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Just happened

HUMAN FACTORS SYMPOSIUMIN MADRID, SPAIN, 28-30 NOVEMBERAirbus continued the dialogue with its operators atthis forum, discussing human factors aspects withpractical and operational perspectives on:• Flight operations (environmental, safety, pure

ops e.g. procedures, philosophy, systems)• Maintenance (safety, CRM, organization, proce-

dures, 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, philosophy, systems)

A300/A310 FAMILY TECHNICAL SYMPOSIUMIN LISBON, PORTUGAL, 14-18 NOVEMBER A landmark event occurred at this symposium,with the first formal presentation to operators ofthe Airbus initiatives to ensure Long Term Supportof the A300/A310 Family. The objective of this ini-tiative is to ensure equivalent levels of operatorsatisfaction for A300/A310 operators as for anyother Airbus programme through to the last air-craft being in-service (up to year 2050). Clearlythe enhanced support foreseen for the A380 willset the satisfaction benchmark, and for theA300/A310 Family other considerations that affectthe level of service include the low rate of produc-tion (can affect spares availability) and the even-tual closure of the final assembly line, which mustbe anticipated. The operators at the symposiumexpressed their view that their expectations for thefuture had been met (61%) or exceeded (39%) inthis respect.The symposium discussion otherwise covered various technical, maintenance and support issuesand 100 participants from 36 operators were pres-ent, including all of the largest A300/A310 opera-tors. 67% of the operator respondents consideredthe event very useful and 33% useful.

Coming soon

SPARES, SUPPLIERS & WARRANTY REGIONAL SYMPOSIUMIN ATHENS, 13-16 FEBRUARY 2006Following the Airbus Spares, Suppliers andWarranty symposium in Puerto Vallarta, Mexicofor operators in the Americas, and in Sanya,China, for Chinese operators, it is now the turn ofEurope and Africa. A Spares, Suppliers &Warranty regional symposium will be held inAthens, Greece, from the 13th to the 16th ofFebruary 2006 bringing together Airbus cus-tomers, operators and suppliers. Its objective is toreview together strategic directions, operationalsupport issues and current spares and warrantyservices. Operators will be given the opportunityto express their requirements and share their expe-rience. Major suppliers will also have the opportu-nity to present their support and services strategy.

A330/A340 FAMILY TECHNICAL SYMPOSIUM IN SUN CITY, SOUTH AFRICA, 28 MAY-2 JUNE 2006 Airbus is pleased to announce the date and loca-tion of the next A330/A340 Technical Symposium.The Symposium is the opportunity to review actual in-service experience with the A330/A340Family of aircraft as well as to discuss subjects ofmore general technical interest.A provisional agenda will be sent in February 2006.

Customer Servicesevents

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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

Graphic Designer: Agnès Massol-Lacombe

Authorization for reprint of FAST articles should be requested from the editor at the FAST e-mail address given below

Customer Services Communications Tel: +33 (0)5 61 93 43 88

Fax: +33 (0)5 61 93 47 73E-mail: fast.magazine@airbus.com

Printer Escourbiac

FAST may be read on Internet http://www.content.airbusworld.com/SITES/Customer_services/index.html

under Customer Services/Publications

ISSN 1293-5476

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 to read it, for the sole purpose of information. This Magazine and its content shall not be modified and its images shall not be reproduced without prior written consent of Airbus.

This Magazine and the material it contains shall not, in whole or in part, be sold, rented, distributedor licensed to any third party. The information contained in this Magazine may vary over time

because of future factors that may affect the accuracy of information herein. Airbus assumes noobligation to update any information contained in this Magazine. When additional information

is required, Airbus S.A.S. can be contacted to provide further details. Airbus, its logo and productnames are registered trademarks. Airbus S.A.S. shall assume no liability for

any damage in connection with the use of this Magazine and of the materials it contains,even if Airbus S.A.S. has been advised of the likelihood of such damages

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Photographs: exm company: Hervé Goussé and Philippe Masclet

Airbus France: Julie PomeryCover page: Julie Pomery

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Safety initiatives in Customer ServicesAn overview of Airbus safety initiativesMichel Trémaud

Airbus cabin air qualityStill the best!Claire Nurcombe

The European Aviation Safety AgencyA new regulatory authority for European aviation Claude Schmitt

Engine noise reduction programmeMaking aircraft engines better neighboursStephen Montgomery

A380 Airport readyThomas BurgerThilo Stilp

Airbus Training AirportA virtual airport for pilot trainingKheireddine BelguedjBernard Benetti

Countering jet fuel price increasesGuidance on fuel savingSimon WeselbyFrédéric Desgeorge

Giants of the skies, past and present

Customer ServicesAround the clock... Around the world

Cover:A380 MSN004 at Frankfurt airport duringits check exercise, see article on page 23.

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SAFETY INITIATIVES IN CUSTOMER SERVICES - AN OVERVIEW OF AIRBUS SAFETY INITIATIVES

Continuedairworthiness andoperational safety

Operators and Maintenance,Repair and Overhaul (MRO) orga-nizations are required to report totheir national authorities in-serviceoccurrences defined by their coun-try's mandatory occurrence report-ing (MOR) scheme. It is essentialthat such in-service occurrencesare also reported to Airbus, docu-mented, analysed and understoodin order to prevent the reoccur-rence of known types of events andthe occurrence of potential events.Indeed, this prevention processincludes both a reactive part and aproactive part.

For effective identification ofevents precursors (also referred to as weak signals), the proactivepart also includes the analysis ofobservations made by operatorsin the frame of their flight opera-tions monitoring programme (i.e.incidents and human factorsreports, flight data analysis andline observations).

The operational, technical andhuman factors analysis of in-service experience feedbackenables Airbus to continuouslyidentify lessons-learned and

implement safety enhancements interms of Design, Operations (i.e.procedures) and Training.

Safety enhancement effortsaddress equally flight operations,cabin operations and mainte-nance. The lessons-learnedderived from this process areblended with the conclusions andrecommendations from industryworking groups in order to devel-op and publish safety-awarenessinformation in various media.

Attaining andmaintaining safeand profitableoperations Support to operators in attainingand maintaining safe and prof-itable operations has been thecharter of Airbus CustomerServices since the entry-into-service of the first A300 aircraftback in 1975. However, the indus-try has greatly evolved and Airbus'initial operators base of flag carri-ers has been enriched with charteroperators and, more recently, low-cost carriers and corporate flightdepartments.

The leased-aircraft concept hasbeen an enabler in this market evolution and has created a new

Airbus Flight Operations BriefingNotes, an example of Airbussafety-awareness publications

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Safety initiativesin Customer Services

An overview of Airbus safety initiatives

As an aircraft manufacturer, the prime duty ofAirbus in terms of safety is two-fold:• Ensure the continued airworthiness and

operational safety of the Airbus fleet, • Support Airbus operators in attaining and

maintaining a safe and profitable operation.

The former represents the manufacturer's regula-tory obligation, as Airbus is the holder of a designand production operational approval. The latter reflects Airbus's commitment, as a customer services organization, to operators of Airbus aircraft.

Since 2003, Airbus Customer Services hasdeployed a yearly portfolio of safety initiativesthat address all aspects of Airbus's internal coreactivities and all domains of an airline's operation.

This article provides an overview of this portfolioof safety initiatives to encourage operators andother actors to take full advantage of these safetyenhancement opportunities.

Michel TrémaudSenior Director

Airbus Customer Services Head of Safety Management

framework of relationships bet-ween Airbus, its customers (i.e. theleasing companies) and the aircraftoperators. The traffic growth infast-developing geo-economicregions has been an additional driver in the evolution of Airbussupport to its aircraft operators.

Today, Airbus Customer Servicesoffers a wide range of support andservices to further enhance operat-ing safety. This support is bothdirect (i.e., working with operators)and indirect (i.e., working withnational civil aviation authorities,training organizations, MRO cen-tres, international safety organiza-tions…) and spans the followingbasic elements of a safe operation:• Regulations,• Regulatory oversight by

national authorities,• Operator's regulatory

compliance and best practices: . General organization, . Flight operations organization

(including flight operationsmonitoring process),

. Maintenance/engineeringorganization includingmaintenance best practices,spares provisioning andground supportequipment/tools,

. Company safety managementsystem (SMS),

. Fleet upgrade andstandardization,

. English proficiency training.

Safety awareness Safety management is a mindset;safety readiness is a matter ofawareness… being aware to bementally prepared. Over the pastyears, Airbus Customer Serviceshas developed a wide array of safety awareness publications onvarious media:• 'Getting to Grips with'

brochures that today cover 19flight operations themes,including cabin safety,

• Flight Operations BriefingNotes, published on a monthlybasis in the Airbus SafetyLibrary, (http://www.airbus.com/en/corporate/ethics/safety_lib/) and in a yearly collector box

• E-Briefings, available on theFlight Operations Communityof the new airbusworld.comcustomer portal,(http://www.airbusworld.com/)

• Videos and CDs.

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To further ease the disseminationand understanding of complex subjects by all stakeholders, someof the above safety awareness publications have been translatedinto the Chinese and Russian languages.

