to assist flightcrews in avoiding midair collisions.

When activated, TCAS acts as a backup means ofcollision protection from other aircraft that have anAir Traffic Control Radar Beacon System (ATCRBS) orMode-S Transponder.

TAWSThe TAWS generates alerts to inform the flight crewthat the terrain ahead of the aircraft on its intended

flight path poses a hazard to safe flight.

TAWS is intended to warn the flight crew of hazardsthat could result in controlled flight into terrain withsufficient time for them to assess the situation and

determine the best remedial action.

TAWS is mandated by the European Aviation SafetyAgency for all types of aircraft from the first of

January 2005 (end of March 2005 for the FederalAviation Administration).

Mode 1Excessive rates of descent

Mode 2Excessive closure rate to terrain

Mode 3 Negative climb rate or altitude loss after take off

Mode 4 Flight into terrain when not in landing configuration

Mode 5 Excessive downward deviation from an ILS (InstrumentLanding System) glideslope

A Forward Looking Terrain Avoidance (FLTA) functionThe FLTA function looks ahead of the aircraft along and belowthe aircraft lateral and vertical flight path and provides suitablealerts if a potential terrain threat exists. The FLTA function onthe T2CAS is based on a worldwide terrain database.

A Premature Descent Alert (PDA) functionThe PDA function of the TAWS uses the aircraft’s currentposition and flight path information, determined from a suitablenavigation source and airport database, to determine if theaircraft is hazardously below the normal approach path for thenearest runway as defined by the alerting algorithm, visual andaural discretes signal for both caution and warning alerts, (aspecific visual and aural discrete signal is sent to the flightcrew for each type of alert, either caution or warning).

T2CASTerrain and Traffic Collision

Avoidance SystemUpgrading your aircraft by combining

TCAS and TAWS in one unit

T2CASTerrain and traffic avoidance combined Traffic

collisionavoidancesystem

• TCAS 2000 platform

• Situation display

Groundcollision

avoidancesystem

• Predictive alerting

• Situation display• GPWS modes

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Avoid terrain alert

“Avoid terrain”

TCAS functionsThe T2CAS-TCAS part corre-sponds to a TCAS II change 7.0 incompliance with existing regula-tions. It is functionally, as well asoperationally, equivalent to anyTCAS II change 7.0 installed inaircraft in–service.

The system has 3 main functions: • Detects close aircraft (equipped

with Air Traffic Control (ATC)transponders),

• Displays possible collisionaircraft,

• Activates vertical orders inorder to avoid collision.

The system is designed to generatesafe separation between aircraftpredicted to be on collision trajec-tories, while minimizing ATCclearance deviations or excursions.

TCAS continually surveys the air-space around the host aircraft byactively interrogating and seekingreplies from the transponders ofother aircraft in the vicinity. It rec-ognizes replies from aircraftequipped with ICAO Mode-A,Mode-C, or Mode-S transpondersand determines the range, relativebearing, and the relative altitude ofthe other aircraft. Using this infor-mation, TCAS predicts flightpaths, estimates the separation atthe closest point of approach(CPA), and determines if a poten-tial conflict exists. If a conflict isdetected, the system gives guid-ance for the optimum verticalavoidance manoeuvre.

Mode 2 nuisance alert!

CPA detects no threatCPA detects no threat

TA: Traffic Advisory

RA: Resolution Advisory

The TAWS part of the T2CAS uses the same cockpit interface asfor EGPWS. In comparison toEGPWS the T2CAS-TAWS offerssome significant enhancements: • Certified FLTA (Forward

Looking Terrain Avoidance)and PDA functions areensured by the CPA (CollisionPrediction and Avoidance)function in T2CAS. Based onactual aircraft climbcapability, the CPA offers thefollowing enhancements:

- A new aural warning ‘AvoidTerrain’ alerts the flight crewthat the climb capability of theaircraft may not be sufficient toclear the terrain. - A corresponding red and blackcrosshatched area on ND depictsthe terrain concerned.

• The nuisance prone mode 2(solely based on measured radioaltitude) is inhibited whileFLTA function (the CPAfunction previously described)is operative.

