a 320 family general update

14th Flight Safety Conference

16-19 October 2007

A320 Family- General update

Presented by

PALOMEQUE Michel

FLIGHT SAFETY DIRECTORA320 Chief Engineer AdvisorA320 FAM Program

16-19 October 2007 14th Flight Safety Conference © A

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List of items

• EATON fuel pumps

• Magnetic variation tables- ADIRS

• Electrical power supply

• TCAS – Vertical Speed Indication

• Vertical Acceleration monitoring at T/O - Northrop Grumman ADIRS

• Landing with NLG at 90° - EMM BSCU

• Lateral runway excursion – Classic BSCU

• Dual bleed loss

• Airspeed discrepancy

• Back Up Speed Indication


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• Circuit breaker for a wing tank fuel pump tripped during flight

Strip down of fuel pump revealed:

Screw detached

Due to insufficient torque

Migrated between stator & rotor

Loss of Flame trap

Detachment of screw due to manufacturing fault.

EATON FUEL PUMPS

BACKGROUNDBACKGROUND


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EATON FUEL PUMPS

INITIAL BATCH identified:

Red OEB 178 issued to give recommendation during refuelling

Modifies –005 standard fuel pumps to PN –05R standard

Corrective Action Corrective Action

Mod 367734/ SB 28-1153 issued to clear red OEB’s . MANDATORY

Mod 37508/ Additional SB 28-1159 issued to clear red OEB’s.

MANDATORY

REMAINING BATCH IDENTIFIED

Second Red OEB 180 issued

Modifies remaining –002 and -005 fuel pumps to PN –0nR standard


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List of items








• Dual bleed loss




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Magnetic variation tables - ADIRU

Magnetic Variation around the Earth:A320 aircraft can potentially have obsolete Magnetic Variation tables (updated every 5 years)


• Effect in rollout phases when using magnetic trackRisk of lateral deviation from runway centerline

Consequences of erroneous magnetic variation tablesConsequences of erroneous magnetic variation tables heading error and track error

LIMITATION:LIMITATION:

Automatic landing and automatic rollout are forbidden

in airports where magnetic heading error is > 3°

Impact on operational documentation : Impact on operational documentation :

The list of airports where autoland and auto rollout are not allowed is published in AFM and FCOM


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Magnetic variation tables - ADIRU


P/N A32010 MCU – AC07 30652

SB 34-1231

4 MCU – AC11 30941

SB 34-1249

SB 34-1341

SB 34-1358

4 MCU – AD11 30942

SB 341240

4 MCU – AD12 -

4 MCU – AE20 -

4 MCU – AE21 31105

SB 34-1319

SB 34-1332

SB 34-1341

4 MCU – AE22 31106

SB 34-1227

SB 34-1232

4 MCU – AE23 35793

SB 34-1356

P/N A3204 MCU – 313 -

4 MCU – 314 31070

SB 34-1245

4 MCU – 315 31742

SB 34-1330

4 MCU – 316 35517

SB 34-1350

HoneywellHoneywellNorthrop-Grumman (ex Litton)Northrop-Grumman (ex Litton)

• Improvement:A380 ADIRU type installed on

A320/A330/A340Planned for certification end 2007 /

beginning 2008 for HWL and 2009 for NG.

Latest P/N, with latest magnetic variation tables (2005 optimized for 2010)


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List of items








• Dual bleed loss




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Electrical improvements

• Loss of electrical power supply due to:On-side electrical power supply failureAnd no manual transfer from AC ESS Busbar to AC 2 Busbar

via the ALTN procedure

• Consequences can be multiple :Loss of several displaysLoss of stand-by instruments lightingLoss of communication



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• Permanent solution:CAPT flood light located above standby instruments power from the

HOT BUS in case of electrical loss.Cancels OEB 185/2.

Objective: To ensure that the flight crew will be able to read the standby instrument indications

3. Improvement of the Cockpit Lighting SystemImprovement on the Cockpit Lighting System

Corrective Action Corrective Action Select the Dome Light to DIM or BRT throughout flight.Dome Light may be selected OFF if during final approach and landing if deemed necessary.