Training andeducation Maintaining the link with operatorsafter their type qualification, in oneof the Airbus Training centres, is animportant element of Airbus' safetyawareness strategy. In 2004, Airbuscreated the concept of regionalAirline Instructors Seminars to pro-mote the continued exchange ofteaching and safety informationbetween Airbus instructors and air-line instructors. The following is theregional coverage achieved by theseseminars in 2004 and 2005, andplanned for 2006:• 2004: Taipei, Mumbai, Beijing,• 2005: Miami, Moscow, Hanoi, • 2006: Bangalore, Tunis, Beijing,

plus locations to be selected inthe Middle East, Asia and SouthAmerica.

Acknowledging the requests ofoperators, the initial concept thatfocused on flight operations hasbeen extended to maintenancefrom the last seminar in Hanoi.

The above set of safety initiativesare intended for the various usersof Airbus products and theirinstructors, but would not be com-plete if Airbus were not involvedupstream in the basic educationand training of future Airbus pilots,flight attendants and maintenancemechanics. Therefore, cooperationprogrammes with state technicaluniversities, flight academies andflying colleges have been devel-oped in China and North America,while similar programmes are cur-rently being developed in Russia,Ukraine, India, South Africa andAustralia.

The objective of these programmesis to provide students and cadetswith early exposure to moderntechnology systems and flightdecks, by providing education andtraining organizations with:• Technical documentation and

safety awareness publications,• Courseware,• Training devices.

International safety cooperationAirbus Customer Services is alsofurther involved in the develop-ment of workshops and seminarsthat are deployed in the context ofregional safety cooperation pro-grammes funded or led by theEuropean Union, the InternationalCivil Aviation Organization(ICAO) and Airbus.

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Airbus Training centres in1. Beijing2. Hamburg3. Miami4. Toulouse

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E-Briefings, a new interactivesafety-awareness publication

Airbus Safety Library home pagehosted on the Airbus corporatewebsite

Flight Operations Briefing Notescollector box, brochure ‘Getting toGrips’ in Chinese and Russianlanguages, safety-awareness tutorialsand courseware on CDs.

The scope of these workshops andseminars are defined to respond toregional needs and priorities. As described below, they address a large cross-section of themes identified as causal or contributingfactors in incidents and accidents:• Company safety management

. Incident/accident prevention,

. Safety Management System(SMS).

• Flight operations. Preventing Controlled Flight

Into Terrain (CFIT),. Approach and Landing

Accident Reduction (ALAR),. Flight operations safety

awareness (CFIT, ALAR,runway incursions, altitudedeviations/level busts,fire/smoke/fumes incockpit/cabin, weatheravoidance, …),

. Flight Operations Monitoring(FOM),

. Understanding and use of theMinimum Equipment List(MEL).

• Cabin operations. Cabin safety (see brochure

‘getting to grips with CabinSafety’ below).

• Maintenance/Engineering. Structural integrity/

maintenance of aging aircraftstructures,

. Maintenance of electrical,wiring and interconnections,

. Maintenance human factors.

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AIRBUS CABIN AIR QUALITY - STILL THE BEST!

Claire NURCOMBEECS Engineer

Customised SystemsAirbus Deutschland

Frequent flyers experience it regularly, flightattendants and cockpit crew complain about it, butup until now nothing was done about it - thatsmell coming from the exhausts of aircraft in frontof you in the taxi queue waiting to take off. Themajor odour causing compounds in exhaust gasesand fuels are from the family of compoundsknown as VOCs (volatile organic compounds) andthey can really spoil that holiday feeling.

After carrying out air quality analyses (seeFAST 20 December 1996 'Airbus Cabin AirQuality - Only the Best!') and discovering that airquality was worst during ground phases due tothe influence of external pollution, Airbus decid-ed to concentrate on finding an answer to thesecomplaints.

Airbus cabinair qualityStill the best!

An accident investigator once said,'Safety is leaving no stone unturned'to identify threats that may lie hidden onthe path to safety. Safety enhancementinitiatives must involve a mosaic of effortsand cooperation programmes.None of us will ever be able to measure

his/her own contribution to aviation safety,but aviation safety has been built from,and is continuously enhanced by,successive building blocks. All of them -small or large - contribute to making oursafe aviation transportation system evensafer.

CONTACT DETAILS

Michel TrémaudSenior DirectorAirbus Customer Services Head of Safety Management

Tel: +33 (0)5 61 93 30 04 Fax: + (33) (0) 5 67 19 12 24michel.tremaud@airbus.com

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Installation 72%

Servicing 9%

Job set-up preparation 3%

Test 2%

Human movement 2%

Removal 1%

Others 11%

Conclusion

Maintenance human factors: understandingand managing human errors

Tapping points were installedupstream and downstream of thecatalyst where air samples could betaken (see figure above).

In a quantitive analysis the iso-alkanes (a specialist term for com-pounds consisting of chains of car-bon molecules) were measured andit could be clearly seen that thelonger carbon chains presentupstream of the catalyst were beingbroken down (see figure below).This proved that the catalyst washaving an effect on the compoundswithin the vapour, however thistype of analysis does not showwhether the catalyst was effective-ly reducing odour.

While the chemistry may seemsimple, the human nose is not andit was necessary to pursue someadditional testing to make surethat the converter was not leadingto more odorous by-productsbeing produced. To do this humannoses were used, as well as elec-tronic analysers, in panel tests,and GC-O (gas chromatography -olfactometry) tests.

In order to test the odour intensityand hedonic tone (the tone des-cribes how pleasant the odour is),as well as the overall perceived airquality, test panels made up ofmembers of the public were givenquestionnaires to rate how the airsmelt upstream and downstream ofthe catalyst. The panellists had torate how strong the odour was atdifferent concentrations and tem-peratures, and also whether it smeltpleasant or not. After the overall airquality was judged by the panel-lists they were asked to judgewhether they could smell fuelodours in the air sample.

In addition to this human 'sniff'testing, samples were taken for theGC-O analysis. For this the airsample is analysed by a GC-MS(gas chromatography - mass spec-trometry) analyser with a modifiedoff-take. A GC-MS analysis pre-sents the full chemical spectrum of a sample, allowing the chemistto see which individual compoundsare present. The GC-O analyseradditionally allows the flavourchemist doing the analysis to

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AIRBUS CABIN AIR QUALITY - STILL THE BEST!

+%

-%

Uncoated matrix

Coated matrix

Increasing Cx *

* Cx is the number of carbon atoms present in thecarbon chain.

Catalyst

Fuel vapour

moleculesOdourless

molecules

Tapping points

Nose testing and electronic analysis.With thanks to the Fraunhofer Institute forBuilding Physics

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Current standards

Ozone Converters (OZC) havebeen standard equipment for air-craft for over 10 years and optionalequipment for 20 since it wasfound necessary to introduceozone removal capability after thefirst trans-Pacific flights in themid-70's. The OZC is installed asstandard equipment on A330/A340Family aircraft and the A380, andis increasingly being chosen as anoption for the A320 Family. It wastherefore decided to investigate thepossibility of developing a newcatalyst to remove both ozone andVOCs. Airbus suppliers rose to thechallenge and developed a new cat-alyst to remove these odours,which could be combined with theexisting ozone removing catalyst tominimize installation costs andweight impact.

The conversionprinciple

The VOCs entering the bleed airsupply via the engines may comefrom ground service vehicleexhausts or engine exhausts of other aircraft and mostly con-sist of hydrocarbons (HC) mixed

with small amounts of other compounds, such as sulphur.Hydrocarbons are a class of com-pounds made up of hydrogen andcarbon combined in molecularchains. These compounds are pre-sent in very small amounts, butdue to the sensitivity of the humannose the cabin occupants cansmell them, even down to levels ofa couple of parts per trillion of thecompound.

The catalyst coating is applied to acore within the converter's bodyand oxidizes these odorous com-pounds, resulting in the formationof odourless water (H2O) and car-bon dioxide (CO2) as reactionproducts (see figures below). SinceVOCs are present in very low con-centrations the amount of waterand carbon dioxide created by theconversion process is small.

Test methods

To investigate the performance ofthe catalyst the VOC containingvapours from an aircraft fuel sam-ple was passed over the catalyst.VOCs may come from manysources, however fuel vapour wasselected to provide a realistic mixof contaminants that may be pre-sent in contaminated airport air.

O2

H2O

H2O

CO2

Hot bleed air

Catalyst and core structure

O2

H2O

CO2

HC

Oxygen

Water

Carbon dioxide

Odorous hydrocarbons (VOCS)

Catalytic reaction

Percentage difference for iso-alkanes up/down-stream of the catalyst

Experimental set-up

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Claude SchmittSenior Director Strategies & Policies

Engineering-Product Integrity

The formation of the European Aviation SafetyAgency (EASA) was the result of a longstand-ing request from European industry, goingback to 1969. EASA has now been in operationsince October 2003, so this is an appropriatetime to take both a global and a closer look atthis new institution, see how it is establishedand understand its role and actions in relationto Airbus products.

It all started in 1969, when aerospace industryleaders, conscious of the importance of inter-national co-operation for future aeronauticalprogrammes, prompted AECMA, theirEuropean trade association*, to submit arequest to the main European aviation certifi-cation authorities, asking them to cooperateand adopt common airworthiness certificationrequirements.

The EuropeanAviation Safety AgencyA new regulatory authorityfor European aviation

EASA - A NEW REGULATORY AUTHORITY FOR EUROPEAN AVIATION

Still the best!

Airbus is the first aircraft manufacturer tointegrate this technology into their aircraft.The installation of the combined VOZC isavailable as an option for the A320 andA330/A340 families and the A380.