TAWS functions

TAWS display

TCAS functions

TCAS separation areas

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21

A NEW CONCEPT FOR SERVICE BULLETINS ADRESSING AIRLINE EXPECTATIONS FOR SERVICE BULLETINS

Annick PedronCustomer Services

Manager Process, Method & VSB MonitoringService Bulletin Department

Airbus has launched a 'Service Bulletin NewConcept' (SB New Concept) project, whichhas the objectives to:• Improve SB communication• Ease SB understanding• Reduce airline engineering SB workload• Match SBs with airline practices• Minimize aircraft ground-time• Contribute to improving vendor performance

The project arose from one core idea that ledAirbus to a new approach to SBs: there is areal need to reduce airlines engineering work-load generated by SBs.

for Service Bulletinsaddressing airline expectations for Service Bulletins

A new concept

The combination of the TCAS andTAWS into one Line ReplaceableUnit (LRU) provides an innovativeand flexible alternative to the twoseparate LRUs of the existingsystems. Combining them intoT2CAS gives significantenhancements over some of thefunctions of the existing systems,provides a weight decrease andfurthermore reduces maintenancecosts for operators. Since February 2005, Airbus canprovide a certified solution for all

types of Airbus aircraft (exceptA300 B2/B4) since the firstembodiment for each programmehas been realized betweenFebruary and April 2005: An A320was retrofitted at the end ofFebruary, an A340 at the beginningof March and an A300-600 at theend of April.

The system item is scheduled tobe available via the UpgradeServices E-catalogue at thebeginning of 2006.

CONTACT DETAILS

Christine VIGIERAirbus Customer ServicesSenior Design ManagerAirbus Upgrade ServicesTel: +33 (0)5 67 19 02 17Fax: +33 (0)5 62 11 08 [email protected]

Wiring provisionsand installationInstalled at the same rack as theTCAS computer, this upgradesolution is easy to integrate in theavionics compartment as it uses thesame peripheral computers as theEGPWS.

Airbus delivers 2 Service Bulletinsand the related kits: The first is forwiring provisions and the second forT2CAS installation. As an option,the aircraft wiring provisions forT2CAS can be directly installed on

the production line for all pro-grammes.

To retrofit the aircraft with aT2CAS, the following prerequi-sites have to be installed if notavailable on the aircraft: • EGPWS provisions

and the related peripheralcomputers,

• TCAS Change 7.0,• Compatible mode S ATC

transponder,• Pin programming according to

the aircraft configuration, • T2CAS computer and

associated antennas.


T2CASTerrain and traffic avoidance combined

• TCAS 2000 platform

• Situation display

Groundcollision

avoidancesystem

• Predictive alerting

• Situation display• GPWS modes

TAWS + TCAS

Trafficcollisionavoidancesystem

Wiring provisions and installation

Conclusion

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A NEW CONCEPT FOR SERVICE BULLETINS ADRESSING AIRLINE EXPECTATIONS FOR SERVICE BULLETINSA NEW CONCEPT FOR SERVICE BULLETINS ADRESSING AIRLINE EXPECTATIONS FOR SERVICE BULLETINS

A new approachto SBsThe project is a completely newapproach to SBs and was initiatedby key messages from the airlinecommunity, which led Airbus toanalyse what could be improvedand identify a new concept forSBs. The decision to launch theproject was taken with some air-lines and workshops were orga-nized in 2004 to ensure the SBNew Concept will really match air-lines expectations.

Working together with these air-lines, Airbus identified enhance-ments to apply to SBs to achievethe project objectives and definedfuture services to be offered. Thiswas done by a collaborativeapproach with the involved airlines, which allowed Airbus to understand and analyse the SB integration process on the air-line’s side (Refer to figure ‘Ageneric view of SB processing atairlines’).

This joint analysis of airlineactivities resulting from thereceipt of SBs allowed Airbus tounderstand any difficulties theairlines could face with handlingSBs and determine what shouldbe changed, what improvementsshould be required and what newon-line SB services could beoffered to reduce airline SB activ-ities and make them easier.

A tremendous number of ideaswere generated by the analysisand services were identified thatcould help in several areas of theairline process, not only in the‘engineering preparation’ area.

The future services defined willcover the different steps of the SBintegration process, from receipt toembodiment and cover mainlyAirbus SBs, but will also covervendor SBs to some extent andembrace the project objectives.

Improve SB communicationAirlines would like improved com-munications with Airbus and arealso interested in sharing experi-ence with the general airline com-munity. This will be achieved witha service called ‘General on-lineservices’, which started with the‘Event Notification’ service avail-able on Airbus On-Line Servicessince September 2004. Airlinesregistering to the ‘notification sub-scription’ are then notified by e-mail whenever SBs are madeavailable on Airbus On-LineServices (Refer to figure ‘How toaccess event notification services’on the following page) .

The next step, by the beginning of2006, will be an SB on-line report-ing service to make the SB accom-plishment reporting activity easierfor airlines.

