Embed Size (px)
Citation preview
AI
RB
US
T
EC
HN
IC
AL
D
IG
ES
TF
AS
T
N°
30
JU
LY
2
00
2
Fast 30_ Cover-Pub 26/07/2002 10:20 Page 1
This issue of FAST has been printed on paperproduced without using chlorine, to reduce
waste and help conserve natural resources.Every little helps!
Editor: Denis DempsterGraphic Design: Alain Fauré, Sylvie Lagré
and Agnès Massol-Lacombe
Customer Services Marketing Tel: +33 5 61 93 39 29Fax: +33 5 61 93 27 67
E-mail: [email protected] Escourbiac
FAST may be read on Internet http://www.airbus.comunder Customer Services/Publications
J U L Y 2 0 0 2
AI
RB
US
T
EC
HN
IC
AL
D
IG
ES
T
2
3
10
16
18
23
27
30
32
Just happened… Coming soon…
Flight Operations Monitoring programAnne Fabresse
Radio Frequency Identification for tracking tools Michael von Sparr
Upgrade ServicesGabriel Oehme
A340-600 Cabin maturity programme Hervé Bruere & Landry Fel
A330/A340 Electrical generationNo Break Power Transfer (NBPT)Pascal Chabriel
Prize winning Knowledge Based Engineering (KBE) teamAndrew Godbehere
Customer ServicesAround the clock… Around the world
‘Flight operations monitoring’part 2
Cover illustration: A340-600 cold weather testing,
Iqualit, Frobisher Bay, Canada in January 2002
P A G E
FAST 30
1
Airbus Customer Services
© AIRBUS 2002. All rights reservedThe articles herein may be reprinted without permission except
where copyright source is indicated, but with acknowledgement to Airbus. 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 and are expressed in good faith.
Where the supporting grounds for these statements are not shown, the Company will be pleased to explain the basis thereof.
FAST30_CONTENTS 26/07/2002 10:56 Page 1
JUST HAPPENED… COMING SOON…
P A G E
FAST 30
2
Just happened…
I 2 3
Coming soon…
5 64
8 71ST WARRANTY CONFERENCE
Barcelona, 2-5 December 2002
Airbus is proud to announce the 1st warranty conference towhich all customers operating all aircraft types are kindly invitedto attend. The programme will be developed in direct contactwith our customers and will include well prepared workshops anddedicated Q&A sessions.
1ST TECHNICAL DATA SUPPORT &SERVICES SYMPOSIUM
Barcelona, 9-12 December 2002
An estimated 250 delegates including 150 participants from 100airlines are expected to attend this first Technical Data Symposium.The main objective of this event is to promote the technical data andsupport services including the main themes of digital services andthe migration from paper todigital. The symposium will also includepresentations from airlines detailing their experiences with the use oftechnical data.
JAN 02 FEB 02 MAR 02 APR 02 MAY 02 JUNE 02 JULY 022 3I
"
1ST AIRBUS FLIGHT OPERATIONSMONITORING & SAFETY DEVELOPMENTCONFERENCEHong Kong12-13 March 2002(In association with Cathay Pacific)
220 participants attended the 1st confer-ence of this kind of which the main objec-tive was to share flight operations monitor-ing concepts in order to improve proactiveand reactive approaches to safety. The dri-ving forces in this programme were opera-tions and safety issues, in which partici-pants enjoyed constructive exchanges andincluded presentations of operators experi-ences. This first conference was addressedmainly to the Middle East, Asia, China,Australia and Russia, and confirmed thegreat involvement of operators in safetyapproaches and moreover their wish towork closely with Airbus in implementingefficient monitoring systems.
5TH A330/A340 TECHNICAL SYMPOSIUM
Montreal, 26-31 May 2002
This very positive event was attended by357 participants including representativesfrom 50 airlines and 30 vendors and feed-back has shown that expectations wereexceeded. Topics covered included alltechnical issues affecting the A330 andA340 fleet.They also included inputs fromA330 and A340 operators. One of the coreissues was the A340-600 flight test andmaturity programme and there was alsodiscussions on non-technical more generalmatters. Following tradition the eventincluded a social evening. The nextA330/A340 technical symposium will takeplace in 2004.
15TH HUMAN FACTORS SYMPOSIUM
Dubai, 18-20 June 2002 (In association with Emirates)
This event welcomed a range of delegates including academics, consul-tants, representatives from industry and 91participants from eigteen different airlines(mainly the Middle East). This over-whelming success was driven by the mottoof safety and included sessions on situa-tional awareness, threat and error manage-ment, Crew Resource Management (CRM)and fatigue and alertness management.Participants enjoyed much interacting withthe Airbus team during Q&A sessions andfeedback shows that these events highlightan evolution of our products, our brand andour communication strategy.
16TH HUMAN FACTORS SYMPOSIUM
Singapore, 7-11 October 2002 (In association with Singapore Airlines)
Themes for discussion will be concernedwith Human Factors issues in safety,training, long haul operations, FlightOperations Monitoring, electronic flightoperations. New this time will be A380novelties. As with previous Human Factorsevents wide opportunities for dialogue willbe created in an effort to ensure constantimprovement.
6TH AIRBUS TRAINING SYMPOSIUMSevilla, 15-24 October 2002
Preparation for the next Airbus TrainingSymposium, which has been split into twoparts for flight crew and maintenance staff,is in progress. It will provide a uniqueopportunity for briefing on all Airbus train-ing programmes and facilities. Participantswill include representatives from airlines,airworthiness authorities and specialisedAirbus staff therefore enabling participantsto share their experiences. There will alsobe the opportunity for participants to gainhands-on-experience of new trainingdevices and software.
A318/A319/A319CJA320/A321 TECHNICAL SYMPOSIUM
Puerto Vallarta17-22 November 2002
This next Technical Symposium, one daylonger than in the past, will include actualin-service issues covering the A320programme and general interest subjectsconcerning the A320 family with adedicated session for A319 Corporate Jetcustomers. The main themes will bestructures, engines and systems with timefor Q&A sessions and general topicdiscussions.
AUG 02 SEPT 02 OCT 02 NOV 02 DEC 02
4 5 6 78 "
FAST30 _2 26/07/2002 10:06 Page 2
Customer ServicesFLIGHT OPERATIONS MONITORING PROGRAM
P A G E
FAST 30
3Flight Operations
Monitoring program A PROACTIVE CONTRIBUTOR TO SAFETY
Airbus Corporate vision has alwaysincluded as its basic tenet: ‘Flight safety first’We are very aware at Airbus that safety isthe single most important asset of ourbusiness. Corporate shareholders, customersand employees depend on it for the successof our products and for continued belief inour philosophy and knowledge. We believethat the most strategic and effective way topromote safety is to establish, maintain anddevelop a positive safety culture in all areasof design, manufacture and operations.
Within the frame of its Flight OperationsMonitoring program, Airbus hasundertaken the definition of a worldstandard with world safety institutions andauthorities whilst working in closepartnership with the market’s key actors indeveloping industrial co-operationprograms, and supporting a network of thirdparties using its methods and standards.
Today, Airbus is confident its programwill satisfy airlines’ specific needs.Whether already equipped with a FlightOperations Monitoring program or wishingto implement such a system internally,Airbus offers a complete and efficient set ofservices for Flight Operations Monitoring.
Anne Fabresse, Line Assistance DirectorAirbus Customer Services
Flight Operations Support and Line Assistance
FAST30_03-09xp 26/07/2002 10:13 Page 3
FLIGHT OPERATIONS MONITORING PROGRAM
P A G E
FAST 30
5
FLIGHT OPERATIONS MONITORING PROGRAM
FLIGHT SAFETY FIRST
FLIGHT SAFETY FIRST
P A G E
FAST 30
4
Flight Operations Monitoring
An integrated approach Flight Operations Monitoring
An integrated service
OBJECTIVE
The Flight Operations Monitoring(FOM) program implements a pre-vention system based on identifyingaccident and incident precursors.The program increases the under-standing of the root causes of safetyinstability in the system enabling theoperator to formulate counter strategies.
Three main steps are needed tobuild an FOM program:• accurate measurement of
deviation from normaloperations,
• situation analysis, identificationof risk precursors and of rootcauses,
• launching of preventive andcorrective actions to improvesafety.
Measurementtools & techniquesThe accurate measurement ofdeviations from normal operationsrequires complementary tools andtechniques in order to understandnot only what deviations occurredbut why deviations occurred.
FLIGHT DATA MONITORING
This approachpertains to the rou-tine collection andanalysis of flight
data to provide more informationabout, and greater insight to, the totalflight operations environment. Theaim is to provide a feedback forsafety management, raising to thesurface errors and operational devi-ations that can be considered as“precursors” of accidents or inci-dents but which are not alwaysdirectly visible.