This technology will become standardequipment for future aircraft programmes.With the VOZC installed, and improvedcabin air quality on ground for crew andpassengers, airlines will soon be 'smelling'the benefits of Airbus' dedication toinnovation.

CONTACT DETAILS

Claire NURCOMBEECS EngineerCustomised Systems Airbus Deutschland

Phone: +49 (0)40 743 83293Fax: +49 (0)40 743 73787claire.nurcombe@airbus.comConclusion

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AIRBUS CABIN AIR QUALITY - STILL THE BEST!

identify the type of odour of theindividual odorous compounds.The flavour chemist uses his or hertrained nose to identify each odor-ous compound and give a descrip-tion, such as 'green', 'citrus', or'roasty' to it. These descriptions canthen be compared to the knownodorous characteristics of chemi-cals and the compounds that arecausing the odour can be identified.A perceived air quality improve-ment of 80% and a significantreduction in the odour intensity wasconfirmed during the testing.

Entry into serviceThe new odour removing functionis integrated into the existing

ozone converter equipment, mean-ing minimal weight and mainte-nance impact for operators.

The combined converter has thesame maintenance requirements asfor the ozone converter and the twoconverters are fully interchange-able (although of course the odourremoving function is lost ifexchanged for a standard ozoneconverter).

The modification is optional forA320, A330/A340 families and theA380, although introduction asstandard equipment for the A380 isplanned. The combined Ozone/VOC Converter (VOZC) will alsobe standard equipment for futureAirbus programmes.

Combined VOC/Ozone Converter(VOZC) for A320

OZC and VOZC data for aircraft programmes

* The AECMA associationhas now merged withEuropean tradeassociations of space anddefence industries to formthe Aerospace andDefence IndustriesAssociation of Europe(ASD).

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EASA - A NEW REGULATORY AUTHORITY FOR EUROPEAN AVIATION

Aviation Safety Agency (EASA)and defines the agency's generalorganization and tasks.

THE OBJECTIVES

The main objective of the BasicRegulation is to ensure a high, uni-form, level of safety of civil aviationin Europe. Additional objectives, inline with general EU objectives andprinciples, have also been added,concerning environment protection,free circulation of products, ser-vices and persons, improved cost-efficiency, assistance to memberstates and promotion of Europeanpositions concerning aviation safetyrules and standards.

LEGAL COMPETENCE ANDREGULATORY POWER

The legislative level (EU Counciland Parliament), through the BasicRegulation, defines the scope ofpowers being transferred to theCommunity, adopts the essentialrequirements specifying the objec-tives to be met, allocates the exec-utive tasks among the executiveactors, and establishes the meansof judicial control. At the executivelevel, standards necessary for theimplementation of the Basic Regu-lation may be adopted by eitherthe European Commission (imple-menting rules) or by EASA (certi-fication specifications, acceptablemeans of compliance). See‘General scheme’.

THE TRANSFER OF LEGAL COMPETENCE

Since 28 September 2003, legalcompetence and power have beentransferred from member states tothe EU for: • Rules governing the

airworthiness of aircraft andrelated products (type design,continued airworthiness,maintenance organizations andpersonnel)

• Compliance determination foraircraft product designs andissuance of relevant typecertificates

• Verification of correct and uni-form implementation of BasicRegulation and common rulesby member states

The decision and plan to transferthe responsibility on rules govern-ing aircraft operations and qualifi-cation of relevant personnel isalready stipulated in the BasicRegulation, while provision ismade for the subsequent transfer ofrules concerning safety of air traf-fic control and airports (a new EUParliament and Council decision isnecessary in this case).

EASA functions EASA is in charge of drafting allfuture regulations relative to avia-tion safety (for adoption by EASAitself or for submission to EuropeanCommission orParliament/Council)and is responsible for complianceverification tasks associated withsome of these regulations.

The agency is also responsible forthe coordination of research on avi-ation safety and assists theEuropean Commission on a num-ber of aspects, including the

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The authorities responded verypositively and created in 1970what would subsequently be calledthe Joint Aviation Authorities(JAA), developing harmonizedtechnical requirements (the JointAviation Requirements - ‘JARs’)with the support and contributionof industry expertise.

However, despite the successivescope extensions (maintenance,operations, licences) and proce-dural improvements brought intothe JAA system, it could not belegally empowered to fulfil therequests for a single set of binding

European aviation safety require-ments (no national differences orvariants), and for a single processto obtain, from one authority only,certificates and approvals havingfull validity throughout Europe.

A number of solutions wereexplored and many milestonespassed before the governments ofthe European Union (EU), inMarch 2000, finally instructed theEuropean Commission to negotiatethe establishment of a new EUagency that could provide theeffective, recognized, singleauthority requested by the variousstakeholders concerned with avia-tion safety regulation.

This process was finally completedwith the adoption, on 15 July 2002,of the regulation ‘on common rulesin the field of civil aviation andestablishing a European AviationSafety Agency’ (referred to as the‘Basic Regulation’ in the follow-ing) by the EU Council andParliament.*

The BasicRegulation and the Europeaninstitutional contextWithin the framework of existingEU treaties and institutions,

the Basic Regula-tion is setting up theorganization ofCommunity compe-tence for aviationsafety. It constitutesa ‘European Avia-tion Safety Act’,which sets funda-mental objectives,establishes andorganizes the exer-cise (and, if neces-sary, the transfer) oflegal competenceand regulatory pow-ers on aviation safe-ty matters in the EU. Finally, it estab-lishes the European

* Regulation (EC) N°1592/2002 of the EuropeanParliament and of the Council, on common rules in thefield of civil aviation and establishing a European AviationSafety Agency (15 July 2002).

Responsibility splitting between EASA and NAAs

What will EASA do

What will EASA not do

General scheme

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any airworthiness directive affect-ing a product and any design orga-nization approval or change thereofare now approved under the directresponsibility of the agency.

During the transition phase, untilthe agency has built up sufficientin-house resources and expertise tocarry out these tasks entirely on itsown, EASA will rely on the NAAswhich will provide assistance toensure the continuity of certifica-tion tasks during the establishmentphase of EASA. EASA and theNAAs are accordingly negotiatingcontractual outsourcing arrange-ments for this purpose.

EASA has joined the JAA organiza-tion as a member and will representEU member states in the JAA sys-tem, which is still developing oper-ations and crew licensing rules(pending taking over of theseaspects by EASA). JAA memberstates will accept EASA certifica-tions and adopt the same require-ments, to avoid any duplication ordivergence. A contract between thetwo organizations also allowsEASA to rely on the expertise andexperience of the JAA central officefor a number of regulatory tasks.

The funding of EASAThe Basic Regulation stipulatesthat EASA’s budget will be fundedby resources provided by a contri-bution from the EU and by chargeslevied from applicants to cover thecosts related to its certification andoversight tasks.

The EASA fees and charges sys-tem is the subject of a specific reg-ulation, which has been adopted bythe European Commission. Indoing so, the Commission has beenfaced with the difficulty of evaluat-ing the future workload involvedfor a number of tasks, and with theimpossibility of making crediblecomparisons with the previous situation characterized by com-pletely different cost recovery and

charging systems in each of themember states (from free of chargeto full cost recovery from appli-cants). An agreement has thereforebeen reached with the advisoryboard that the EASA fee structureand levels will be reconsideredannually during the first 4 years.This will be done against theresults of a detailed analyticalaccounting system, to examine the balance between tasks and

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inspections to be conducted in themember states to check the uni-form implementation of the regula-tions in Europe. Some of the tasksrelated to the implementation ofregulations remain with NationalAviation Administrations (NAAs),which requires a sharing of respon-sibilities between the agency andthese administrations. A summaryof what the agency will or will notdo and the sharing of responsibili-ties is provided on pages 12 and 13.

The structure and organizationof EASAEASA is controlled by a manage-ment board, which comprises repre-sentatives from each of the 25 EUmember states, from the EuropeanCommission and from observers(non EU member states havingnegotiated agreements with the EU).See EASA membership figure.

In accordance with the BasicRegulation, a consultative body

composed of all professions con-cerned - the advisory board, hasbeen established and is being con-sulted regularly by the manage-ment board prior to decisionsaffecting interested parties. Theadvisory board may also formulatepositions, requests or proposals onits own initiative.

While recourse to the EU Court ofJustice always remains possible incase of disagreement with anEASA decision, a board of appealis established as a built-in appealprocess, which provides for a fasterresolution of disputes by indepen-dent experts.

The EASA executive director wasrecruited in September 2003 by themanagement board, which alsoendorsed the nominations of thefour directors heading the agency'smain functions (certification, rule-making, quality & standardizationand administrative) on his proposal.EASA is currently pursuing arecruitment and staffing campaignfor its four directorates, and it isexpected that, after having reacheda level of around 100 staff at the endof 2004, the agency will expand itsresources to around 200 staff by theend of 2005. The agency's finallevel of staffing should be reachedat the end of 2006 (assumed to beapproximately 300 persons).

The EASA headquarters moved toKöln in Germany in November2004 and the agency's organizationand structure are summarized inthe figure on the right.