After this, an SB FAQ (FrequentlyAsked Questions) and forum willbe introduced. This will be done asa second step of the Airbus FAIR(Forum for Airline IssuesResolution) project in the thirdquarter of 2006. This service willoffer a forum for discussion, sothat airlines can share experiencewith other airlines on SB embodi-ment. It will also provide an areawhere Airbus will inform airlinesof queries received and their asso-ciated answers, to proactivelyanticipate similar queries fromother airlines.

How to access event notification services

Select thefrequency,the type ofdocuments and enterrelated e-mailaddresses.

A generic view of SBprocessing at airlines

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A NEW CONCEPT FOR SERVICE BULLETINS ADRESSING AIRLINE EXPECTATIONS FOR SERVICE BULLETINSA NEW CONCEPT FOR SERVICE BULLETINS ADRESSING AIRLINE EXPECTATIONS FOR SERVICE BULLETINS

engineers may spend a significantamount of time identifying whatimpacts a specific aircraft andreworking an SB into smaller tasksfor engineering orders to enableaccomplishment on that aircraft.Man-hours can be saved by provid-ing airlines with a document in linewith their working practices in theshape of a ‘fully engineered SB’ –meaning an SB ready for an airlineto use and designed in accordancewith engineering orders.

The ‘fully engineered SB’ objec-tive is to adapt SBs to the airlines

way of working and will beaddressed by Airbus in three ways:• Configuration management• Detailed task breakdown• Introduction of hyperlinks

CONFIGURATION MANAGEMENT

This will ease access to SB data byintroducing management by con-figuration, which will harmonizeSB contents and allow data filter-ing. Using it, airlines can easilyselect, consult, extract and down-load data concerning their ownfleet or individual aircraft.

How to access SB bookletson Airbus On-Line Services

Ease SBunderstandingSB implementation can be some-times time consuming and airlineswould like Airbus to make SBseasier to understand to reduce this.

For some complex SBs an addi-tional document called an ‘SBbooklet’ has been already intro-duced. This booklet describes acomplete modification in photostaken during an SB validation onin-service aircraft (Refer to figure‘Extracts from SB booklets avail-able on Airbus On-Line Services’).

These are available now on AirbusOn-line Services and are accessiblefrom the ‘Service BulletinInformation’ area of the ‘GeneralInformation’ service (Refer to figure ‘How to access SB bookletson Airbus On-Line Services’ on thefollowing page).

This approach will be furtherenhanced in 2006 with the integra-

tion of photos into SBs to comple-ment the current illustrations. Theadvantage of photo integration is tobetter show the area concerned bya modification or inspection.

The possibility of using a digitalmock-up to build movies showingpart of the modification for com-plex SBs is also under study. Thisis feasible because Airbus designsnew aircraft models using 3D com-puter aided design, so the 3D viewscould be used to implement alibrary of movies. This will beapplicable only for new aircraftprogrammes.

Reduce airlineengineering SBworkloadThis area is the major one of inter-est for airlines and will be coveredby an enhancement known as ‘fullyengineered SB’. SBs are some-times quite complex and can alsocover several different aircraft con-figurations. As a result, airline

Extracts from SB booklets availableon Airbus On-Line Services

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Continuous improvement is one of the key objectives of Airbus CustomerServices and the SB New Concept is aconcrete example of this. The concepthas been defined and implemented inpartnership with airlines to ensure SB andassociated services enhancements fullymatch airline expectations.

The concept is already providing somebenefits in SB activities and, as futurewaves of enhancements are implemented,numerous additional benefits will becomeavailable to airlines to enhance theefficiency and reduce the costs of theirSB activities.

CONTACT DETAILS

Annick PedronAirbus Customer ServicesManager Process, Method & VSB MonitoringService Bulletin DepartmentTel: +33 (0)5 61 93 28 59Fax: +33 (0)5 61 93 42 [email protected]

Conclusion

Other enhancements, related toAirbus internal processes, are alsoplanned with a VSB on-line scrutinyto improve VSB timeliness and accu-racy. Airbus is also working withsuppliers to make available by theend of 2007 all VSBs on Airbus On-Line Services and not only those cov-ered by an Airbus SB.

How to access VSB on Airbus On-Line Services

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DETAILED TASK BREAKDOWN

Segmenting accomplishment inst-ructions into smaller tasks willaccommodate shift work organiza-tion and improve flexibility atembodiment level. Tasks will bealso enriched with informationsuch as associated kits, location,man-hours and skills as this type ofinformation is necessary to orga-nize work on an aircraft.

HYPERLINKS

Hyperlinks will allow navigabilitybetween SBs and referenced docu-ments, such as the AircraftMaintenance Manual.

Implementation of the ‘fully engi-neered SB’ is foreseen in severalwaves, with three major steps, togive initial benefits immediately.