FOQA: Flight Operations QualityAssurance is another designationfor this part of the FOM system.
Flight data analysis requires equip-ping aircraft with specialised devices(Quick Access Recorders, PCMCIAcards, wireless connection sys-tems…) in order to systematicallycapture flight data collected on theaircraft’s flight data recorder.
Data is processed in a centralisedground station, in order to qualifyand quantify deviations from stan-dard operating procedures and com-pany policies. These deviations arecompiled in a database as events andthen statistically processed to pro-duce reports performing trendanalysis and identifying potentialrisks.
FLIGHT CREW OBSERVATION
An essential part ofFOM program is crewobservation. It is onlythrough actual crew
observations that we can see thewhole picture: the way a deviationfrom normal occurred, why it hap-pened and how the crew managedthe situation.
Evaluation sheets are compiled toproduce statistical reports on crewperformance in:• crew resource management and
communication,• application of Special Operating
Procedures (SOPs),• use of aircraft management
systems.
FLIGHT CREW REPORTING
It provides the indi-vidual crewmemberor collective group
with a perception of the event occurrence. Crew reporting is anessential element in establishing adiagnosis when looking for causesfrom symptoms.
FOM RESULTS FROM THE APPLICATION OF THE BASICQUALITY ASSURANCE PROCESS TO THE FLIGHT OPERATIONS
DOMAIN.Flight Operations Monitoring (FOM) is a continuous monitoring
loop, which allows an operator to precisely follow the impact of actionslaunched, in order to obtain the quickest and most efficient improvements.
Based on Airbus methods andexpertise, built through close team-work with its operators and withworld safety institutions, theAirbus FOM support offers a broadrange of scalable, modular softwaretools, data and methods as well asoperational services adaptable to eachairline’s needs.
A reportable occurrenceis understood to be anyincident, fault, malfunc-tion, deviation or technicaldefect that endangers orcould endanger the safe
operation of the aircraft or itsoccupants or which could leadto an unsafe condition in theaircraft.
Mandatory and voluntaryincident reporting, here wedistinguish both:
The mandatory channelis obligatory; reportshave to be submitted inthe name of the wholecockpit crew and maybe forwarded by the airline tothe airworthiness authoritiesif safety has been signifi-cantly threatened.
In the voluntary channel,reports may be submitted atthe discretion of an individualcrewmember and couldbecome invaluable informa-tion if a safety hazard and/orsafety precursor was encoun-tered, and also, if safety wasimperiled it helps to under-stand why an event occured.
RISK ANALYSIS ANDDECISION MAKING
To develop objective infor-mation, a Flight OperationsMonitoring system combinesdata with other sources andwith operational experience toenhance:• training effectiveness,• operational procedures,• maintenance and
engineering procedures,• air traffic control
procedures.
The major and most criticalstep of an FOM program is toperform a pertinent interpreta-tion of the results, and to decideupon the most appropriate andefficient actions. This impliesthe establishment of accuraterisk assessment methods andguidelines for decisions basedon detected risks.
FOM FLIGHT OPERATIONS MONITORING
LOMS LINE OPERATIONS MONITORING SYSTEM
LOAS LINE OPERATIONS ASSESSMENT SYSTEM
AIRS AIRCREW INCIDENT REPORTING SYSTEM
LOSA© LINE OPERATION SAFETY AUDIT
FOQA FLIGHT OPERATIONS QUALITY ASSURANCE
SOP SPECIAL OPERATING PROCEDURES
FDM FLIGHT DATA MONITORING
FAST30_03-09xp 26/07/2002 10:13 Page 4
METHODS
FOM HandbookAirbus, in coopera-tion with CathayPacific, Air France
and Aeroconseil, hasdeveloped standard
methods contained in theFOM Handbook, which describesthe Flight Operations Monitoring concept and provides guidelines tosuccessfully implement such aprocess within airlines.
Safety and FOM training courseIn addition to the FOM Handbook,Airbus has developped a one weekSafety and FOM training course,dedicated to the safety and flightoperations managers and thoseresponsible for FOM in the airlines,as well as those in the regulatoryauthorities.
FLIGHT OPERATIONS MONITORING PROGRAM FLIGHT OPERATIONS MONITORING PROGRAM
P A G E
FAST 30
6
FLIGHT SAFETY FIRST
FLIGHT SAFETY FIRST
FOM tools FOM methods and dataAirbus proposes a range of tools to airlines who are not already equipped.These tools have been designed to be the most operational-oriented possible.Solutions to ease analysis and decision-making process.
LINE OPERATIONS MONITORINGSYSTEM
It is a measurement, analysis andreporting software tool processingthe aircraft flight data. It automati-cally provides statistical reports onflight operation performance andpotential risks assessment. LOMSintegrates the Airbus flight profilesand can be applicable to the wholefleet of the operator.
Currently LOMs is being mergedwith the Flight Data Monitoringsoftware from Teledyne calledFLIDRAS. The new system will beavailable in 2003
From data to trends and lessons learned
Narrative reportPilots
InformationFlight ops co-ordinatorDe-identificationData-processing
Data
LOAS data process in 3 stages...
Stage 1
Fulfillment ofstandard worksheetby the observer
Stage 2
Data isprocessedthrough LOAS
Stage 3
Automaticstatisticalreporting
LOMS statistical reporting...
LOMS integrated flight animation...
AEROCONSEIL
*LOAS© copyright the University of Texas at Austin 2001
AIRCREW INCIDENT REPORTINGSYSTEM
It is part of the BASIS SafetyInformation System developed byBritish Airways. It can interfacewith existing BASIS modules.
Further to flight data analysis andcrew performance, AIRS allows avoluntary crew report which willenable the operator to understandwhy some deviations have occurredand will give rise to relevant rec-ommendations.
LINE OPERATIONS ASSESSMENTSYSTEM
It covers the following domains offlight operations: • cockpit crew operations,• operations Support,• cabin operation,• operating environment.
LOAS uses the University of TexasData Collection Methodology forsome aspects of crew operationsassessment. This methodology iscalled “LOSA©*” (Line OperationSafety Audit) and is based on threatand error management which is con-sidered by the Airbus specialists inHuman Factors and by many otherworld specialists as the most efficientmeans for identifying risk precur-sors.
LOAS has been designed to be astand-alone system, used by anoperator to perform crew observa-tions.
A generic tool that an operator cancustomise from the evaluation formsto the key word dictionary and to thedesired set of reports.
P A G E
FAST 30
7
The events and deviations havebeen defined by operational andflight engineers and have been val-idated during specific flight tests.They are finalised and validatedthrough thousands of flights in part-nership with some Airbus operators. The events triggered could be singlepunctual events (around 100 aremonitored).
As well as potential risk situationsresulting from the combination ofsingle events, the following situa-tions are currently monitored.(see table below)
The standard flight profiles areimplemented and operational onLOMS.
Airbus provides operators withthe specifications of the standardflight profile related to all the configurations of the aircraft.Having the specifications availableallows the Airlines to programmethem in their own flight data management system.
DATA
Flight profile specificationsBecause the accurate definition ofthe deviations from normal opera-tions is a key element for a com-prehensive flight data analysis,Airbus proposes its flight profilespecifications, to be integrated in anyFlight Data Monitoring system.
A flight profile is the set of refer-ences to which the flight data is com-pared in the Flight Data Monitoringprocess. Each time the flight datadeviates from a reference value, anevent is triggered. The flight profileincludes parameter filters, additionalparameter computation, and eventdetection algorithms. On a scale ofrisk, deviations from the standardflight profile are classified into threeseverity levels allowing risk assess-ment of events and trends as a basisfor remedial actions to be imple-mented:• low severity: green• medium severity: amber• high severity: red.(see graph below)
The severity levels have been set toensure compliance with the flightoperations regulations, the aircraftlimitations and the Airbus standardprocedures.
FAST30_03-09xp 26/07/2002 10:13 Page 6
FLIGHT OPERATIONS MONITORING PROGRAM
P A G E
FAST 30
9
FLIGHT OPERATIONS MONITORING PROGRAM
P A G E
FAST 30
8
The Airbus policy on a comprehensive FOMpackage should make a lasting contributionto the installation of safety cultures by itscustomers.The packaged approach of the Airbus FOMmakes more sense than a modular one as itadds value to the management of potentialrisks. It is well aligned with contemporarysafety initiatives seen at ICAO and at theFlight Safety Foundation.
Airbus FOM provides an integratedapproach to inject lessons learned from:
• several other safety methods and means,• both airline and manufacturer’s
experience,• risk assessment activities and safety
performance metrics based onmeasurements of safety performance andreal operational performance data.
FLIGHT SAFETY FIRST
FLIGHT SAFETY FIRST
Airbus services
FOM ASSESSMENT
The FOM Assessement gives a clearpicture of the current FOM systemin an airline, reviewing the organi-sation methods and tools in place.