Transition andrelations betweenformer JAA/NAAssystem and EASAEASA has taken over memberStates responsibility for issuingcertificates for aeronautical products and organizations. Thismeans that since 28 September2003, any product design, anymodification or repair to a product,

EASA membership

EASA organization, the main factors

EASA organization chart

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EASA - A NEW REGULATORY AUTHORITY FOR EUROPEAN AVIATION

These new regulatory parts areessentially based on former equiv-alent JAA JARs and associatedacceptable means of complianceand guidance material, with theexception of Part M (which has noformer equivalent JAR, as theseaspects were addressed by indi-vidual member states and not byJAA). While the same paragraphnumbering system is retained,slightly different numbering isvisible in the new parts, whichcontain not only the applicabletechnical requirements (SectionA) but also the procedures to beapplied by NAAs (Section B) incases where they are in charge ofimplementing the relevant rules intheir territory (examples of Parts21 and 145 numbering comparedto former JAR rules are shownabove.

Each of the above-mentioned ECregulations also contains, for eachof the relevant parts, the modalitiesby which former certificates andapprovals, issued by NAAs inaccordance with former JAA ornational requirements and proce-dures, are automatically ‘grandfa-thered’ and transferred into EASAcertificates and approvals.

For product certification require-ments EASA has adopted the‘Certifications Specifications’ (CS)composed of the applicable ‘airwor-thiness code’ (‘Book 1’, equivalentto former JAR section 1) and

‘acceptable means of compliance’(‘Book 2’, equivalent to former JARsections 2 and 3). See figures aboveand right.

An important difference from theformer JAA system is that memberstates may no more deviate fromcommon rules, impose additionalrequirements, nor conclude arran-gements with third countries.

EASA workingprocedures The EASA Management Board hasadopted general principles that willgovern the agency activities con-cerning rulemaking and certifica-tion of products and organizations.Detailed procedures, in line withthese principles, have been, or willsoon be, developed by the agencyitself for both rulemaking and cer-tification activities.

For rulemaking activities, EASA isassisted by the Safety StandardsConsultative Committee (SSCC,representatives of interested par-ties) and the Advisory Group ofNational Authorities (AGNA, therepresentatives of NAAs) for thedetermination of rulemaking pri-orities and work programmes, andmore generally the implementa-tion of rulemaking activities.‘Drafting groups’ may be calledto prepare proposed texts, and inany case, a public consultation

EASA - A NEW REGULATORY AUTHORITY FOR EUROPEAN AVIATION

revenues, confirm or correctassumptions made, and adjust thelevel of charges for the followingyear.

The EASA fees and charges regu-lation entered into force on 1 June2005 and transitional arrangementsshould be such that any doublecharging of applicants is avoidedas EASA moves to the new charging system.

The new Europeanregulatory contextTo allow EASA to take overresponsibility from 28 Sept 2003for product airworthiness andenvironmental aspects, whichincludes both certification andmaintenance (continuing airwor-thiness) aspects, the prior adop-tion of relevant implementingrules by the Commission was necessary: this was achieved withthe adoption of Commission

Regulations No. 1702/2003 and2042/2003 (See figure below).Commission Regulation No.1702/2003 provides, as an annex,the Part 21 implementing rule,dealing with the certification pro-cedures for products, parts andappliances (type certificates cover-ing airworthiness, noise and emis-sion requirements, approval ofparts and appliances, individualcertificate of airworthiness, per-mits to fly, restricted certificates)as well as related organizationapprovals (design and production).

Similarly, Commission RegulationNo. 2042/2003 provides, in severalannexes, the implementing rules ofPart M (continued airworthiness ofindividual aircraft), Part 145 (orga-nizations involved in large and/orcommercially operated aircraft),Part 66 (aircraft maintenancelicence for staff allowed to issuecertificates of release to service),and Part 147 (maintenance trainingorganizations).

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Annex I : Essential Requirements for AirworthinessAnnex II : Excluded Aircraft

Annex (Part 21) Annex I (Part-M):Continuing AirworthinessRequirements

Annex II (Part-145):Maintenance Organization Approvals

Annex III (Part-66):Certifying Staff

Annex IV (Part-147):Training Organization Requirements

Section A: application requirementsSection B: administrative procedures

Appendices: EASA forms

Section A: application requirementsSection B: administrative procedures

Appendices: EASA forms

Regulation (EC) 1702/2003 on Airworthinessand Environmental Certification

Regulation (EC) 2042/2003on Continuing Airworthiness

Basic RegulationRegulation (EC) 1592/2002 of 15 July 2002

Guidance Material

Part 21

AMC & Guidance Material

Part M, 145,66,147

CertificationSpecifications

AMC 20AMC 21CS 25CS 34CS 36CS ECS PCS APU

CS AWOCS ETSOCS Definitions

CS 22CS 23CS 27CS 29CS VLACS VLR

AgencyOpinion

AgencyOpinion

AgencyCS, AMC & GM

Parliament and Council

European Commission

EASA

Rulemaking in EASA context

Certification specifications

IR 145 architectureIR 21 architecture

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ENGINE NOISE REDUCTION PROGRAMME - MAKING AIRCRAFT ENGINES BETTER NEIGHBOURS

Stephen MontgomeryTechnical Manager

Engineering Centre of Competence Powerplant

Not long after the creation of the first regularair service between London and Paris, the res-idents of both cities started complaining aboutaircraft noise. The arrival of the jet age exacer-bated the problem, Parisians and Londonersliving under the flight paths took their cases tohigher governmental bodies. The result wasthe introduction of operational restrictions and

timeframes where aircraft could not land ortake-off. These types of restrictions are still inplace today, both in London and Paris, as wellas most other airports around the world. Thenewer types of restrictions have become morecomplex, with different restrictions and land-ing fees enforced depending on the certifiednoise level of an aircraft.

EASA - A NEW REGULATORY AUTHORITY FOR EUROPEAN AVIATION

process is to be followed (NPA:Notice of Proposed Amendment).Similarly, detailed certificationprocedures for both products andorganizations have been preparedand published by the agency.

Finalizationof transition and achievementof remaining EASA objectives

Naturally, industry is carefullywatching the establishment phaseof EASA and the transition fromthe former JAA/NAAs system,with particular attention paid tothe necessity of maintaining theavailability of the necessaryauthority expertise during andafter this build-up phase. Thisrequires careful management of apool of sharable expertise, withappropriate sharing of thisresource with national authorities,during the whole transition phase,until the agency is in a position tofulfil its responsibility and con-duct all tasks with its ownresources.

Internationalrelations, bilateralagreementsInterested parties have requestedthat every step of EASA establish-ment be carefully made so as not todisturb the validation of Europeancertifications and approvals by for-eign, non-European, authoritiesand the international exchange ofaeronautical products and services.In particular, industry has insistedon the necessity for the EuropeanCommunity to conclude appropri-ate bilateral agreements with for-eign countries, in particular withthe USA. Negotiations are pro-gressing between the EuropeanCommission, EASA and a numberof foreign authorities, and workingarrangements are already agreedwith a number of them.

No significant difficulties havebeen noted so far in the interna-tional exchange of products andservices, probably owing to thefact that it has generally beenagreed that existing bilateral agree-ments will remain valid as long asnecessary until replaced by newagreements with the EU/EASA.

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In line with the longstanding Europeanindustry principle of maintaining one levelof safety for air transport throughoutEurope, the establishment of EASA isconsidered by industry to be the logicalfinal step to pursue the achievementreached by the former JAA system andtransform it into a more coherent andefficient system, applying the principles ofEuropean Community treaties and

accompanying the restructuring of theEuropean aerospace industry.

Airbus and the whole European industryare placing great hopes in EASA, whichthey consider potentially to become thebest aviation safety system for Europeand a model for the world, as well as anefficient partner of their futuredevelopment.

CONTACT DETAILS

Claude SchmittSenior Director Strategies & PoliciesEngineering-Product IntegrityTel: +33 (0)5 62 11 82 57Fax: +33 (0)5 61 93 42 71claude.schmitt@airbus.comConclusion

Engine noisereduction programmeMaking aircraft engines better neighbours

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ENGINE NOISE REDUCTION PROGRAMME - MAKING AIRCRAFT ENGINES BETTER NEIGHBOURS

fairings were also modified toinclude acoustic treatment. Theresult was an increase in theacoustic area of the thrust reverserby approximately 2 square meters(21.5 sq ft).

This increase would provide signif-icant noise reduction, but wouldnot be enough.

Next, the specialists turned theirthoughts to the exhaust nozzle. TheCFM engine nacelle has a separateflow short duct nacelle, whichmeans that the bypass air and the jet(or core air) stay separated untilright at the exhaust of the enginewhere the two flows meet. Thesetwo regions of air are moving atvery different velocities, the core airbeing at much higher temperatureand velocity than the bypass air. Theresulting difference in energy caus-es shock waves, and shear, whichresult in noise. This is typically thehighest noise source created by amodern high bypass jet engine.

If the core airflow is distorted andmixed into the bypass air there areless shock waves and hence thesound generated is reduced.However, distorting the flow of coreair can have a significant affect onengine behaviour, especially forperformance and fuel efficiency.Any modification in this area wouldhave to be rigorously tested foreffects on engine surge margin,Exhaust Gas Temperature (EGT)and Specific Fuel Consumption(SFC) amongst others.