The first step introduces manage-ment by configuration. SB accom-plishment instructions are struc-tured by configuration to easeaccess to data applicable to a spe-cific configuration (Refer to figure‘Management of accomplishmentinstruction per configuration’) andwill be broken down according tothe type of work and the work area.Whenever possible, breakdownwill be in tasks of about 3 to 4

hours to enable planning of work tofit into shift patterns. This break-down approach is now beingapplied for any new Airbus SB. Forvery complex SBs it allows drasticreduction of the time required toprepare work instructions.

The second step, planned for thef irst half of 2006, will giveaccess to customized SB data,filterable in accordance with fleetconfigurations.

The third step, based on a new SB product structure, will furtherenhance access to airline data andwill enable navigability withother technical manuals throughnew on-line services. This serviceis planned to be operationalbeginning 2007.

Minimize aircraftground-timeThe ‘fully engineered SB’ willminimize aircraft ground-time tosome extent and it will also beenhanced by other innovative ser-vices, such as one known as ‘otherapplicable SBs’. This will enableretrieval of SBs that could beembodied at the same time as agiven SB as they involve the samezones or access. This offers theopportunity to reduce the globaltime required for accomplishmentof these other SBs if they were per-formed separately.

Improved supplierperformanceThe airline community expectsAirbus to be more involved in sup-plier activities and contribute to agood supplier performance. On-line access to Vendor ServiceBulletins (VSBs) covered by anAirbus SB has been operational onAirbus On-Line Services sinceApril 2005, giving a more effi-cient, easier access to VSBs via asingle point of contact (Refer tofigure ‘How to access VSB onAirbus On-Line Services).

Management of accomplishment instruction per configuration


1. An RFID reader2. RFID tag size3. Text name plate with RFID tag

1.

2.

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RFID - SUPPORTING THE AIRCRAFT SUPPLY CHAIN

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RFID tags are essentially micro-chips, and mostly referred to astransponders, tags or RFID chips.The RFID tags always listen forradio signals sent by RFID readers.When a tag receives a radio query, itresponds by transmitting its uniqueidentification frequency code anddata back to the source of the radiosignal. Depending on the requiredrange, the RFID tag works eitherwithout its own energy source (pas-sive system) or with its own energysource (active system). PassiveRFID tags are powered by the radiosignal that wakes them up and trig-gers an answer.

Today's conventional use of RFIDidentification requirements aremostly of low data density, whilethe benefit for the aviation industrylies in the high data density that isneeded for tracing.

Data density typesWhich type of data density isapplied depends on the actual taskrequirements.

LOW DATA DENSITY

Low data density is mostly used forsimple information listing, i.e.informing the RFID reader of thenumber of identical items withinone package. Long distance readingfor total data capture is possible.Communication with several tagssimultaneously under an anti colli-sion system is also possible. Theanti collision system enables thereader to receive data from each tagon a one-by-one basis. When multi-ple tags are in the same radio fre-quency and transmit data together,the reader communicates with thetags to prevent the collision of data.This is, for example, accomplishedby transmitting a gap pulse.

HIGH DATA DENSITY

High data density is used for trac-ing of goods when a complete,unambiguous part history is need-ed, as in the aviation industry. Eachcomponent that is traced has a

unique identification and history. Itis not sufficient to know the num-ber of units received, but morespecifically: where did the partcome from, where was it installed,how many hours was it operated,who repaired it, who installed whattype of software last and so on. Itrequires short distance reading toensure accurate readings, withcommunication taking place exclu-sively with a single tag at a readingdistance within centimetres.

The chips used in Airbus applica-tions are set today at a capacity of4 kilobytes with dimensions ofjust 8 millimetres (0.31 in.) indiameter and can be flush metalmounted.

RFID benefitsThe aviation industry is similar toother organizations in looking forefficiency enhancements and costsavings and the supply chain forspares, tools and similar goods isrecognised as an area offeringpotential. Interfaces within supplychains and the associated adminis-tration and information flow areareas where efficiency can be sig-nificantly improved through usingRFID functionality.

Among the many advantages ofRFID over the widely used bar cod-ing is its ability to read the datacontained in the chip, without lineof sight, with the data instantlytransferred by radio waves. Thisallows, for example, reading ofperiodical check information ofoxygen masks installed in an air-craft without the need to take themout from behind ceiling panels.

Suppliers can use RFID to ensureparts are genuine, reducing the riskof unapproved parts entering thesupply chain.

Data recorded, such as repair histo-ry or cycle time information, areshared so that the integrity anddynamic history can be established,leading to increased maintenancereliability and aircraft safety.