Mod 37329 &37330/ SB A320-33-1057 - MANDATORY

•Interim solution: OEB 185/2


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Improvement on the Radio Communication System

• Introduction of DC 1 Busbar power supply of the Digital Audio Management Unit-AMU in addition to DC ESS Busbar.

Objective: To ensure Digital AMU availability in case of loss of DC ESS Busbar.


Mod 37782/ SB A320-23-1333


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• Automatic switching of AC ESS BusbarAC ESS Busbar normally supplied by AC1 Busbar.If AC1 Busbar is lost, pilot has to manually select AC ESS

feed push button to Alternate – supplied through AC2 Busbar.

• Introduction of AC ESS Busbar automatic switching to AC 2 Busbar, 3 seconds after the AC1 Busbar is lost.

Objective: To limit the loss of ESS Busbars to 3 seconds and to the reduce Flight Crew workload and stress

5. Improvement of the Electrical Distribution SystemImprovement of the Electrical Distribution System


Mod 37317 / SB A320-24-1120


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• DMC3 transfer wiring improvement for DFDR recording accuracy in case of AC1 & DC ESS Busbar loss.

Objective: To better analyse in-service events

Improvement on the Electronic Instruments Systems


Mod 37730/ SB A320-24-1120


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List of items








• Dual bleed loss




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TCAS – Vertical Speed indication

In the frame of TA or RA activation by the TCAS, reports have been received that in some specific conditions ( sunny light on the PFD) combined with stress, the Vertical Speed (V/S) indication could be improved:

Over-reactions– Excessive load factor

Cabin discomfort

– Excessive vertical deviation (greater than the expected 300ft)

Perturbation of traffic, leading to another RA.

Some opposite pilot reactions– Amongst others in case of “ADJUST VERTICAL SPEED”

RA


EIS 1EIS 2


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TCAS – Vertical Speed indication

• This is achieved thru the following points:White needle instead of redEnlarged green areaEnd Course dynamic improvedLeading zero logic


EIS 1 : V60 std–Mod 37009 SB 31-1286 .–MANDATORY

EIS 2: S7 std–Mod 36725 / SB 31-1276 or 31-1271–MANDATORY

Green area wider than red area

White needle during RA

Leading zero when

<1000ft/min

Thinner needle

Improved end-course dynamics


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List of items








• Dual bleed loss




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Vertical Acceleration monitoring at T/O: Northrop Grumman ADIRS

Several reports of rejected take off due to the loss of IRS.– Consequence of an IRS failure

• On PFD:• - Attitude (roll, yaw, pitch)• - Flight Path Vector• - Heading and Track• - Vertical Speed

Some reports of dual IRS loss during the takeoff phase. All cases occurred at around 80-100 kts. Most of the occurrences were in a dedicated airport.

•On ND:-Heading and Track-Ground Speed-Aircraft position



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Vertical Acceleration monitoring at T/O: Northrop Grumman ADIRS

Analysis has shown that the failure is due to the vertical acceleration monitoring resulting from the specific runway profile. ADIRU's rack have resonance around 65 Hz and 140 Hz in

the vertical axis. when looking at the temporal acceleration (g) signal in

vertical axis, max level of 6 g is reached. for the vertical acceleration, speed is not a major contributor,

whereas obstacle height is.

NORTHROP GRUMMAN (previously LITTON) ADIRU PN 465020-0303-0316

- modification 35517 / SB A320-34-1350 . MANDATORY.



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List of items








• Dual bleed loss




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LANDING WITH NLG AT 90°- EMM BSCU

• In 2005, an A320 experienced failure of the NLG to retract following takeoff.

Visual flyby inspection from Tower determined the Nose Wheels to be turned 90 degrees. The aircraft was diverted to Los Angeles (LAX) where a safe landing was accomplished



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LANDING WITH NLG AT 90°- EMM BSCU

• RED OEB (ref 175 & 176) Reset of BSCU in flight with gear down

– If “shock absorber fault” and “nose wheel steering fault”– Reset by means of ‘A/SKID & N/W STRG’ switch (not circuit breaker)

Recovers nose wheel steering and centers the wheels

• ‘INSPECTION OF THE NOSE LANDING GEAR UPPER SUPPORT’ Inspection Service Bulletin (ISB)

• Ref A320-32-1310 issued 8th February 2006

– One time check of the landing gear servicing

– Repeatable check condition of the upper support anti-rotation lugs

– Repeatable check condition of the shock absorber cylinder lugs

– Repeat inspection & compliance time• L4-1 or L4-5 every 6 months or 1800FH (1350FC) whichever first

• L4-8 every 20 months or 6000FH (4500FC) whichever first


BSCU 4.9 is the final fix and allows to remove the OEB

Mod 36853 / SB 32-1335 . MANDATORY.