Any distortion in this area there-fore needs to be performed in asubtle manner. Studies on corechevron nozzles had shown goodresults from analysis, howevermodel testing would be required toensure the analytical results couldbe proven in the real world. Themodel tests could demonstrate theeffects the chevrons would have onperformance, but were subject tothe usual scatter associated tomodel testing. The existing nozzleon the CFM56 engine is a two-piece construction made from high

temperature resistant material. Theidea was to utilize the current noz-zle lines as much as possible toensure a new chevron nozzle couldbe easily fitted onto existingengines, without modification ofthe actual engine hardware.

Chevron nozzledesign challenges

Through model testing, it becameapparent that the chevrons had asmall but measurable effect onengine performance. This perfor-mance impact would have to becountered to ensure that the endresult would be no difference in theoperation of the aircraft, i.e. theoperation of the engine and thebasic engine reaction to controlcommands would not be differentfrom the pre-chevron nozzle standard. The answer was to intro-duce a thrust compensator, whichthanks to the CFM FADEC (FullAuthority Digital Engine Control)simply required a software modifi-cation and a way of identifying tothe aircraft when a chevron nozzlewas fitted. This is currently donethrough a FADEC software changeand a programmable engine dataplug, which has push-pull pinsallowing a discrete to be set on oroff for the thrust compensator.Additional verification from theMCDU (Multifunctional Controland Display Unit) allows program-ming on the aircraft side to tell thesystem a chevron nozzle is fitted,allowing a check between aircraftand engine to be made. Thisensures that the thrust compensatorlogic is only applied when achevron nozzle is fitted.

The result is full interchangeabilityand mix-ability of the chevron noz-zle on A320 Family aircraft.

Another of the design challengeswas durability. The introduction ofthe chevrons meant that there werenow ‘petals’ of material in the hotair stream, which are subjected tohigh thermal stresses as well as high

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Modern jets are much quieter thanthose first jet aircraft, thanks toincreasing technology in bothengine design, with higher by-passratios and better internal aerody-namics, combined with improvednacelle design, increased soundabsorption and flow mixers.

Nevertheless, Airbus, in associa-tion with the major engine andnacelle manufacturers, constantlystrives to reduce aircraft noise tomeet the requirements of both thepublic and the environmentalauthorities.

Noise is measured as the level ofacoustic pressure variations (SPL:Sound Pressure Level) and its unitis the dB (decibel). In certification,to take into account the durationeffect of an aircraft flyover and thepresence of audible pure tones ordiscrete frequencies in the noisesignal, aeronautics uses the EPNL(Effective Perceived Noise Level),expressed in EPNdB.

Increasing pressure from the publicand governing bodies resulted inthe ICAO (International CivilAviation Organization) declaring anew noise regulation – Stage 4.

Stage 4 requirements only apply tonew or derivative aircraft, forexample, if Airbus were to develop

an A322 or A317 aircraft to be cer-tified after 2006, and not to currentaircraft.

During initial discussion by theICAO council (where Airbus wasrepresented), it was clear to Airbusand CFM that Stage 4 would quick-ly become the reference standardby which all aircraft are measured.Therefore, even before the noisereduction target was known, Airbusand CFM launched initial designstudies targeted to be introduced onthe current A321 aircraft poweredby CFM engines. This would allowreduction of A320 Family noiselevels to whatever the Stage 4 noiserequirements would be.

Airbus and CFM, along withnacelle manufacturer GoodrichAerostructures Group (GAG),started investigating ways toreduce the noise signature of theengine. The particular concern wasfor the A321 aircraft at the highestMTOW (Maximum Take OffWeight), as the other members ofthe A320 Family already had a verygood margin over Stage 3.

Nevertheless, it was clear that allmodifications would have to beinterchangeable across the entireAirbus A320 Family fleet to ensurepart interchangeability and mix-ability was maintained.

Where to look?

Two major areas of improvementsin acoustics were identified, thesewere both associated with theexhaust or jet noise of the engine.

The thrust reverser structure wasacoustically treated along approxi-mately half of its internal surface.It was clear that increasing thisacoustic area would increase theacoustic sound absorption andhence decrease the overall measur-able exhaust noise. The inner fixedstructure was redesigned withincreased acoustic area. In addi-tion, the support struts and several

Take-off and landing/certification conditions

ICAO annex 16 certificationTake-off and landing profiles

Thrust reverser increased acoustic area

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A380 - AIRPORT READY

Thomas BurgerProduct Marketing Manager

A380 Product Marketing

Thilo StilpGroup Manager Ground Operations & EnvironmentA380 Programme

With the entry into service of the A380 lessthan a year away, preparations by the lead air-lines and airports to receive the aircraft are infull swing. The coming months will see theculmination of many years of collaborationbetween Airbus and the airport community,all focused on ensuring a smooth entry intoservice.

To ensure that Airbus customers receive a reli-able, mature aircraft with the capability to fitseamlessly into their existing ground opera-tions environment, early dialogue with allstakeholders involved in airport operationswas essential. This has been recognised on allAirbus aircraft programmes, and for the A380,the extensive consultation is now paying divi-dends. On 29 October, at 08:56, A380MSN004 touched down at Frankfurt Airport toperform the first of a series of airport checkexercises, coincidentally 4 years to the day

after the A340-600 visited to do the samebefore its entry into service. It was no coinci-dence however that the A380 arrived, was han-dled and departed using almost the same infra-structure, procedures and equipment that theA340 did four years earlier.

Many aspects of the A380 design have beendriven by airport compatibility considerations,thus minimizing the amount of adaptation, andhence investment, required by airports toaccommodate the aircraft. The main aim ofthis design optimization was to ensure that theA380 could be handled in the most part justlike any other widebody aircraft. It was thiscapability that was validated by the tests atFrankfurt, which consisted of both an airsideand landside element. The following describes,with figures from the tests, the process of han-dling the A380 and its similarities with otherwidebody aircraft.

A380Airport ready

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aerodynamic loads. The structurewould have to be designed to ensurefull life. Extensive testing both onan engine in a test cell, as well asfully instrumented flight testing,allowed GAG to correlate a detailedfinite element model of the chevronnozzle. This model was then used to demonstrate full life capability atall the extremes of the operatingenvelope of the aircraft.

The test

During their development, theactual noise reductions resultingfrom the improvements could onlybe estimated. The flight effects,particularly for the chevron noz-zle, could not be fully representedby model analysis. Therefore, thetrue result would come only fromflying the aircraft in the correctconfiguration in front of the airworthiness authorities.

For a new certification of aircraftnoise, there are certain weathercharacteristics, which must beadhered to. There is a narrow bandof climatic conditions, whichmeans flight testing can only beperformed at certain times of theyear, to be certain of catching theseweather conditions.

A production A321 was used foracoustic certification flights at anairport specially selected for itsideal weather conditions, whichincreased the chances of having‘good’ weather.

The flight test provided goodresults with the high weight A321having an 11.2 EPNdB noisereduction compared to Stage 3,which is 1.2EPNdB below theStage 4 requirements.

The Airbus and CFM view at the time wascorrect; Stage 4 has now become thereference standard to which all aircraft aremeasured. With the application of thenoise reduction programme the A321 canjoin its A320 Family stable-mates in beingthe quietest aircraft in service today.

The noise reduction package is currentlyoffered as the basic standard on all CFMpowered Airbus A321 aircraft. It is alsooptional on all the other A320 Familyaircraft.

Due to the easily distinguished profile ofthe chevron nozzle, those airlines operating

aircraft with this modification package areeasily identified as having associated lowernoise characteristics and therefore beingmore environmentally friendly.

The acoustic benefits for the other A320Family members will be less than for theA321, but would be able to be certifiedupon airline request - for airlinesinterested in achieving even more marginto Stage 4. This may be particularlyinteresting in the future if individualairports in highly populated city areasintroduce penalties and landingsurcharges based on noise levels evenmore stringent than Stage 4.

CONTACT DETAILS

Stephen MontgomeryTechnical ManagerEngineering Centre of Competence PowerplantTel: +33 (0)5 62 00 03 00Fax: +33 (0)5 61 93 49 08stephen.montgomery@airbus.com

Chevron nozzle thermal & stress analysis

Conclusion

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A380 - AIRPORT READY

dling tests could begin. Severalramp scenarios were simulated,based around the standard layoutwith upper deck catering, shownon the right. Other equipment, notnormally part of the normal turnround process was also tested aswell as multiple pieces from dif-ferent manufacturers. In totalaround 40 different pieces of GSE(Ground Support Equipment)were used, this compares toaround 21 for a standard A380turn round, a similar number toexisting large aircraft.

The first process to take place wasthe positioning of the passengerboarding bridges. Stand E9 isequipped with two boardingbridges, with the second able toreach the 8m (26.2ft) doorsillheight of the upper deck.Although not an operationalnecessity, many airports are plan-ning some form of upper deckaccess to enhance product differ-entiation and passenger servicelevels. Docking took place at maindeck door M1L (main deck for-ward left door) followed by upperdeck door U1L (upper deck for-ward left door), shown on theright. The main deck bridge wasthen moved to main deck doorM2L. The docking process wentsmoothly with the desired clear-ances achieved, although theupper deck bridge canopy was notfully flush with the fuselage of theaircraft, a small case which aminor adjustment of the canopyrigging will solve.

Since MSN004 does not have apassenger cabin (it is equippedwith a full flight test installation),boarding was restricted to theflight test crew. Full scale, timed,turn round tests including passen-ger boarding and cargo handlingwill be conducted during the routeproving flights due to take place inmid 2006. These tests will validatethat, due its superior cabin archi-tecture, the A380 will offer similarboarding and turn round times toexisting aircraft using two maindeck bridges.