The RFIDfrequencies applied

in different countries of theworld:

• The frequency used for low data density is from 860to 950 MHz and typicaldeployment is for transportcrates, logistic systems andwarehousing.

• The RFID frequency usedfor high density is 13.56MHz and is currently thesole frequency recognisedand used as standardfrequency for RFIDworldwide.

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Andreas TeufelAirbus Customer Services

Director Spares Marketing/On-site SupportSpares Support and Services

Around the world, organizations mandate theirbusiness partners to tag their goods with RadioFrequency Identification (RFID) devices. Forexample, one of the biggest US supermarketchains insists that its top suppliers tag their crateswith RFID from 2005 onwards. RFID is an auto-mated identification system, which allows touchfree identification of goods or shipments withinprocess control, tracking and tracing as well asfunctions in many other areas of the supply chain.

RFID is used today in many aspects of daily life,such as access passes to security areas, toll pay-ment stations, logistics and anti theft protection.However, the technological basis applied for suchpurposes is different from the one needed for theaviation industry.

This article provides an update on Airbus RFIDactivities subsequent to the article published inFAST 30. It gives an overview of Airbus RFIDactivities and achievements and the positiveeffect of RFID on the aircraft spares supply chain.

The article further describes the individual stepstaken towards a total integration of RFID into acompanies ERP (Enterprise Resource Planning)environment and gives information on Airbusleading industry activities to define RFIDstandards.

RFIDRadio Frequency IDentification

Supporting the aircraft supply chain

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The integration is fully applied and transferable to other RFIDusers that want to link RFID to ERPsystems.

AIRBUS INITIATIVES FORRFID STANDARDIZATION AND DEPLOYMENT

The most important objective forRFID use is to define an interna-tional standard for the data fieldsand frequencies.

Airbus leads the international standardization activities throughactive participation at steeringboards and regular industry confer-ences.

Airbus also participates in the ATA Spec 2000 Chapter 9 TaskForce, Permanent Bar Code PartsIdentification and actively pursuesa continuous dialogue with cus-tomers, suppliers and other aircraftmanufacturers.

Airbus main objectives are: • Define harmonized

identification information• Develop tag data standards • Define passive and active RFID

usage in close cooperation withregulation authorities

• Develop an agreed standard for data exchange betweendifferent parties whileconsidering existing aviationstandards such as ISO(International StandardsOrganization) standards

for RFID systems that coveridentification cards and smartlabels and ATA Spec 2000 fordefinition of data structure

RFID and safety aspects

For RFID use on aircraft, the mainrequirement is that RFID devicesneed to be of high integrity andradio frequency stable.

National airworthiness authoritiesare working on the airworthinessapproval and regulations policy forpassive RFID to be used on boardcivil aircraft. The Federal AviationAgency (FAA) issued a policyguidance memo for 13.56 MHzpassive RFID on 13th April 2005.

Airbus expects the FAA memo tobe followed by similar action fromthe European Aviation SafetyAgency (EASA).

The main objectives of such a safe-ty policy are that data of parts mustbe accessible any time, anywhere,by anyone and need to be in linewith data protection rights.

Components need to be easilytraceable with a full transparencyof the product life cycle and thepossibility of verifying informa-tion on line 24/7 from one centralsecure database.

Safety in flight aboardcommercial aircraft

In cooperation with a European charter airline,

Airbus has performed in-flight tests of RFID

tags carried on Airbus A320 aircraft.

During over 6,000 documented flight hours in

12 aircraft, tests were conducted with zero

defects. The tag received unlimited approval

from the German Airworthiness Authorities

(LBA) after this successful test, paving the

way for future airworthiness approval of the

technology.

Safety for tag Resistance to physical impact

Together with EADS Astrium in Bremen,

Airbus performed safety tests with RFID tags

to identify any risk of defect or interference in

the hostile environments common in

commercial aircraft operation. Tags were

exposed to severe conditions followed by read

and write experiments. Safety tests included

temperature changes, chemical liquid

exposure, humidity, lightning induced

transient susceptibility, electrostatic

discharge, shock and vibration as well as fire

impact. None of the physical impacts had

negative effects on the read write

functionality or data integrity. Neither did

the hostile test environment cause defects in

the tags. The tag is resistant against a

temperature range from minus 50° Celsius

to plus 70° Celsius, safe against aggressive

liquids and safe from electromagnetic

interference (EMI). Certification of conformity

to RTCA DO-160 was received from EADS

laboratory Astrium Bremen.

Safety for data access

An important aspect is authorized password

protection for data access and modification

and also to back-up data on the ERP system.