FOM assessment activities:• review of the airline’s Flight
Operations Monitoring andsafety policy,
• study of the companyorganisation and skills for FOM:
• – methods and means for FlightData Monitoring
• – methods and means for airlineincident reporting tools
• – methods and means for crewobservation,
• review of risk assessment andand reporting process,
• organisation of thecommunication on lessonslearned and on the impact ofactions taken.
FLIGHT DATA MONITORING (FDM)ENTRY-INTO-SERVICE
After two or three months ofdata processing with LOMS (atleast 200 flights are required), or anyother FDM system on which theAirbus flight profiles are imple-mented, Airbus proposes specificservices.
The objective is to support the firststep of LOMS data interpretation,and to optimise the use of LOMSfunctions to get accurate results andmake pertinent risk assessments.
This assistance is directed towardsthe airline pilots and analysts whoare participating in the FOM pro-gram. This service is highly recom-mended to the operators imple-menting LOMS as their first FlightData Monitoring tool.
FOM OPERATIONAL SUPPORT
For a smooth and efficient imple-mentation of the FOM programthe operational support is highlyrecommended and is tailoredaccording to the FOM assessmentresults.
Five day on-site supportThis on-site service performed byan Airbus FOM engineer and byan Airbus pilot experienced inFOM includes: • detailed presentation of the flight
profiles,• assistance for the first flight data
analysis,• assistance to detect and cancel
false events,• interpretation of statistical reports, • customisation of key values.
THE FOM OPERATIONAL SUPPORT BENEFITS FROM THE CLOSESUPPORT OF ALL AIRBUS OPERATIONAL AND TECHNICAL EXPERTISE
FOM engineering assistanceperformed by an FOM engineer:the assisting engineer helps the air-line Information Technology depart-ment, Operational, Safety andMaintenance departments with thedesign and implementation of theprocess and techniques needed tosupport the Flight OperationsMonitoring program.
FOM pilot assistance provided bya pilot experienced in FOM:the assisting pilot helps in theobservation and interpretation offlight data. He or she also discussesthe FOM program with the pilotcommunity so that they agree andsupport the decision making processand the implementation of adequatecorrective and preventive actions.
ConclusionCONTACT DETAILS
Anne FabresseLine Assistance DirectorTel: +33 (0) 5 61 93 20 46Fax: +33 (0) 61 93 22 [email protected]
FAST30_03-09xp 26/07/2002 10:13 Page 8
1 - The customer places a loanorder for a tool with Airbus.
2- The freight forwarder collectsthe tool and sends it to thecustomer.
3- The customer uses the tool.
4- The freight forwarder collectsthe tool and sends it back toAirbus.
5- Airbus inspects the tool.
6- The freight forwarder collects the tool and sends it to the repair shop/calibrationshop.
7- The tool is repaired/recalibrated.
8- The freight forwarder collectsthe tool and sends it back toAirbus again.
This model clearlyshows that the
tool is actuallyutilised in only1 of 8 steps inthe process.
It becomesclear how easily
administration timeand paperwork build up
through each step in this longprocess. In fact, during the entireprocess, the tool will be used by thecustomer for just 35% of the time.The remaining 65% is processingtime taken up by administration,transport, repair and calibration,resulting in an average run time of58 days for each loan.
Due to Airbus’ previous efforts tooptimise tool-loan process, toolavailability was already high, but itwas clear that the process still hada very long Turn-Around-Time(TAT) which could be furtherimproved.
Chips are all around us!!!A new wave of smart chips has invadedthe earth! In everyday life, the new chiptechnology has been applied in a variety ofindustrial, administrative and leisure fields:on credit cards, in our car keys (as acentral locking function) and in theautomotive industry where it is used toorganise car production by retaining all therelevant specifications for a car ordered bya customer.
Former Vice-President of AirbusMateriel Support, Peter Kloepfer,decided in collaboration with a researchinstitute to use the chip technology inorder to optimise its tool-loan process.
The Radio Frequency Identification(RF/ID), able to store and retrieveessential data for high value, high usageitems, which require close tracking,recently found a new application withinthe aircraft industry. Airbus decided, incollaboration with a research institute, touse the chip technology to optimise itstool-loan process.
This article explains why and how theRF/ID was introduced into the Airbus tool-loan process and how it can improvethe tool-loan service for its customers aswell as providing improvement in otherareas of logistics management.
RADIO FREQUENCY IDENTIFICATION FOR TRACKING TOOLS
P A G E
FAST 30
10
Radio FrequencyIdentification for tracking tools
DEVELOPMENT OF TOOL LOANBUSINESS
Before 1996, Airbus loaned toolsto around 20 customers but thisincreased rapidly to over 100 by2000. Currently, around 3,500loan orders are processed each yearby Airbus, covering over 7,000individual tools. Approximately30% of tools are on loan from thestores at any one time. This largeincrease in business added furtherimpetus to the necessity for furtheroptimisation of the process.
LOAN SERVICE OBJECTIVES
• Supply chain optimised
• Process more transparent
• High quality level verification
• Added value for customerthrough data use
New goals were defined as toolavailability became more reliable.Other factors and issues in theprocess came under the spotlight:• reduce TAT, so increase
availability with reduced inventory,
• reduce paperwork,• increased data security, quality
and consistency for safety andefficiency,
• possession of all relevant data atany time,
• earlier decisions on repair,• ability to use integrated
forwarders.
From this analysis it was clearthat a more transparent system wasrequired, allowing greater access torelevant data and clearer instruc-tions that required less humanintervention at each step (i.e., tomake the process as automatic aspossible).
HOW DOES THE TOOL-LOANSERVICE WORK?
Tool-loan process in 8 steps
P A G E
FAST 30
11
RADIO FREQUENCY IDENTIFICATION FOR TRACKING TOOLS
Tool-loan service in Airbus
Customer Services
While the major part of Airbus’tool business is concerned withselling tools and GSE (GroundSupport Equipment), a significantpart of the business deals with lea-sing tools. Airbus stocks tools andGSE for structural and other modification programmes, retrofitprogrammes, incidents or otherrepairs, and periodical checks.
WHY LEASE TOOLS?
Very expensive or rarely usedtools are the most commonly leased by Airbus.
Advantages in leasing instead ofbuying:• customers can avoid capital
investment and eliminateredundant stock,
• the tools may be expensive andneeded once only,
• the Airbus tool-loan service isreliable (98-99% toolavailability),
• as tool quality requirementsincrease to the same level asGSE, Airbus takes care ofcalibration, repair and testreports, which means lowercosts and less administration.
WHO LEASES TOOLS?
Maintenance centres, not airlinesare the biggest tool loan customers. This may, in part, beexplained by the reasons aboveand partly because the variety ofcustomers managed leads to aneed for a wider range of tools.
RF/IDRADIO FREQUENCY IDENTIFICATION
GSEGROUND SUPPORT EQUIPMENT
TATTURN AROUND TIME
ERPENTERPRISE RESOURCE PLANNING
MROMAINTENANCE REPAIR ORGANISATION
BOMBILL OF MATERIAL
SMSSHORT MESSAGE SERVICE
LRULINE REPLACEABLE UNIT
OEMORIGINAL EQUIPMENT MANUFACTURER
EMIELECTRO-MAGNETIC INTERFERENCE
Michael von Sparr, Director Vendor MaterielAirbus Customer Services
Materiel Support and Services
FAST10-15-09xp 26/07/2002 10:14 Page 10
PAPERWORK/ADMINISTRATION
Improved certificates/qualityAny tools being transported requirevolumes of paperwork, e.g. paper-work for customs, inspection cer-tificates, quality certificates andsometimes test reports.
• CertificatesThey are often lost throughcustoms etc, which means delaysas the end user may not knowhow to use the tool, whether ithas been properly inspected andso will have to delay the processas they search for the lostinformation.
• QualityQuality data, calibrationcertificates and quality assurancepapers could be put on the chip.
Ease of administration• Receiving and shipping
information.• Addresses for calibration shops,
repair shops, freight forwardersavailable instantaneously.
• Tool box chip.
The chip holds information need-ed by forwarders, but not necessar-ily always available from anypaper work attached (if not lost!).This includes the weight anddimensions, which speeds up pro-cessing time, especially if severalboxes are being sent, as the boxesno longer need to be opened(which sometimes requires cranes),measured or weighed. The dataheld on the chip also allows auto-matic generation of shipping lists.
Ease of useHandheld computers and wirelesstechnology are widely usedthroughout industry, especially forreading bar codes.
DATA QUALITY
Avoiding misidentificationThe data is always clear and reli-able and never out of date – onedoes not need to decipher illegiblehandwriting, or try to read throughgrease or oil smears.