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Airsidecompatibility

The airside element saw the air-craft arrive at a landing weight of382 tonnes, just 4 tonnes below themaximum. It then taxied direct tostand E9 at terminal 2 whereground tests were carried out until19:00, these are described in thefollowing sections. The next daythe aircraft departed at 09:34 at atake-off weight of 400 tonnes.

With a lower approach speed, bet-ter take-off, landing and climb per-formance than today’s largest air-craft, the A380 completed the air-side elements of the check success-fully, and performed in much thesame way as any other widebodyaircraft operating into Frankfurtthat day. Similarly, due to betterground manoeuvrability and pave-ment loading than aircraft such asthe A340-600 and B777-300ER,no problems were encountered dur-ing the taxi to the stand.

Many of those watching the air-craft arrive and depart noted howquiet it was. The A380 is the firstaircraft to be designed, and guaran-teed, to meet very stringent localnoise limits (London QC2 depar-ture, QC1 arrival) and consequent-ly also has significant margins to

current and future internationalguidelines. In comparative terms itwill generate half the noise energyof today’s largest aircraft and at thesame time carry 35% more passen-gers per movement.

LandsidecompatibilitySTANDS

The landside element started asthe aircraft approached stand E9,shown on the left, one of eventual-ly 18 A380 capable stands at theairport. With a mezzanine cockpitbetween its main and upper decksthe A380 reference pilot eyeheight is 7.2m (23.6ft), betweenthat of the 747-400 at 8.7m(28.5ft) and other widebodies atabout 6m (19.7ft). This allowsgood forward visibility as well ascompatibility with existing standguidance systems, as was the caseat Frankfurt.

At a width of 80m (262.5ft), standE9 is an ICAO (International CivilAviation Organization) Code Fstand, capable of accommodatingany aircraft up to a maximumwingspan of 80m. Many of themore than 60 airports that will seeA380 operations by 2010 are tak-ing advantage of the fact thatCode F stands can have a MARS(Multi Aircraft Ramp uSage)capability. This capability allowstwo single-aisle aircraft to beparked in the same space as anA380. As terminal stands are usedby many different sizes of aircraftduring any given period, MARSstands allow airports to optimizegate usage and terminal efficien-cy. The A380 can also be accom-modated at 65m (213.3ft) wideCode E stands if the size of air-craft on adjacent stands is limitedto that of smaller widebodies.

RAMP OVERVIEW AND BRIDGE DOCKING

When the aircraft came to a stopand was chocked, the ground han-

A380 docked at Frankfurt, stand E9, Terminal 2

A380 side profile comparison

Bridges docked at doors M1L and U1L

Baseline layout with upper deck catering

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The Frankfurt airport check exerciserepresented the culmination of many yearsof cooperation between Airbus and theairport community on the design of theA380. It also signalled the readiness ofairports to accept the aircraft using mainlyexisting infrastructure and equipment,thus validating a design goal set from thestart of the programme. In the comingmonths Airbus contact with the groundhandling community will continue inconjunction with customer airlines

through a more general ground handlingworking group. This will ensure that allrelevant information is passed to thosewho will shortly be regularly servicing theaircraft. The route proving campaign willthen be the final validation of the airportoptimized design of the A380, providingAirbus, customer airlines, airports andground handlers with the knowledge and experience to ensure a smooth entryinto service.

CONTACT DETAILS

Thomas BurgerProduct Marketing ManagerAirbus Marketing DivisionTel: +33 (0)5 62 11 84 73Fax: +33 (0)5 61 93 31 01thomas.burger@airbus.com

Thilo StilpGroup Manager Ground Operations & EnvironmentA380 Programme Tel: +33 (0)5 62 11 06 33Fax: +33 (0)5 61 93 35 86thilo.stilp@airbus.com

right) where cross-aisle galleys aregenerally located, to allow trans-port of catering trolleys from theaircraft main deck to the upperdeck. Servicing of the aircraft viathe main deck only is thereforepossible. So why direct upper deckcatering? The answer is time. Withalmost all airlines having theirlargest galley blocks at the M2 andU1 door cross-aisle galley posi-tions, the ability to access bothdirectly, therefore avoiding the useof the trolley lift, can save up to 36minutes. As catering is in the criti-cal turn around path, the overallturn around time is also reduced by36 minutes (assuming a standard555 seat cabin layout - this timecould vary depending on the airlinelayouts and galley locations). Withtwo standard passenger boardingbridges to the main deck of the air-craft, the use of upper deck cater-ing at door U1R allows the A380 toachieve a turn around time of 90minutes, comparable to today’slargest aircraft, though with 35%more passengers boarded.

Other doors on the aircraft upperdeck could also be considered fordirect servicing but the galley loca-tions and sizes of most A380 cus-tomer airlines are such that servicingthem would not provide as big a ben-efit as it does for the U1 position.

The fact that nine vehicle manufac-turers have announced the avail-ability of prototype vehicles beforeentry into service (three of whichwere tested at Frankfurt) is againtestament to the cooperationbetween Airbus, the airlines, cater-ers, and vehicle manufacturers.The upper deck catering workinggroup, organized by Airbus, wassuccessfully concluded in the sum-mer of 2005 after eight meetings.During these meetings differentconcepts were analysed and basicfunctional requirements weredefined. IATA has also developed adedicatedAirport Handling Manualstandard (926) in its 2005 issue. Anew ISO standard on upper deckcatering vehicles is also underdevelopment.

Conclusion

One of three upper deck cateringvehicles tested at Frankfurt

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GROUND AND CABIN SERVICING –ONLY TWO NEW GSE PIECESREQUIRED FOR A380 SERVICING

Following the successful dockingof the bridges, the positioning andconnection of the ground servicingequipment could commence. Withmain and lower deck doors as wellas ground service connectionpoints at the same height as thoseof existing large aircraft, the A380is serviced using mostly existingground servicing equipment andprocesses. Of the 21 pieces ofequipment that are required to ser-vice the aircraft, 19 are standardwidebody units, which can befound on any airport ramp today.As with any other aircraft, it is recommended to check the equip-ment manufacturers specificationagainst the aircraft requirements to ensure compatibility of a certainpiece of GSE. A380 requirementscan be found in the AircraftCharacteristics for Airplane Plan-ning (AC) document, available onthe Airbus website (link at the endof this article).

The two A380 specific units are anupper deck catering vehicle, whichallows direct access to the largeupper deck galley in order toenhance catering times, and due tothe aircrafts higher ramp weight, amore powerful tow tractor. Theseunits are compatible with existingwidebody aircraft, this being aclear requirement from the airlinesand handlers that helped definethem in regular Airbus organizedworking group meetings. They areavailable from several manufactur-ers, some of who provided vehiclesfor the Frankfurt tests.

A380 CAPABLE TOW TRACTORS

Carrying 555 passengers up to8,000nm means that the A380 has ahigher MTOW and consequentlyMRW (Maximum Take-Off Weightand Maximum Ramp Weight) thantoday’s largest aircraft. Althoughthis extra weight does not result inhigher pavement loading than exist-ing widebody aircraft (the A380 has

more wheels to spread its weight) itdoes necessitate heavier and morepowerful tow tractors. This is espe-cially the case if push back at MRWand under low traction conditions isto be achieved.

Both conventional (towbar) andtowbarless A380 capable trac-tors are available from severalmanufacturers. The require-ments for these vehicles havebeen defined in Airbus orga-nized working groups in whichairlines, GSE manufacturers andground handlers were involved.Today eight manufacturers areoffering A380 capable tractorswith several already in service.

Conventional A380 capable unitsweigh around 70 tonnes and haveengines with around 300hp, whichallow them to handle the A380 atMRW and under poor surface fric-tion conditions. At weights belowMRW and/or with good surfacefriction, it is also possible to useexisting widebody tractor units. Asfor all other aircraft, the A380requires its own dedicated towbar.

Existing towbarless tractors can-not handle the A380 due to itslarger nose wheel size; thereforenew models have been designedand are today available from fivemanufacturers. These new designswere again defined during theworking group meetings. Due tothe direct interface between thesetractors and the aircraft nose land-ing gear these units need to bequalified prior to being used onthe A380 on a regular basis. Thetowbarless tractor qualificationprocedure is a standard practicetoday for all Airbus and other man-ufacturers aircraft and ensures thatthe pushback and towing manoeu-vres will not adversely affect thenose landing gear life cycle.

UPPER DECK CATERING

As a standard, the A380 isequipped with trolley lifts at theM2 and M5 doors (second andfifth main deck doors left and

Getting ready for push back

Link to A380 Airplane Characteristics for Airtport Planning:http://www.airbus.com/store/mm_repository/pdf/att00004248/media_object_file_AC_A380.pdf

Most A380 servicing usesstandard existing equipment

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AIRBUS TRAINING AIRPORT - A VIRTUAL AIRPORT FOR PILOT TRAINING

The ability to offer a wider range ofexperience, such as ‘black hole’approaches, or airports in line witha pilot’s future operating environ-ment in different parts of the worldis the ideal for pilot familiarization,but is not feasible in this situation.Considering these issues, and with avision of what an ideal systemshould be like, Airbus training hasdeveloped and introduced an innov-ative tool for pilot training. This isthe Airbus Training Airport - a vir-tual airport - that is used in theM/FTD (Maintenance/Flight Train-ing Device) and in the Full FlightSimulator for the new Airbus PilotTransition (APT) courses. Its objec-tive is to provide functionalities toenable pilot training on most typesof approaches, runways, signboardsand ground markings etc that theywill encounter worldwide.