Safety for part security

The destruction of a tag needs to be ensured

if removed from a part or tool. It is essential

to prevent counterfeit parts equipped with

tags from scrapped components. Each tag

must have a valid serial number.

Manufacturers can use the chip to prevent

unapproved parts entering the supply chain.

While marking, tracking and shar-ing is common in many industries,the really important aspect for theaviation industry lies in RFIDspotential to trace - addressingessential safety aspects of partsoriginality. Tracing means captur-ing the current status of the partand creating its history records.

Typical traceable informationincludes:• Part history and status, i.e. modi-

fications, software versions• Calibration • Certification • Authorized documents• Updated information• Unambiguous part identification

The advantages of tracing have ledto RFID being widely introduced tomanage supply chains from manu-facturing, to shipping, to stockingstore shelves.

The Air Transport Association(ATA) has also added an RFIDstandard to its Spec 2000 e-busi-ness applications for the aviationparts industry.

Airbus vision for RFIDAirbus recognized the potential ofRFID early on (see “Airbus’ RFIDchronology”) and since then hasactively led RFID activities in theaviation industry.The necessity for permanent parts

marking for safety and authenticityreasons is recognized, though thesecan depend on the part and its envi-ronment. Therefore, permanentparts marking must be appliedaccording to the differing needs,Airbus actively promotes availabletechnologies such as text nameplates,and barcodes and is researching thepossibilities of the RFID technology.

The benefits of RFID describedpreviously mean that the wholeprocess can be made quicker, moreefficient and less costly. Therefore,Airbus is investigating the possibil-ities of deploying RFID on futureaircraft programmes and will con-tinue to lead industry activities tostandardize RFID, develop newprojects and finally promote wide-spread application of RFID tech-nology where it is applicable undersecurity and cost effective aspects.

SOFTWARE ASPECTS OF RFID

Special read/write software forRFID applications was created toread, write, and add data on thechip. As the software is independent,it can be used with any systemallowing integration into all existingdata processing systems.

Special software is also required totransfer the data into companiesEnterprise Resource Planning sys-tem. Airbus uses a specially devel-oped interface for RFID dataexchange with Airbus' ERP system.


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Airbus' RFID chronology

1997 - RFID deployment on Airbus tools for loan service business

1998 - Development of RFIDinfrastructure and application

1999 - Further gain of practicalexperience with operation under RFID

2002 - Airbus initiates globalstandardization activity on RFID in aviation

2003 - Airbus developed book of technical requirements for RFID

2003 - ATA Spec 2000 chapter 9 wasrenamed “Automatic Identification &Capturing”

2003 - Successful onboard aircraft test ofRFID with resulting unlimited approval byGerman National Airworthiness Authorities(LBA)

2004 - ATA Spec 2000: First RFID sectionwith basic requirements embodied

2005 - ATA Spec 2000: Mandatory dataelements are defined

2006 - Airbus Singapore warehouse tooperate under RFID

Radio frequency applications for RFID

High Frequency (HF):13.56MHZToday's sole worldwide standard RFIDfrequency

Ultra High Frequency (UHF): 862 - 960MHZStandard frequency range useable forRFID, but currently not commonly appliedworldwide.

• USA 902-928MHz• Europe 865-868MHz • Japan 950 - 956MHz • Korea 910 - 914MHz • Australia 923 - 928MHZ • China approx. 900MHz

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Airbus Loan Process ERPSupply chain event Management & RFID

1 The cycle starts in the ERPsystem with a customer order,which triggers an event in theSCEM, starting the process.The ordered tool is then prepared for delivery to thecustomer.

2 The forwarder collects the toolshipment and updates thetransportation data in the ERPsystem, resulting in a messagethat creates an event in theSCEM. The message is thenpassed via the middleware to the RFID reader and writtenon the shipments tag and toolbox.

3 The data is now available elec-tronically and online, both onthe RFID tags and via theSCEM capability on theInternet and can be accessedby the authorized supply chainparties.

4 When the tool is delivered tothe customer by the forwarder,the delivery is acknowledgedthrough a mobile device via theInternet signalling the SCEMthat the delivery is complete.The tool data and status isavailable in the SCEM and on-line at every stage in theprocess enabling efficient ship-ment tracking and routingbetween customers, repair shopand Airbus warehouses.

5 Once the customer returns thetool, the tag on the tool is readand the SCEM automaticallynotifies quality inspection byemail, avoiding any delay inthe internal process. After thisa quality inspection and pack-ing is carried out. Once this isnotified, the tool is registeredas quality inspected and readyfor delivery again.