TraceabilityA complete history of the tool canbe recorded and kept in a databankand the life cycle can be tracked.The last changes made, as well aswhen and by whom can be followed, which is especiallyimportant when dealing with safety-related tools which must bemanufactured by certain approvedcompanies.
Repair data trackingThe chip can be used to improverepair as well as loan managementby including the repair order on thechip. Allowing the forwarder totransport the tool direct to theappropriate repair shop.
Data securityTo assure secure data, each user isissued with a user ID card and hascertain read/write access rights, ontop of which the chip can be madepassword protected.
Also, any transfer of data isencrypted so if any extra informa-tion is sent, e.g. by email in thefuture, it will be safe. This securedata transmission also ensures thatthe correct tool is used for the correct job, a great advantage asEnterprise Resource Planning(ERP) systems are not usually con-nected, making it difficult to verifythis sort of information quickly.
COMMUNICATION
The current user can communicatewith users further along the supplychain by writing e-mails or othermessages with handling instructionsetc. If there has been a problem, thiscan also be communicated, thusspeeding up troubleshooting duringrepairs or inspections.
SAVING TRANSPORT COSTS
As the chip on the tool (or box)holds all the shipping information,forwarders can send the tool directto the necessary repair or calibra-tion shops without returning thetool first to Airbus. This removes alarge, unnecessary part from thechain.
A340-600 CABIN MATURITY PROGRAMME
P A G E
FAST 30
12
Due to the growth in business and correspon-ding need to improve the whole process, this chip
was seen as a possible way to optimise the supply chain. Thus aresearch project was initiated and, as the project grew, severalpartners from the supply chain became involved.
RADIO FREQUENCY IDENTIFICATION FOR TRACKING TOOLS
P A G E
FAST 30
13
RADIO FREQUENCY IDENTIFICATION FOR TRACKING TOOLS
CHIP DEVELOPMENT IN THE AIRBUSTOOL-LOAN PROCESS
Airbus Materiel Support wasapproached by the FraunhoferInstitute, a research company,who analysed the logistics systemsupply chain and recommendedthe use of a data tag transponderchip.
*Radio Frequency Identification - RF/ID
OWNER - PART NUMBER - SERIAL NUMBERMANUFACTURER - VENDOR - ORIGINAL RECEIPT
NUMBER - MANUFACTURING DATE - DESIGNATIONLENGTH/WEIGHT/HEIGHT - NET/GROSS/TARE
N° OF UNITS - ORIGINAL RECEIPT DATELAST RECEIPT DATE - ORIGINAL CERTIFICATE
LAST CERTIFICATE - PERIODIC CHECK CODE - PERIODIC CHECK INTERVALTEST LABORATORY - LAST CHECK - NEXT CHECK - TOOL SET
READING & INPUT DEVICES
In order to read or change thedynamic data, all that is requiredis a computer and reader, ideally astandard handheld computer, suchas those already used for readingbar codes, and a reader pen. A stan-dard interface can be attached toany computer, e.g. handheld, PC orlaptop to download the chip’s datainto the company’s main computersystem. The same computer andreader pen can be used to write dataon the chip (by those who have theauthority). Text typed into the com-puter is transferred to the chipthrough the reader pen held againstthe chip.
WHICH TOOLS ARE GIVEN CHIPS?
Over 16,000 Airbus tools are avail-able for loan, out of which around3,000 (plus their respective boxes,if applicable) are equipped with achip. These tools have serial num-bers and require close tracking andwill often need repairs and/or cali-bration. They are typically veryexpensive and many have specialboxes that require special shippinginstructions. Other smaller toolssuch as drills or pins that are loanedas part of a package are not includ-ed. Chips are attached to tools (andtheir respective box) by simplydrilling a hole in the surface andgluing it in a location where itavoids damage.
WHAT IS CONTAINED ON THE RF/ID?
TOOL CHIPS AND BOX CHIPS
How can the Radio FrequencyIdentification* improve the tool-loan process?
What are the advantages of using theRadio Frequency Identifcation?
CHIP USE ON TOOLS• Tool identification/
manufacturing data
• Quality data (calibration)
• Life cycle information
CHIP USE ON TOOL BOXES
• Identification/manufacturing criteria• Tool box information (dim., weight, n° of boxes, vol., etc.)• Transportation data
(tracking & tracing of transport units, AWB, PO-#)• Tool management information (storage place)
Chip technology allows securedata to be carried on the tool, instead of on paper documents.
Two types of data loaded: • Static
Permanent data i.e., part number, serial number,date of manufacture,manufacturer.
• DynamicVariable/modifiable datai.e., date of last inspection, etc…
Before the tool is loaned out forthe first time, Airbus inputs thestatic and initial dynamic data onthe chip. The chip then follows thesupply chain to customers, forwar-ders and workshops, each of whomare able to read, depending on theiraccess rights, the part of the chipwhich holds information relevantfor their business.
"
• Knowledge of which boxfor which tool
• Decision: repair requested?
• Destination for collection
• Generate shipping list inMS-WORD
• Print lists
• Mail to recipients
AUTOMATIC SHIPPING LISTSFOR WORKING PARTY
FAST10-15-09xp 26/07/2002 10:14 Page 12
Airbus introduced themicrochip to optimise its tool-loan process. The test phasecompleted within Airbus andits supply chain partnersproved that the chip couldimprove tool-loan service by:• reducing TAT, thus
improving availability of tool;• reducing administration,
improving data acquisition;• saving transport costs;• improving data quality;
• improving tracking of tools and increasingtransparency of tool-loanprocess.
With over 3000 Airbus toolsand boxes equipped with thechip, future steps will be toextend the application to awider range of airlines,Maintenance and RepairOrganisations and forwarders.
CONTACT DETAILS
Michael von SparrDirector Vendor [email protected] KotterVendor MaterielTools Planning and Supply [email protected] StückerVendor MaterielTools Planning and Supply [email protected]
MAIN DIFFERENCES
The chip contains both static anddynamic types of data, while barcodes have only static.
The chip itself is more expensivethan a bar code but it is easier tochange data on the chip instead ofhaving to reprint and replace
bar codes if data changes, whichalso requires printers to be close athand therefore increasing introduc-tion and maintenance costs. Thechip also holds much more information.
Ultimately, the chip system isintended for high value, high usageitems which require close tracking,
whereas bar codes are intended foruse on less expensive items, requir-ing much less information to beretained – e.g. for inventories etc.
One application, which wouldwork well, is a combination of thetwo systems with one chip for thewhole tool with all information andbar codes on the separate parts.
RADIO FREQUENCY IDENTIFICATION FOR TRACKING TOOLS
P A G E
FAST 30
15
Next steps
EXTEND THE USER BASE
The chip has completed its testphase with Airbus and its supplychain partners and over 3000Airbus tools and boxes havealready been equipped with a chip.The next step is to extend the appli-cation to a wider range of airline,MRO, repair shop and forwarderpartners, as well as organisingtraining for users and support forthe reader.
FIND NEW POSSIBLE APPLICATIONS
Repair kits/ tools kits: list of Billof Material (BOM) with ‘Master’chip linked to data from each indi-vidual chip
New tools: customers can load datainto their system and reap the samebenefits for their own internalprocess chains.
Internet: in the future it could bepossible to use a handheld comput-er in the same way as a PalmPilotor SMS text messages on mobilephones, allowing encrypted emailswith extra information to be sentand received when required.
Vendor equipment: the one appli-cation with the greatest potential isvendor equipment (line replaceableunits (LRUs), and other compo-nents that require traceability, i.e., not standard hardware etc).
Due to the higher airworthinessrequirements for LRUs, the chipmust undergo further chemical,temperature and electro-magneticresistance tests for compliance,most of which have already beencompleted. This application isalready under development with noobjections from airworthinessauthorities, with the traceability ofitems being a major benefit. Manyoriginal equipment manufacturers(OEMs) have stated they would beinterested in the system once air-worthiness acceptance is achieved.
Chip dataHISTORY
The data transponder chip,called RF/ID, was researched anddeveloped by Fraunhofer Institutefor factory operation and automa-tion and eConnective AG, both sit-uated in Magdeburg, Germany.
Originally, Fraunhofer approach-ed Airbus Materiel Support andstudied the logistics of the tooling
supply chain. The chip type waschosen, a data model was createdand the software for the handheldcomputer and PC database wasprogrammed.
HOW TO USE
To read the chip, one requires areader pen and computer as well asa personal ID card. This meansthat it is always known who lastchanged data on the chip. For extrasecurity a password can be addedto the chip. The chip will give thelatest changes made but this datacan be downloaded to a main sys-tem to keep track of the tool’s his-tory. Data can be viewed, savedand modified, depending on theaccess rights assigned to that par-ticular user, preventing access tofunctions that are closed.