This article describes the six stepsit took to achieve the AirbusTraining Airport: airport site, plat-form, terminal buildings and facilities, charts, FMGS (FlightManagement Guidance System)database and visual scene.

Airport siteThe airport position is: 46 24.4N/004 01.3E. The reason for thischoice is the presence of a flyingschool that has available runwayand radio aids. In addition, it isclose to the centre of France, thus itis possible to fly a one-hour leg tothe major airports of the neigh-bourhood.

PlatformThe airport platform was designedto provide the functionalities totrain pilots on most of the types ofrunways, signboards, groundmarkings and so on. To achievethis, it was designed according tothe airport on the selected site.However, this did not offer all thepossibilities needed, so it was nec-essary to add a new runway at 90°to the existing one to allow partic-ular circling approaches, which

necessitated diverting the courseof the river Loire!

Fortunately, as this is a virtual airport and consequently a virtualriver diversion the real residents of the new river course did not get wet!

For performance limitations:GPWS (Ground Proximity WarningSystem) training and ILS (InstrumentLanding System) approaches witha 4° glide slope a hill was introducedin line with the new runway. Urbanareas were also included for noiseabatement restrictions.

The design of taxiways and groundmarkings was done with expertsfrom the French Civil AviationAuthorities in compliance withICAO (International Civil AviationOrganization) annex 14 as well asFrench regulations. Particularattention was paid to ground mark-ings due to the taxi training recom-mended by the FAA (FederalAviation Administration) in Advi-sory Circular 120-74.

The platform has three runwaysof different lengths and widthsand an additional one under construction. All have severalapproach lighting systems (PAPI,APAPI, PAPI L, PAPI R, VASI*).A LDIN (Lead-in Light System)approach is also available with afinal turn over water as a lake wasadded to enable this.

The airport will be available in2007 in Jeppesen ANS (AirportNavigation System). In addition,the software makes it possible toreproduce airport traffic movingon the ground so training exercises,in particular with low visibility, areachievable. One of the most diffi-cult parts of a flight in some con-gested airports is the taxi from thegate to the holding point and fromthe runway to the gate. This is sig-nificantly eased when the airport isequipped with the SMGCS(Surface Movement GuidanceControl System) and the airportalso has this possibility.

* ABBREVIATIONSPAPI: Precision Approach Path IndicatorL: left - R: right

APAPI: Abbreviated Precision Approach Path IndicatorVASI: Visual Approach Slope Indicator

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Airbus Training Airport

A virtual airport for pilot training

To complete a pilot type-rating course and issue anadequate certificate Airbus training centreincludes in its curriculum a number of instrumentand visual approaches, as required by airworthi-ness authorities. To perform these it has becomenecessary to fly to several different airportsbecause Toulouse Blagnac airport does not havethe capacity to handle all the approaches.

Flying to several airports gives some experience ofdifferent runways, lighting systems, taxiways andparking, but the possibility to experience a widerrange of these is limited by the facilities of the air-ports themselves. Furthermore, flying to these air-ports requires the maintenance of a substantialamount of airport charts, performance tables andvisual scenes, which is time consuming, quiteexpensive and inconvenient for all involved.

Captain Kheireddine BelguedjFlight instructor pilot CAA/TRI.TRE

Training policyTraining and Flight Operations Support & Services

Airbus Customer Services

Bernard BenettiAircraft Simulation Expert Training Devices Simulation & MaintenanceTraining and Flight Operations Support & ServicesAirbus Customer Services

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AIRBUS TRAINING AIRPORT - A VIRTUAL AIRPORT FOR PILOT TRAINING

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Airbus experience in the use of the AirbusTraining Airport has demonstrated manybenefits, some examples:

• Training in extreme conditions (short andnarrow runway covered with ice, blowingsnow, crosswind and degraded brakingaction). It is not necessary to have aGander or Goose Bay visual scene topractise a localiser back course approach.Pilots who need to fly for the first time toNew York (Kennedy airport) or Tokyo(Haneda airport) can practice an LDINapproach on the Airbus airport before theirfirst trip and therefore be familiar andcomfortable with it before doing it inreality.

• The airport can be customised toreproduce an operator’s home airport andimplemented in any place in the world, socan comply with an operator’s localtraining needs.

• It is flexible, adaptable and enables costsavings (no update required for airport

charts and performance tables), offeringbenefits from a basic school to aprofessional training centre.

• Airbus Training Airport has been usedsince October 2004 in all Airbus trainingcentres and since November 2005 in thecentres of Airbus partners.

• The airport will evolve at the same rateas development of Airbus technology andairport regulation amendments.

Considering the trend of basic training forairline pilots towards increasing simulatortime and reducing real aircraft handling,an increasing part (most) of courses willbe performed on training devices and fullflight simulators. Therefore, the AirbusTraining Airport with its wide range ofpossibilities will be of great value toensure good quality pilot training andgenerate increasing benefits for thoseusing it.

Conclusion

CONTACT DETAILSCaptain Kheireddine BelguedjFlight instructor pilot CAA/TRI.TRE - Training policy - Training andFlight Operations Support & Services - Airbus Customer ServicesTel: +33 (0)5 61 93 20 71 - Fax: +33 (0)5 62 11 07 40kheireddine.belguedj@airbus.com

Bernard BenettiAircraft Simulation Expert - Training Devices Simulation &Maintenance - Training and Flight Operations Support & ServicesAirbus Customer ServicesTel: +33 (0)5 61 93 21 73 - Fax: +33 (0)5 61 93 20 73bernard.benetti@airbus.com

For ENAC contact Hervé PradinesPANS-OPS designer and instructorherve.pradines@enac.fr

Visual scene

For training tools like flight trainingdevices or full flight simulators the visualscene is of paramount importance, as itslevel of reliability and visual quality hasa direct impact on the level of training.

The design of the airport visual scenestarted with a two-dimensional modeldrawing followed by building from thisa three-dimensional model using appro-priate software. The model data wasthen translated by another software intodata to be processed by the simulatorimage generator. The airport is availablefor a number of visual systems of different manufacturers.

Particular attention was paid to detailsto obtain high definition of the closeenvironment of the airport.

This was achieved by day, as well as bynight, in all kinds of weather conditionssuch as nice weather, fog and snow.When the runway is wet or contaminatedwith ice, snow, or slush, the visual system reflects the runway surface anddegraded braking action is reproduced.

Pilots in some regions of the world mayhave to land at night with only the runway lights as a reference, which is aso-called ‘black hole approach’. Suchan approach can be simulated with the airport by switching off all the lightingof the environment of the visual sceneexcept the lights of the landing runway.

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Terminal buildingsand facilities

The airport has a main central terminal building and two sidesatellites. Each is devoted to an aircraft size: the north satellite forthe A380, the central terminal forthe A330/A340 and A300 familiesand the south satellite for the A320Family. Three different aircraftguidance systems are implementedat the gates. The airport has twocontrol towers, a freight terminal,a maintenance hangar and severalparking positions on the tarmac. A fire station is included, as well assome administration buildings. Theservice roads and antennas of radioaids are also shown on the visualscene.

Airport charts

The airport charts were designedby ENAC (Ecole Nationale del’Aviation Civile), which is theFrench aviation academy. With theairport it is possible to practise ILSapproaches, CAT I, CAT II andCAT III with a 3° glide slope andalso a 4° glide slope on differentorientations of the same runway.

Non-precision approaches likeVOR DME, ADF, localiser backcourse and even VDF (Voice Directional Finder) are alsopossible.

The basic issue of the charts is inAIP (Aeronautical InformationPublications) format converted toJeppesen format and it will beavailable in LIDO Flight Nav formatas well. These formats are alterna-tive versions of the charts availablefor airports (see examples and liston the left).

FMGS database

The STARs (Standard TerminalArrival Routes), SIDs (StandardInstrument Departures), andinstrument approaches listed in thepilot documentation are includedin the FMGS (Flight Managementand Guidance System) databaseand coded according to ARINC(Aeronautical Radio, Inc) 424norms. Due to the implementationof artificial terrain and the modifi-cation of the environment theEGPWS (Enhanced GroundProximity Warning System) data-base is modified to match the surrounding terrain profile.