Processes possible today includethe return of tools to the tool shopby customers, transfer of toolsfrom warehouse to repair shop, andreturn of tools from repair shop tothe warehouse.

The instant availability of adminis-trational data provides better trans-parency of the supply chain, there-by minimizing idle time andimproving tool availability. Thenext step will be to integrate cus-tomers and freight carriers into theRFID processes. They will then beable to update the data on the chipand track the location of a particu-lar tool using the SCEM via theInternet.


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• Last certificate

• Original receipt number

• Last check

• Original certificate

• Part number

• Tool set

• No. of units

• Periodic check code

• Serial number

• Designation

• Net / gross tare

• Dimensions - length, weight,

height

• Owner

• Next check

• Test laboratory

• Manufacturer

• Original receipt date vendor

• Last receipt date

• Customs code

• Shipping information

• Shipping advice

Benefits of RFID in the tool loan business

• Less (or no) paperwork• Leaner administration• Simple and accurate exchange of

data• Standardized documentation in

compliance with aerospace industrystandard ATA Spec 2000

• Instant availability of all thenecessary data with the tool

• Repair order on the tag• Improved repair management• Availability of next shipping address

Complete paperwork available on RFID tags

RFID/ERPintegration at Airbus tools for loan service In 1997 Airbus started to deployRFID in its tools business. Themotivation for this innovative stepwas the intention to provide a bet-ter, quicker service to customers byimproving the efficiency of admin-istration in the tool loan business.By introducing RFID, Airbus wasable to reduce the Turn aroundTime (TAT) by over 25% andprocesses throughout the supply-chain were accelerated, amongthem for good data entries andquality inspection due to faster andmore accurate data availability.

As a result, tools managed withRFID had a higher effective avail-ability, in addition reduced paper-work and error rates led to signifi-cantly reduced administration.

Some of the other significantresults included: • Higher data accuracy due to

automatic data capture andavoidance of carry forward andmultiplying data entry mistakes

• Easier, faster and improvedflow of information between allparticipants in the supply chain

• Faster loan tool re-availabilitydue to streamlined process andthus reduced stock levels

• Possibility to completely tracethe part's history from cradleto grave

• Faster and more accurate loaninvoicing

HOW IT WORKS

The Airbus supply chain manage-ment activities for tools are basedon an ERP Supply Chain EventManager (SCEM), which is thecentral system, functioningbetween the Airbus back officeERP system and the RFID infra-structure consisting of tag, RFIDreader and middleware. The mid-dleware is a software specificallydeveloped for Airbus to ensurecommunication between the RFIDreader and the SCEM. The SCEMis linked to the ERP system via anERP application interface. Usingan ERP exchange infrastructure,the management console commu-nicates with the RFID middlewarevia an XML (eXtensible MarkupLanguage) interface. The data isthen written to or read from the tagvia the RFID server. The interfaceis open to allow incorporation ofbar code scanning or other SCEMor ERP standard interfaces at alater date. The SCEM triggers theprocess and workflows, both inter-nally and externally.

CONTACT DETAILS

Andreas TeufelAirbus Customer ServicesDirector Spares Marketing/On-site SupportSpares Support and ServicesTel: +49 (0) 40507 62320Fax: +49 (0) 40507 [email protected]://spares.airbus.com

Carlo K. NizamAirbus Customer ServicesHead of Business SystemsImprovementTel: +44 (0) 11793 64119Fax: +44 (0) 11793 [email protected]

Jens HeitmannAirbus Customer ServicesHead of Systems/EquipmentStandardizationTel: +49 (0) 40743 75991Fax: +49 (0) 40743 [email protected]

Airbus promotionof RFIDapplications

Airbus is actively promoting RFIDthrough various projects of theRFID application, for example incargo and luggage handling and alsofacilitates knowledge transfer onthese applications to customersthrough regular conferences. Forthis purpose, Airbus is creating aknowledge database for future cus-tomer access.

The most important next step is therevision of the ATA Spec 2000 andgeneral agreement from the FAAand EASA.

Airbus has started several projects tofurther test RFID technology in theaerospace environment. The selec-tion process for the solutionproviders has already started.

CERTIFICATION OF RFID TAGS ASREPLACEMENT OF YELLOW TAGSAirbus puts great emphasis on theelimination of paper documents forsupplier parts. By application ofRFID, the so-called Yellow Tagsidentifying the quality controlstatus of a part will no longer berequired.