TECHNICAL DATA
The chip holds 2kB of data butwill probably increase to 8kB in thefuture, allowing more functions.• dimension: diameter 8mm• data security: 10 years if not read• temperature range: approx. 150ºC• resistance against temperature
and aggressive media• safe from Electro-Magnetic
Interference (EMI).
Handheld computers required arethe same as those used currentlyused to read bar codes, so for manycompanies the only outlay will befor the smaller reader ‘pen’.
SOFTWARE
Special read/write software forthis Airbus application was createdfor use on the handheld computerto read, write, and change data onthe chip. As the software is inde-pendent it can be used with any system, allowing integration intoall existing data processing systems. There is also a choice oflanguage available, allowinggreater ease of use and training.
P A G E
FAST 30
14
IN-SERVICE EXPERIENCE OFUSING THE RF/ID IN THE TOOL-LOAN PROCESS
Reduction of TATSince the introduction of thetest phase of the chip in 1998the reductions in TAT havebeen dramatic. GSE TATs fellfrom on average 53 days in1998 to 12 days in 2000 andTool TATs fell from 31 to 8days, overall a 75% reduction.
Savings in transport costsForwarders send tools straightto calibration/repair shopswithout sending them first toAirbus.
Reduction of stock levelThis reduction in cycle timemeans that fewer tools arerequired to provide the samelevel of availability, thus lessinventory investment.
Less parts blocked at goodsinwards meaning increasedavailability
Improvement in data qualitymeaning less errors, lessdefects, etc…
Chips vs. bar codesThe chip and bar code systems have many characteristics in common – both allowimmediate identification and use the same type of handheld, wireless technology to readthe data. However, the two systems complement rather than compete with each other andthe chip system is not designed to replace bar codes.
RADIO FREQUENCY IDENTIFICATION FOR TRACKING TOOLS
Conclusion
FAST10-15-09xp 26/07/2002 10:14 Page 14
UPGRADE SERVICES… ADDING VALUE TO YOUR FLEET
P A G E
FAST 30
16
UPGRADE SERVICES… ADDING VALUE TO YOUR FLEET
P A G E
FAST 30
17
Recognising the need and the importance of upgrading in-service aircraftfor customers, Airbus decided to launch a new business unit within CustomerServices, called Upgrade Services, to respond to growing customerexpectations on quality, lead-time and price.
1716
Gabriel Oehme, Head of Key Account ManagementAirbus Customer Services
Upgrade Services
Upgrade ServicesADDING VALUE TO YOUR FLEET
CONTACT DETAILS
For further information please contact the Customer Support Managerresponsible for your airline or contact our regional offices
Europe Fax: + 33 5 61 93 41 01
North America/Canada Fax: + 1 703 834 3464
China Fax: + 86 10 64 56 76 94
or send enquiry directly to “Airbus Upgrade Services” in Toulouse
e-mail: [email protected]: + 33 5 61 93 41 06
COMPETITIVE AND RELIABLE
Upgrade Services brings togethera team of approximately 250 peo-ple, who were already involvedthroughout the company in activi-ties to provide optional andchargeable retrofit solutions for in-service aircraft.
It delivers a wide range of services from relatively simpletechnical aircraft modifications, tofull cabin and system upgrades,including embodiment, for Airbuspassenger, freight and corporateaircraft. Wherever possible exist-ing solutions are applied, which isgenerally quicker and less expen-sive. However, if necessary fullycustomised solutions may also beapplied, at competitive rates.
Although, all the technical publi-cations, documentation and com-petencies to provide retrofit solu-tions for Airbus aircraft are readilyavailable, Airbus is clearly not theonly company in the market whocan offer the Upgrade Services itscustomers need. Even if Airbus, asthe original equipment manufac-turer (OEM), is expected to pro-vide aircraft upgrades, it has toprove for every case its competi-tiveness and reliability in the glob-al upgrade market.
CUSTOMISED ENGINEERINGSOLUTIONS
Compared to other competitorsin the market, Upgrade Serviceshas the unique advantage of beingpart of the OEM and having accessto all Airbus resources and compe-tencies necessary to develop andmanufacture aircraft. This pro-vides it with a full scope of infor-mation on all Airbus aircraft deliv-ered, including the customisedoptions, even after delivery, due tothe Airbus configuration follow-upsystem.
When developing solutions forits customers, Airbus can investi-gate the vast majority of upgradesolutions provided to its customersin the past, or in the case of newsubjects, we can simply base theupgrade solution on the new devel-opment performed for current pro-duction aircraft: harmonisation orstandardisation of fleets is there-fore a standard activity.
But even in the case of highly customised and non-standardrequests, all Airbus core compe-tencies in Design, Engineering andManufacturing can be involved, toprovide an appropriate solution.
DEDICATED RESOURCES
Even as an integrated part of theOEM, Upgrade Services has a cer-tain level of autonomy, as it isequipped with necessary resourcesto perform a majority of upgradeactivities and the application ofsolutions is under the full responsi-bility of Upgrade Services.
It has technical specialists for allATA chapters, a highly qualifiedteam of experienced engineers,service bulletin authors, dedicatedkit management capabilities andthe full delegation for airworthi-ness approval and responsibilityfor product integrity for itsupgrade solutions.
As Airbus does not want to com-pete with its airline customers,working parties for embodiment ofupgrade solutions are subcontract-ed to third parties.
KEY ACCOUNT MANAGEMENT
Besides the technical teams andspecialists, Upgrade Services alsohas a dedicated commercial projectmanagement team, the KeyAccount Management. It is thecustomer interface of UpgradeServices and is responsible for theoverall project management. Itinteracts directly with the cus-tomers for business acquisitionand for the overall management ofbusiness implementation.
Dedicated key account managersare involved from the beginning ofthe project to delivery for service,and will be available at all timesfor questions or further requestsfrom the customer.
Customer Services
1 2 3 4 5 6 7NEED ANALYSIS UPGRADE DEFINITION ENGINEERING SOLUTIONS KIT PRODUCTION LOGISTICS WORLDWIDE WORKING PARTY RELEASE TO SERVICE
MANAGEMENTThe new Upgrade Services business unit has beenlaunched by Airbus to help customers to project andincrease the residual value of their fleets. It delivers awide range of services from simple technical aircraftmodifications to full cabin and system upgrades forAirbus passenger, cargo and corporate aircraft.Embodiment of the upgrades will be performedexclusively by third party organisations.
Conclusion
Fast 30 Upgrade Servicesxp 26/07/2002 10:15 Page 16
ProgrammeAirbus organised a series of spe-cial A340-600 passenger flightscalled the “First passengers’programme” to demonstrate theaircraft operational capability in anairline environment, prior to TypeCertification and delivery to thefirst customer, mid 2002.
The first series of 15 flights/100flight hours, including eight longflights, with sectors as long as 15hours, took place in November2001. More than 2000 passengerswere transported. Based on theresults of these flights, and in linewith prior expectations, a numberof modifications of cabin systems(hardware and software) weredefined and implemented.
A second series of 25 flighthours/450 passengers in March2002 confirmed the improvements,and was followed by the route proving flights in April 2002 (25 flights/mix of seven long rangeflights and 18 short-medium flights,150 hours) when the aircraft wasoperated by Lufthansa and Virgin.
These flights were part of theprogramme of “Certification and Maturity at Entry-Into-Service”, the objective of which isto ensure high reliability from thebeginning of airline service. Theywere operated with MSN376, thethird A340-600 aircraft, whichmade its first flight on 24September 2001.
The first passengers, prior to theELF series, were in fact dummiesinstalled in the cabin seats, eachgenerating a heat load equivalentto one passenger. They were usedfrom the second flight to start the airconditioning system tests beforepassengers were allowed to board.
Before passenger flights, toiletreliability was tested withsimulators installed on the toiletseats and generating a “wastefluid” and flushing according to aprogrammed automatic sequence.
AircraftThis aircraft has a unique cabinlayout with several combinationsof seats, galleys and stowage areasdesigned to thoroughly test thecabin in very demanding in-serviceconditions.
QuestionWhich flight would you be onwhen the aircraft is Frenchregistered, the cabin crew isfrom a major British airline oneday, and from a major Germanairline the next day, and yourfellow passengers come from allover Europe? Don’t know? Hereare some more clues: regularpassenger announcements aremade asking you to fill in yourin-flight questionnaire and youtravel for over 10 hours to arriveback where you started?
AnswerYou would be on an A340-600first passenger flight. These so-called Early Long Flights (ELF)put the aircraft and the cabinsystems in the real commercialflight environment.