STAR ATN 1C, BUZIL 1C, DJL 1C FOR RWYS 33L/RSTAR DJL 1A FOR RWYS 06, 07, 15L/R, 24STAR DJL 1B FOR RWYS 15L/R, 24

STAR CFA 1D, EB 1D FOR RWYS 06, 07, 33L/R

SID ATN 1E, ATN 1N, BUZIL 1E, BUZIL 1N, BUZIL 1S FOR RWYS 06, 07, 33L/R, 15L/R, 24

SIDMOU 1N, MOU 1W, ONZON 1S FOR RWYS 33L/R,24, 15L/R

AIRPORT PLAN

AIRPORT LIGHT DESCRIPTION

AIRPORT PARKING PLAN

APPROACH ILS RWY 06

APPROACH ILS RWY 07

APPROACH LOC (BCK CRS) RWY 15L

APPROACH ILS RWY 33L

APPROACH ILS RWY 33R

APPROACH CAT II ILS RWY 33R

APPROACH RNAV GNSS RWY 24

APPROACH VOR DME RWY 15R

APPROACH VOR DME RWY 24

APPROACH VOR DME RWY 33L

APPROACH VOR DME RWY 33R

APPROACH NDB RWY 33R

CIRCLING APPROACH FOR RWY 15L/R

List of Jeppesen chartsList of Jeppesen charts

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COUNTERING JET FUEL PRICE INCREASES - GUIDANCE ON FUEL SAVING

getting to gripswith fuel economyISSUE 3 - JULY 2004

This examines the influence offlight operations on fuel conserva-tion and provides recommenda-tions to enhance fuel economy. Itcovers maximization of range for agiven payload, the decrease of fueluplift from high fuel cost airportsand introduces the concept of costindex (see ‘Getting to Grips withthe cost index’ on the right).

Also, it systematically reviews fuelconservation relative to ground andflight performance, including cen-tre of gravity position, excessweight, flight planning, auxiliarypower unit operations, taxiing,climb, step climb, cruise, descent,holding and approach.

getting to gripswith the cost indexISSUE 2 - MAY 1998

In addition to navigation functions,the Flight Management Computer(FMC) carries out real-time perfor-mance optimization aimed at pro-viding best economics, not simplyin terms of fuel consumption, but rather in terms of direct operat-ing costs. This is achieved usingthe cost index concept that helpsfuel and time-related costs to bebalanced.

Airbus has recently launched a newsoftware tool called AirS@vings. Itis designed to provide a dynamicdetermination of the cost indexunder a wide variety of operationalcriteria so that it can be accuratelytailored to the specifics of an air-line’s operation on a particular route.

None of the informationcontained in the ‘getting togrips’ publications is intendedto replace procedures orrecommendations contained inthe Flight Crew OperatingManual (FCOM), but rather tohighlight the areas wheremaintenance, operations andflight crews can contributesignificantly to fuel savings.

ATA monthly jet fuel report

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Counteringjet fuel price

increasesGuidance on fuel saving

In the last two years the average cost of jet fuelhas doubled as shown in the report on the right,while competition in the airline industry isintense. Consequently, more and more airlines arelooking to optimize their fuel consumption as ameans of minimizing overall costs.

The mechanisms for maximising fuel economyare well understood as being aerodynamicallyclean aircraft, well maintained engines and goodflight planning and procedures.

This article highlights existing Airbus ‘Getting togrips with’ publications where information onoptimizing fuel consumption can be found andidentifies some additional areas for consideration.

Simon WeselbyA320 Family Programme Manager

Airbus Customer Services

Frédéric DesgeorgeA330/A340 Programme ManagerAirbus Customer Services

n f o r m a t i o n

getting hands-onexperience with aerodynamicdeteriorationISSUE 2 - OCTOBER 2001

This examines the influence ofaerodynamic deterioration onoperational costs. During an air-craft’s life deterioration is likely tooccur and drag can increase by upto 2% within five years. This inturn can result in a significant fuelconsumption increase. However,this cost has to be traded againstthe cost of maintenance to estab-lish when it is cost-effective tocarry out corrective measures.

Cost-benefit analyses are a practi-cal way to approach this andAirbus has carried out numerousperformance audits in cooperationwith airlines. Consequently thiscan help operators determine cor-rective actions that are financiallybeneficial despite the short-termmaintenance costs.

getting to gripswith aircraftperformanceISSUE 1 - JANUARY 2002

This addresses three differentaspects of aircraft performance: • Physical aspect: Reminders on

flight mechanics, aerodynamics,altimetry, influence of externalparameters on aircraftperformance, flight optimizationconcepts, etc.

• Regulatory aspect: Descriptionof the main JAR and FARcertification and operating rules,leading to the establishment oflimitations.

• Operational aspect: Descriptionof operational methods, aircraftcomputer logics, operationalprocedures, pilot’s actions, etc.

getting to gripswith aircraftperformancemonitoringISSUE 1 - JANUARY 2003

This provides guidelines for air-craft performance monitoringbased on feedback obtained frommany operators and on Airbus’knowledge of its aircraft. It hasfive-objectives:• Introduce performance

monitoring, presenting thedifferent analysis methods andtools.

• How to deal with the amount ofdata required, the most commonways to get data routinelyrecorded are described via aquick overview of the availableaircraft systems.

• Guidelines on the way toprocess the data using one of theAirbus aircraft performance-monitoring tools, namely theAPM programme.

• Assessing data coming fromregular cruise performanceanalysis.

• Airbus recommendations onhow to use the results ofanalysis in daily aircraftoperations.

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Airbus has previously published a wide range of information andrecommendations for the optimization of both aircraft performance and fueleconomy. These publications remain as valid today as when they werepublished (with the exception of certaineconomic conditions). The breadth ofthese recommendations illustrate that anairline wishing to minimize its fuel bill will

be best served by adopting a holistic orairline-wide approach and not making fueleconomy the responsibility of any singleentity in the organization.

Airbus also recognizes the increasingimportance of fuel efficiency to itscustomers so further support will becomeavailable during the course of 2006.

CONTACT DETAILS

Simon WeselbyA320 Family Programme ManagerTel: +33 (0)5 62 11 75 16 Fax: +33 (0)5 61 30 00 79 simon.weselby@airbus.com

Frédéric DesgeorgeA330/A340 ProgrammeManagerAirbus Customer Services Tel : +33 (0) 5 61 93 42 01Fax : +33 (0) 5 61 30 00 79frederic.desgeorge@airbus.com

Other areas forconsiderationIn addition to the ‘getting to gripswith’ publications an airline hasmany other routes available forminimizing fuel expenditure,including:• Minimizing dispatches under

MEL (Minimum EquipmentList) conditions that includerequirements for additional fuelreserves, or where fuel burn isincreased.Example: dispatch with winganti-ice valve failed in openposition may increase fuelconsumption by up to 6%depending on aircraft.

• Implementing an engine healthmonitoring systemExample: engine componentdefects may increase fuelconsumption while remainingoperational and engine healthmonitoring can highlight suchincreases.

• Working closely with theengine shop to establish anoptimized refurbishmentworkscope that provides the bestcompromise between cost,reliability and performancerestoration

• Developing an engine waterwash scheduleOver time, dirt accumulation onthe compressor airfoils reducesengine compressor efficiency.Engine core water washes arerecommended to remove this.Contamination levels depend onthe aircraft’s operation andenvironment, so wash frequencymust be optimized by eachoperator. Periodic engine waterwashes also have a positiveeffect on the exhaust gastemperature margin andconsequently on engine life

• Trading passenger comfort orservice against weight (carryingnewspapers, magazines,blankets, reducing potable watercarried, etc.).

Conclusion

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GIANTS OF THE SKIES, PAST AND PRESENT

Giants of the skies, past and present

A ‘giant of the skies’, a seven seater Fokker D378 of Aero Lloyd, lands at Hamburg Fuhlsbüttelairport in Germany in 1926 - the same year Germany’s main airport Frankfurt opened.

Almost 80 years later, on 29 October 2005, another ‘giant of the skies’ landed at Frankfurt airportand is shown docked. This is the 555 seater Airbus A380 - how things have changed, not only foraircraft but airports too!

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

RCSM location Country

London United KingdomLouisville 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 CaledoniaOrlando United States of AmericaPalma de Mallorca SpainParis FranceParo BhutanPhoenix United States of AmericaPittsburgh United States of AmericaPrague Czech RepublicQingdao ChinaQuito EcuadorRome ItalySan’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 CanadaToulouse FranceTulsa United States of AmericaTunis TunisiaVienna AustriaWashington United States of AmericaXi'an ChinaZurich Switzerland

CUSTOMER SUPPORT AROUND THE CLOCK... AROUND THE WORLD

RCSM location Country

Abu Dhabi United Arab EmiratesAjaccio FranceAlgiers AlgeriaAl-Manamah BahrainAmman JordanAmsterdam NetherlandsAthens GreeceAuckland New ZealandBaku AzerbaijanBandar Seri Begawan BruneiBangalore IndiaBangkok ThailandBarcelona SpainBeirut LebanonBerlin GermanyBrussels BelgiumBuenos Aires ArgentinaCairo EgyptCasablanca MoroccoCharlotte United States of AmericaChengdu ChinaCologne GermanyColombo Sri LankaCopenhagen DenmarkDalian ChinaDamascus SyriaDelhi IndiaDenver United States of AmericaDerby United KingdomDetroit United States of AmericaDhaka BangladeshDoha QatarDonetsk UkraineDubai United Arab EmiratesDublin IrelandDuluth United States of AmericaDusseldorf GermanyFort Lauderdale United States of AmericaFrankfurt GermanyGuangzhou ChinaHangzhou ChinaHaikou ChinaHanoi VietnamHelsinki FinlandHong Kong S.A.R. ChinaIndianapolis United States of AmericaIstanbul TurkeyJakarta IndonesiaJinan ChinaJohannesburg South AfricaKarachi Pakistankita-Kyushu JapanKuala Lumpur MalaysiaKuwait city KuwaitLanzhou ChinaLarnaca CyprusLisbon Portugal

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 00support.airtac@airbus.com

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

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