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List of items








• Dual bleed loss




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Lateral runway excursion - Classic BSCU

• On 2005, an A320 experienced a lateral runway excursion (left side) at landing. Visual inspection of the NLG just after the event revealed the nose wheels turned to the left with an angle of about 20°.

• A BSCU hardware failure (quartz) is confirmed to be at the origin of the event.

This failure leads to a MON channel freezing (and consequently, the MON relays closure), and then to the COM relay closure.

COM + MON channels being frozen with their steering relays commanded closed, it leads to the steering selector valve being commanded whereas the steering control loop is unavailable.

This BSCU failure associated to the steering servo valve drift leads to a slow runaway of NWS



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Lateral runway excursion - Classic BSCU

• A specific BSCU software correction has been developed to monitor this type of hardware failure.

• In case of similar hardware failure, this monitoring will trigger a BSCU channel fault and will allow an automatic change over.

BSCU std 10 is the final fix

Mod 36994 / SB 32-1336.

MANDATORY.



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List of items








• Dual bleed loss




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DUAL BLEED LOSS

One bleed failure in flight

The remaining bleed to supply the 2 Packs at normal flow

Fan air valve fails to fully open

Regulated temperature increase up to 260°C

Loss of remaining bleed

to pack 2

PRV

TLTTCT

FAV

FAN

HPIP



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DUAL BLEED LOSS

Contributors for temperature regulationmalfunction: Sense line leakage TCT drift FAV leakage Activation of TLT temperature limitation function

VSB planning for components modification:

FAV: VSB6730F-36-01 for std –F01

VSB 6730-36-03 for std C01

TLT: VSB 341-36-06

TCT: P/N 342B05: Airbus SB March 08 TCT

TLT

FAV



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List of items








• Dual bleed loss




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AIRSPEED DISCREPANCY

• Numerous loss of airspeed or airspeed discrepancies, most of the time during the takeoff run but also during flight, are reported every month.

This kind of events generally leads to a RTO at high speed.Most of the time, this occurs in adverse weather condition.The aircraft is released after a flushing of the sense line & pitot

probes.– Such event could also lead in flight to a Reversion to Alternate Law.



New pitot probes (mod 35894) / SB 34-1354 available

•Improved pitot probe has been developed with THALES. These new pitot probes are more robust in preventing water ingress.

•Particular attention for maintenance (ref: OIT 999.0017/07 "ATA 34 Pitot probe cleaning"). Specific tool available. Associated kit for both BF Goodrich and Thales pitot probes reference is 98D34103004001.


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List of items








• Dual bleed loss




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BACK UP SPEED INDICATION

Target Speed

Current Speed

Total loss of air data

Modification 35871/ SB 34-1397

Associated with the latest std of computers for :

ADIRU std 314,FWC F4, EIS S7, GPS & DFDR.


Provide Back Up Speed & altitude Scales indication on PFD based on AoA and geographic altitude

Enhancement Enhancement


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© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

This document and all information contained herein is the sole property of AIRBUS S.A.S.. No intellectual property rights are granted by the delivery of this document or the disclosure of its content. This document shall not be reproduced or disclosed to a third party without the express written consent of AIRBUS S.A.S. This document and its content shall not be used for any purpose other than that for which it is supplied.

The statements made herein do not constitute an offer. They are based on the mentioned assumptions and are expressed in good faith. Where the supporting grounds for these statements are not shown, AIRBUS S.A.S. will be pleased to explain the basis thereof.

AIRBUS, its logo, A300, A310, A318, A319, A320, A321, A330, A340, A350, A380, A400M are registered trademarks.

a 320 family general update

Documents

additional sb

a32031070 sb

standard fuel pumps

proprietary document

magnetic heading error

speed indication airbus

wing tank fuel pump

northrop grumman adirs