P A G E
FAST 30
18P A G E
FAST 30
18
Hervé Bruere, A340-500/-600Development M.A.P. Manager
Long Range Programme
A340-600 CABIN MATURITY PROGRAMMEA340-600 CABIN MATURITY PROGRAMME
A340-600 Cabin maturity
programme
Landry Fel, A340-500/-600 Maturity Programme Manager
Long Range Programme
P A G E
FAST 30
19
Dummy “passengers” for test purposes
Toilet test equipment system
Customer Services
FAST 30_22XP 26/07/2002 10:16 Page 18
Further objectives were the col-lection of crew and passenger com-ments on cabin design and systemsduring long duration flights(ergonomic, perception, futurecabin design input). These flightsalso acted as an internal communi-cation exercise within Airbus (sev-eral sites and nationalitiesinvolved).
To determine the cabin perfor-mance, all passengers were invitedto complete a questionnaire cover-ing a variety of aspects includingsuch parameters as cabin tempera-ture, noise, stowage practicality,galley odours and lavatory appear-ance. The entertainment systemwas also scrutinised, with passen-gers being asked to assess the levelof difficulty of system use as wellas a series of questions to deter-mine the in-service performance ofthe numerous offers: video on
demand, flight information system,telephone, games and in-flight cam-era views. The latter includes acamera mounted near the top of thetail-fin offering views of the aircraft, an almost spiritual feel atsunrise.
These flights were as representa-tive of standard commercial flightsas possible, including the check-inand security formalities, with theexception that several passengershad portable test equipment in theircarry-on baggage! They carried outspot-checks on cabin temperaturethroughout the flight, measuringacoustics and were seen during theflights walking through the cabin,microphone in hand. Somethingthey would not be allowed to do ina commercial flight.
Airbus also used these flights togain a better understanding of theaeromedical aspects of long rangetravel. A Telemedicine station wasinstalled on-board and more than300 medical files were created andtransmitted using the SATCOM.This was a great opportunity forthe medical experts to assess theoperational constraints of in-flightmedical care.
In the all new A340-600 cabin,lights, shapes, colours and materialshave been selected to enhance passenger comfort. The cabin isspacious and the large overheadbins are easily accessible. Advancedin-flight entertainment and commu-nication systems have been integrat-ed to all seats with Liquid Crystal Display (LCD) screens givingaccess to a series of digital videosand games. Telephones and portablecomputers could be connected tothe new e-mail system.
New features for crews includethe Flight Attendant’s Panel (FAP)at door one with a new touch-screen unit driven by a new CabinIntercommunication and DataSystem (CIDS).
This aircraft is also equippedwith a Flight Crew RestCompartment (FCRC) of the newsingle occupancy design, with afold-down bunk and a businessclass seat for reading or eating, andwith a Lower Deck Mobile CrewRest Container (LDMCR), accom-modating eight bunks for cabincrew rest during long haul flights.
A Flight Test Engineer’s (FTE)station installed in the businessclass cabin allows the Flight TestEngineers to monitor in real-time and record for later analysis hundreds of parameters. Connectedto the FTE station are sensors tomeasure cabin temperature, pres-sure, and speed of cabin air move-ment.
These passenger flights were animportant part of the flight testprogramme of this aircraft, which
was mainly dedicated to cabin sys-tem tests. Other activities includedairport compatibility demonstra-tions at Toulouse, London LHR,Frankfurt and Zurich, externalnoise measurements, Electro-Magnetic Interference (EMI) tests,partial cabin evacuation test, coldweather campaign, engine fireextinguishing tests, participation inair shows in Santiago, Chile andBerlin) and support to sales cam-paigns.
All passengers and cabin crewwere expected to make use of theaircraft cabin as they would for anormal scheduled flight.
This ELF programme was opento some 45,000 Airbus employeesin Europe. It consisted of severalcircular flights operated fromHamburg (Germany), Manchester(UK) and Madrid (Spain). For the“happy few”, one flight destinationwas Mauritius. The passenger loads were made upof mainly Airbus staff but severalsuppliers were also involved: RollsRoyce, Matsushita, KID, Air Cabinand Rockwell-Collins. Cabin crewfrom Virgin and Lufthansa wereassisted by Airbus flight test cabinengineers.
ObjectivesThe main objective was to exposethe aircraft, and in particular itscabin systems, to a variety of oper-ations that are likely to occur inservice and demonstrate their cor-rect function and reliability.
The first series of Early LongFlights were performed to revealany issues linked to the cabin oper-ation, early enough in the develop-ment programme, to be able todefine and validate modificationsbefore first aircraft delivery. Thesecond series of flights, with components and equipment at cer-tification standard, demonstratedthat the aircraft operates properlyunder standard airline operatingconditions.
P A G E
FAST 30
20
A340-600 CABIN MATURITY PROGRAMMEA340-600 CABIN MATURITY PROGRAMME
Tail Fin camera image displayed on passenger screen
Airshow system displayed on passenger screen
TO MEET THESE OBJECTIVES special requirements were established:
• aircraft operation as on commercial flights, includingservices, meals, entertainment,
• no specific flight tests during the flights,• recording of environmental parameters
(noise, temperature…) with aircraft fixedinstrumentation plus hand-held devices,
• operation with a high passenger load factor (95%),• at least 1000 different passengers to establish a sound
statistical basis,• long sector flights (above 10 flight hours),• day and night flights,• more than 100 flight hours accumulated,• operation from different airports to evaluate aircraft
compatibility with airport services (passengerhandling, refueling, catering, cleaning, servicing...).
Air conditioning measurement device
Flight Test Engineer (FTE) station
P A G E
FAST 30
21
FAST 30_22XP 26/07/2002 10:16 Page 20
e-mails via their own lap-top computers or consultwebsites. During oneflight 25 users wereconnected to the service,
537 e-mails were sent and562 e-mails received.
Innovative passenger serviceswere proposed such as CabinInformation Network System(CINS): • e-mail (same functions as on
ground), • on-board internet (cached web,
a selection of favorite web siteswith content updated on theground via gatelink),
• business services (the contentsof Tenzing Now! was updatedevery 15 minutes during theflight).
All functions were availablefrom a laptop either con-
nected to an in-seat plug(all seats equipped withRJ11 plugs) or wireless(portable terminals can
be used all along thecabin thanks to antennas
installed in the cabin floor).
ResultsBest recollections fromparticipants were: • cabin design, • In-Flight Entertainment (IFE)
possibilities, • illumination and lighting, • low noise level, • lavatories,• the pleasant environment
produced by the air conditioning.
As one might expect from suchnew systems, several issues werehighlighted during the flights: • Temperature disagreement
between the selector and thezone controller was identifiedand corrected plus new CabinAssignment Moduleprogramming. Problem solvedafter November flights andsatisfactorily tested in March.
• Condensation in someparticular areas wasdiscovered, and improvementswere defined, implemented andsuccessfully tested.
• A whistling noise in the forwardcabin due to air conditioningducts was removed by sealredesign.
P A G E
FAST 30
22
The availability of a fullyfurnished aircraft early in theflight test programme allowedan unprecedented level oftesting of the full cabin in reallife conditions. The lessonslearnt from this experience,combined with the other flighttest data and the existing in-service data from otheraircraft types, gives earlyoperators the high level ofconfidence that the A340-600will be a mature product and
popular at Entry-Into-Service. Passenger feedback has, inlarge measure, validated thework undertaken by the cabindesign team and underlinesthe importance of workingclosely with customers. The initiatives launched for theA340-600 will be read acrossto the yet more challengingultra-long range A340-500,and have spawned an evengreater consultative processfor the A380.
A340-600 CABIN MATURITY PROGRAMME
The Airbus In-FlightI n f o r m a t i o nServices (AFIS),a new feature basedon air-to-groundsatellite links, was a real success.Passengers were able to send and retrieve
ConclusionCONTACT DETAILS
Hervé BruereA340-500/-600 Development M.A.P. ManagerLong Range [email protected]
Landry FelA340-500/-600 Maturity Programme ManagerLong Range [email protected]
FAST 30_22XP 26/07/2002 10:16 Page 22
P A G E
FAST 30
23
ON THE A330/A340 FAMILY THE SYSTEM OF NO-BREAK POWER TRANSFER (NBPT) AVOIDSTHE BREAK IN ELECTRICAL SUPPLY WHENCONNECTING OR DISCONNECTING THE VARIOUSPOWER SOURCES.
THIS ARTICLE PROVIDES A DESCRIPTION OF THEPRINCIPLES OF THE NBPT FUNCTION .
Pascal ChabrielElectrical Power Generation System
Airbus Customer ServicesEngineering & Technical Support and Services
Customer ServicesA330/A340 ELECTRICAL GENERATION - NBPT
Electrical powercan be suppliedto an aircraft’s
AC bus bar from a variety of sources: fromthe Integrated Drive Generators (IDG) onthe engines, the generator on the AuxiliaryPower Unit (APU), or externally, from theGround Power Unit (GPU). On previousaircraft, when transferring from one powersource to the other there is a momentarybreak in supply. Momentarily blank screensin the cockpit during engine start and cabinlights switching off then on are the mostvisible signs of break power transfers.