AIRBUS WAREHOUSE TO OPERATEFULLY WITH RFID Airbus is evaluating the launch of a pilot project for an all RFIDwarehouse. Once a go-aheaddecision has been taken, RFID canbe introduced in three steps:• Tools & ground support

equipment will be equippedwith RFID

• Repair management andquality inspection will bemanaged via RFID

• RFID will be extended to all spares stored in thiswarehouse

UNAPPROVED PARTS IDENTIFICATIONPROJECT.Airbus has launched a projectwith a university to provide ameans for the identification ofunapproved parts in aircraftengines through RFID.

RFID IN LOGISTICS FORMANUFACTURING Airbus has launched a projectwith a university to investigateand deploy the use of RFID in thelogistics of manufacturing.

CABIN INTERIOR PARTSAirbus has launched a project toequip specific cabin interior partswith RFID to support cateringrequirements.


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RFID implementation in the tools loanservice has resulted in significantimprovements in service to customers andreductions in administration. There aremultiple continuing qualitative advantagescontributing further to efficiency andadministrative reductions. The next stepswill be to enable freight carriers to managethe physical processes of the tool loanservice by themselves.

A future step will be to use RFIDtechnology to manage certain groups ofaircraft spares.

Airbus will continue heading industryactivities to define and implement industrystandards.

Conclusion

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

ARTICLE

RCSM location Country

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

CUSTOMER SUPPORT AROUND THE CLOCK... AROUND THE WORLD

FAST

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Customer support

RCSM location Country

Abu Dhabi United Arab EmiratesAlgiers AlgeriaAl-Manamah BahrainAmman JordanAmsterdam NetherlandsAthens GreeceAuckland New ZealandBaku AzerbaijanBandar Seri Begawan BruneiBangalore IndiaBangkok ThailandBarcelona SpainBeirut LebanonBrasilia BrazilBrussels BelgiumBudapest HungaryBuenos Aires ArgentinaCairo EgyptCasablanca MoroccoCharlotte United States of AmericaChengdu ChinaColombo Sri LankaCopenhagen DenmarkDalian ChinaDamascus SyriaDelhi IndiaDenver United States of AmericaDerby United KingdomDetroit United States of AmericaDhaka BangladeshDoha QatarDubai United Arab EmiratesDublin IrelandDuluth United States of AmericaDusseldorf GermanyFort Lauderdale United States of AmericaFrankfurt GermanyGuangzhou ChinaHangzhou ChinaHanoi VietnamHelsinki FinlandHong Kong S.A.R. ChinaIndianapolis United States of AmericaIstanbul TurkeyJakarta IndonesiaJinan ChinaJohannesburg South AfricaKarachi PakistanKuala Lumpur MalaysiaKuwait city KuwaitLanzhou ChinaLarnaca CyprusLisbon PortugalLondon United Kingdom

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

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

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

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

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

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

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

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

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

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

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

A double-decker of fifty years ago…

A DOUBLE-DECKER OF FIFTY YEARS AGO...FA

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The first flight of the A380 in April 2005generated unprecedented worldwide publicity and

caught the attention of the general public concerning largedouble-deck aircraft.

However, the A380 is not the first double-deck aircraft, there have been anumber of them over the years, one of which was the Breguet 763 airliner.

Design work on this aircraft started in 1936 with the Breguet 730 prototype, but waspostponed due to the Second World War. In 1946, work started again and the prototype,

designated Breguet 761, made its first flight at Villacoublay in France on 15 February 1949.

A heavier version was then introduced, designated the 763 Provence, which was destined for Air France and flew mainly on the route from Paris to Algiers from 1953 to 1971.

A final version of the aircraft, the 765 Sahara, was built for the French Air Force and flew forthe first time in July 1958. This version was heavier, modified for military use and had longerrange. It remained in service until 1969 when the Transall replaced it.

In its day, it was an impressive aircraft, but a comparison of its characteristics with the state-of-the-art A380 shows just how far the aviation industry has come in the fifty-six years since thisdouble-decker first flew.

The Breguet 765 characteristics were:Wingspan: 45.5m (149ft)Length: 29m (95ft)Height: 10.15m (33ft)Speed: 400km/h (250 miles/hour)Range: 4000km (2,500 miles)Payload: 17t freight or 130 passengersFlight crew: 5

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

buildings in a single bound but he can run a fleet

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

designed to optimise the maintenance of your fleet

Always handy to have around, AIRMAN can reduce

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He can save millions. For more

contact Airbus Customer Services

Airbus. Setting the standards

AIRMAN AIRcraft Maintenance ANalysis.

www.airbusworld.com

Documents

JUL Y 2005 FLIGHT AIRWORTHINESS SUPPORT TECHNOLOGY · 2005-04-13 · Our vision for the EFB (Electronic Flight Bag) and its sup-port, how to deal with Required Navigation Performance