A330/A340Electrical generationNo Break Power Transfer
FAST 30-P23-26 26/07/2002 10:16 Page 23
P A G E
FAST 30
25
A330/A340 ELECTRICAL GENERATION - NBPT
P A G E
FAST 30
24
System description & function
GCU GENERATOR CONTROL UNITThis computer monitors andcontrols the parameters of theIntegrated Drive Generators andAuxiliary Power generator.
THE NBPT FUNCTION INVOLVES THE FOLLOWING COMPUTERS:
GPCUGROUND POWER CONTROL UNITThe main purpose of thiscomputer is to monitor theparameters of the ground powerunits and allow their connectionto the aircraft network whenparameters are within the limits.It also acts as a controller of thesynchronisation between powersources during NBPT.
With ACpower sources,the frequency,phase andvoltage have tobe synchronisedbefore theparalleling, andit is the purposeof the NBPTfunction toperform thissynchronisation.
NBPT WITH IDGS
Before NBPT between two IDGs their associatedGCU tunes the frequency of the generators to aFrequency Reference Unit (FRU) provided by theGPCU. When the synchronisation is achieved asignal is sent to the ECMU by the GCUs to allowthe two generators to operate in parallel for somemilliseconds.
An electricaltransferwithout abreak requiresthat the twopower sourcesare momentarilyconnected inparallel, i.e theyare connectedsimultaneouslyto the same bus bar.
NBPT operating principles
SYNCHRONISATION AND PARALLELING
An NBPT is achieved by synchronising the voltage,phase and frequency of the power source already sup-plying an AC bus bar, with the power source to beconnected to this bus bar. Upon synchronisation thegenerators are momentarily connected in parallel on
the electrical network for a few milliseconds, then theoriginal supplier is switched off. An NBPT cannot be achieved between external powerA and B since the GPCU has no control of the GPUparameters. Also during NBPT involving a GPU,other generators have to be synchronised to the GPUparameters.
NBPT WITH THE AUXILIARY GENERATOR
Contrary to the IDG, the auxiliary generatorhas no frequency regulation device. The frequen-cy of this generator depends directly on the rotationspeed of the Auxiliary Power Unit (APU).Thus before NBPT between a GPU and the APUgenerator, the Electronic Control Box (ECB)tunes the rotation speed of the APU to synchronisethe auxiliary generator to the GPU frequency.
CONTROLS
One generator suppliesboth channels1
On request for connectionof the 2nd generator, thepower supply of theassociated bus is removedfor a few milliseconds
2
The generator is thenconnected to its bus3
One source supplies bothchannels. On request forconnection of the secondpower source a synchroni-sation is initiated
1
Upon synchronisation,power sources areparalleled during a fewmilliseconds
2
Paralleling is then stopped.Power sources supply theirown channels
3GPCU
frequencyreference
GPUfrequencyreference
Auxiliarygeneratorfrequencyreference
CONVENTIONAL TRANSFER
NBPT
ECMUELECTRICAL CONTACTOR MANAGEMENT UNITThis computer controls thevarious AC and DC powercontactors of the electricaldistribution system which is splitin two. Two ECMUs are installed on theaircraft. ECMU 1 manages thecontactors of side 1 of theelectrical generation system andECMU 2 manages side 2. The electrical power transfers tothe AC bus bars are coordinatedby the ECMUs based on theinputs from the GCU/GPCU andsets of auxiliary contacts of thevarious contactors of theelectrical system.
A330/A340 ELECTRICAL GENERATION - NBPT
GPU frequencyreference
Before NBPT between an IDG and a GPU, theparameters of the IDG are synchronised to theexternal power unit parameters.
Before NBPT with an IDG, the parameters of theIDG are synchronised to the auxiliary generatorparameters.
If the NBPTfunction is notavailable, aconventionalBreak PowerTransfer (BPT)is achieved likeon the aircraftof the previousgeneration.
The electrical generation system has several gener-ating channels ensuring segregation in the electricaldistribution system and redundancy in case of genera-tor failure. Generators are capable of taking over theloads from other electrical channels following a chain
of priorities that are managed by the ElectricalContactor Management System (ECMS). The ECMS manages the electrical transfer when gen-erators are successively connected to the electricalnetwork.
Voltage, phase andfrequency have to besynchronised within therequired time window
FAST 30-P23-26 26/07/2002 10:16 Page 24
A330/A340 ELECTRICAL GENERATION - NBPT
P A G E
FAST 30
26
The NBPT function has beendesigned in order to beavailable on the ground duringthe aircraft standard operatingprocedures. Outside theseprocedures Break PowerTransfers are observed.
However due to some systembehaviour affecting thesynchronisation of thegenerators, BPTs may also beobserved randomly at a verylimited rate even though thestandard operatingprocedures have been
followed. If there is no failuremessage recorded and therate of BPT remains withinacceptable limits there is nomaintenance action required.
Airbus has issued ServiceInformation Letter SIL 24-070and developed a simulationtool of the NBPT Function.This simulation tool illustratesin a user-friendly manner theinformation provided by theSIL and allows a betterunderstanding of the NBPTprinciples.
CDROM ‘NBPT SIMULATION TOOL’
PROCUREMENT DETAILS:SIL 00-032Ref: SCM1 AM211 11/01
Conventional transfers
NON STANDARD PROCEDURES
The NBPT function has beendesigned in order to be operativeon the ground during theStandard Operating Procedures(SOP) described in the Flight CrewOperating Manual (FCOM).Outside these procedures or inflight the system performs conven-tional electrical transfers with amomentary break.
FAILED SYNCHRONISATION
If for any reason the system isnot able to perform the synchro-nisation within the required timewindow a BPT is performed and nofailure message is recorded in thatcase. There are several systembehaviours that could affect thestability of parameters and so theability of the system to keep thegenerators synchronised:• Ground power unit providing
fluctuating parameters.• IDG with worn piston and block
bores.• Electrical load variations at the
time of the transfer (e.g flightcontrols or cargo dooroperation).
• High oil viscosity in coldweather conditions.
• Simultaneous start or shut downof engines.
• Fluctuating Engine & APUrotation speed...
As a consequence the NBPT func-tion cannot be available in 100% ofthe electrical transfers. If the rate ofBPTs remains within acceptablelimits and no failure message isrecorded there is no peculiar inves-tigation required.
INADVERTENT PARALLELING
The NBPT function is inhibited ifthe system detects that a parallelingwith non-synchronised generatorsis likely to occur, which wouldinduce damage to aircraft equip-ment. Basically this protection isactivated if the electrical systemsees that a contactor has an incor-rect status. In this event there arededicated fault messages and theTrouble Shooting Manual (TSM)provides the necessary instructionsin order to identify the cause of theinhibition and recover proper oper-ation of the NBPT function.
If for any reason the NBPT function is not avail-able a conventional electrical transfer (with break)lasting less than 200 multiseconds is performed.Aircraft systems have been designed to sustain break
power transfers of 200 multiseconds and so, no systemfailure should result from a power transfer with break. The reasons for having conventional break powertransfers are provided hereafter.
Conclusion
FAST 30-P23-26 26/07/2002 10:16 Page 26
PRIZE WINNING KNOWLEDGE BASED ENGINEERING TEAM
P A G E
FAST 30
27
Andrew Godbehere, Engineering Programme ManagerAirbus UK
Prize winning
Knowledge BasedEngineering team
Every engineering organisation basesitself on its knowledge. So why are thereKnowledge Based Engineering (KBE)teams active throughout the Airbuspartnership?
This article investigates the KBE arenaand tries, through examples, to show whyAirbus is a worldleader in thistechnology.
FAST30_27-29xp 26/07/2002 10:17 Page 27
The building of KnowledgeBased Engineeringapplications has beenhappening across the Airbuspartnership for more than12 years in many forms,ranging from cabinapplications, fuselage, wingstructure and systemsengineering to tooling andnumerically controlledproduction. However, whatcharacterises them all is theirability to automate themundane, secure quality,securing static and dynamic
processes, and integrating ina concurrent environmentengineers from acrossengineering andmanufacturing. Various levelson benefits have beenclaimed, from minor to major,but the most recognised isthe philosophical shift fromfocusing on data generation(e.g. CAD), to engineeringprocess, with data beingsimply the output. It all boilsdown to helping our prizewinning engineers to focus onthe engineering, together.
PRIZE WINNING KNOWLEDGE BASED ENGINEERING TEAM
P A G E
FAST 30
29
PRIZE WINNING KNOWLEDGE BASED ENGINEERING TEAM
P A G E
FAST 30
28
What is Knowledge Based Engineering?
Two examples
Prizewinning team
KBE METHODOLOGY
Although there are many defin-itions, a simplification is to saythat engineering processes andrules are captured, coded in tothe computer, and run so thatresults can be generated moreaccurately and faster. They aregenerally unique applications,tailored to the engineer’s needs,which focus around the process,and not the data generation. Thisis illustrated in the MOKA(Methodology Of KnowledgeAcquisition) cycle as shown.
KNOWLEDGE ACQUISITION &STRUCTURING
We have all been doing this foryears, both in terms of handbookdevelopment, design guides,stressing manuals and technicalreports. However as the technicalage advances so the electronicarchiving and retrieval of informa-tion becomes more advanced. Also,we all know how difficult it can beto find information on the internet. When we find it, how do we knowit is knowledge applicable to ourcontext?
For example: I do an on-line searchfor ‘bonded lap joint’. I get 3297 hits.I put this into context by searchingfor ‘bonded lap joints analysis onsingle shear high temperature’. Iget 6 hits. How do I know, on myleading edge panel, which ‘pocketof knowledge’ to use? Frankly I ammore confused now than before.The knowledge presented to meneeds to be approved and verified formy particular application.
Simply ‘information mining’ or‘cognitive search engines’ don’thelp, without the approval of knowl-edge and the appropriate structuringof it. MOKA gives a framework forthis. So we have at least one method-ology for our structuring. However,what about the acquisition???
Knowledge AcquisitionPut three bonded joint experts in aroom and ask them to state how todesign my bonded joint. I get threeprocesses; rule sets and, possibly,results. How do I get consensus?Well this requires advanced inter-viewing, data analysis and negotia-tion techniques to be applied to mygroup of experts. However thereare technologies and techniques outthere that have demonstrated anability to rapidly develop consensusand so acquire and approve knowl-edge in the most efficient way. Thisincludes methodologies in whichthe interviewer is trained how to talkwith multiple experts, harvest theirknowledge and get them to agree asingle knowledge base.
So, I have my knowledge, I haveapproved and structured it, sowhat? Well I now have KNOW-LEDGE, not INFORMATION. I have it in a form readily utilised byeither PEOPLE (written orINFORMAL) or MACHINE (elec-tronic or FORMAL). I have thebasis for building my applications.
APPLICATION BUILDING &EXPLOITATION
This is where the ‘intellectual’and the ‘practical’ come together– exploiting knowledge in an effi-cient way for our core business ofaircraft engineering. By acceler-ating elements of the engineeringprocess great economic or lead timeadvantages can be realised over current practices. More importantly,if done well, the applications can beused from aircraft programme toprogramme, realising the savingsover and over.
CABIN CONFIGURATION
A customer can discuss theseating layout, galley configura-tion and interior details in Toulouseusing one suite of applications,geared to give the customer aninstant representation of theirchoices. This is forwarded elec-tronically to the Final AssemblyLine (FAL) where another, inte-grated suite of KBE applications isused to engineer the cabin.
A bill of materials and CAD(Computer Aided Design) modelsfor the customer’s interior,including seats, galley and over-head services, can be delivered ina fraction of the time previouslyachievable. More importantly, theapplications are used for everycustomer variant, and are beingdeveloped across the Airbus family.
WING TRAILING EDGE
On the A380 programme theTrailing Edge team are utilisingKBE in the engineering of the trail-ing edge fixed structural assembly.This application suite has the poten-tial to integrate the structures design,sizing, analysis, routing, machiningand tooling disciplines in a waynever previously anticipated.
All of these modules can be inte-grated to help in both the productdefinition and detailing phases. It
delivers benefit dueto the large number ofsimilar componentsand due to the factthat a fuller suite ofdisciplines can beengineered togetherin one environment.
This integrated application suitewon the KBO (Knowledge BasedOrganisation) prize this year, recog-nising it as the most innovative useof KBE in the world during 2001.
"
Concurrentcomponent/Jig
design
Systems/structure
integration
Are wealone?Almost every major engineeringorganisation has invested in thistechnology, including aerospaceand automotive organisations.
Two main streams
Conclusion
FAST30_27-29xp 26/07/2002 10:17 Page 28
Customer support
P A G E
FAST 30
31P A G E
FAST 30
30
AROUND THE CLOCK...AROUND THE WORLD
WORLDWIDEJean-Daniel Leroy Vice President Customer SupportTel: +33 5 61 93 35 04Fax: +33 5 61 93 41 01
USA/CANADAGérard RaynaudSenior Director Customer SupportTel: +1 (703) 834 3506Fax: +1 (703) 834 3464
CHINARon BollekampDirector Customer SupportTel: +86 10 804 86161Fax: +86 10 804 86162 / 63
RESIDENT CUSTOMER SUPPORT ADMINISTRATIONPhilippe Bordes Director Resident Customer RepresentationAdministration Tel: +33 5 61 93 31 02 Fax: +33 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 in North America should be addressed to: Tel: +1 (703) 729 9000Fax: +1 (703) 729 4373
AOG Technical and Spares calls 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 5 61 93 33 33Fax: +33 5 61 93 46 65
Airbus Training subsidiariesMiami, USA - FloridaTel: +1 (305) 871 36 55Fax: +1 (305) 871 46 49Beijing, ChinaTel: +86 10 64 57 33 40 Fax: +86 10 64 57 09 64
RCSM LOCATION COUNTRY
Abu Dhabi United Arab EmiratesAlgiers AlgeriaAmman JordanAthens GreeceBangkok ThailandBeirut LebanonBerlin GermanyBrussels BelgiumBuenos Aires ArgentinaCairo EgyptCaracas VenezuelaCharlotte USA - North CarolinaChengdu ChinaCincinnati USA - OhioColombo Sri LankaCopenhagen DenmarkDakar SenegalDamascus SyriaDelhi IndiaDenver USA - ColoradoDerby United KingdomDetroit USA - MichiganDhaka BangladeshDoha QatarDubai United Arab EmiratesDublin IrelandDuluth USA - MinnesotaDusseldorf GermanyFrankfurt GermanyGuangzhou ChinaHangzhou ChinaHanoi VietnamHelsinki FinlandHong Kong S.A.R. China
RCSM LOCATION COUNTRY
Indianapolis USA - IndianaIstambul TurkeyJakarta IndonesiaJinan ChinaKarachi PakistanKingston JamaicaKuala Lumpur MalaysiaKuwait city KuwaitLanzhou ChinaLarnaca CyprusLisbon PortugalLondon United KingdomLouisville USA - KentuckyLuton United KingdomMacau S.A.R. ChinaMadrid SpainManchester United KingdomManila PhilippinesMauritius MauritiusMedelin ColumbiaMemphis USA - TenesseeMexico city MexicoMilan ItalyMinneapolis USA - MinnesotaMonastir TunisiaMoscow RussiaMontreal CanadaMumbai IndiaNanchang ChinaNanjing ChinaNew York USA - New YorkNingbo ChinaNoumea New CaledoniaOslo Norway
CUSTOMER SUPPORT AROUND THE CLOCK... AROUND THE WORLDCUSTOMER SUPPORT AROUND THE CLOCK... AROUND THE WORLD
RCSM LOCATION COUNTRY
Palma de Mallorca SpainParis FrancePhiladelphia USA - PennsylvaniaPhoenix USA - ArizonaPittsburgh USA - PennsylvaniaPort of Spain Trinidad and TobagoQingdao ChinaRoma ItalySan Francisco USA - CaliforniaSan Salvador El SalvadorSantiago ChileSao Paulo BrazilSeoul KoreaShanghai ChinaShenzhen ChinaShenyang ChinaSingapore SingaporeStockholm SwedenSydney AustraliaTaipei TaiwanTampa USA - FloridaTashkent UzbekistanTehran IranTokyo JapanToronto CanadaTulsa USA - OklahomaTunis TunisiaVancouver CanadaVerona ItalyVienna AustriaWinnipeg CanadaXi'an ChinaZurich Switzerland
Training centresSpares centres / Regional warehousesResident Customer Support Managers (RCSM)
FAST 30 worldwide xp 26/07/2002 10:18 Page 30
P A G E
FAST 30
32P A G E
FAST 30
32
FOM has been around for a very long time.
There is nothing as accurate as MK1 eyeballs,
especially six pairs of them, to measure
deviation from normal operations and provide
multiple analyses of the situation.
Each crew member was ideally placed to
identify possible risks and launch corrective
action to improve safety!
Undoubtedly, a large crew can provide greater
insight working in the fresh air of the total
flight operation environment.
FlightOperationsMonitoringpart 2
Gotha G.V. 1918
FLIGHT OPERATIONS MONITORING - part 2
FAST30 - 32 26/07/2002 10:18 Page 32
AI
RB
US
T
EC
HN
IC
AL
D
IG
ES
TF
AS
T
N°
30
JU
LY
2
00
2
Fast 30_ Cover-Pub 26/07/2002 10:20 Page 1
