AUGUST 2010: Flight Airworthiness Support Technology
AUGUST 2010: Flight Airworthiness Support Technology
AUGUST 2010: Flight Airworthiness Support Technology
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Alternative fuels
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Paul NASH
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Ross WALKER
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Nicolas MOUNEY
Publisher: Bruno PIQUET
Editor: Lucas BLUMENFELD Jet fuel contamination with FAME
Page layout: Quat’coul (Fatty Acid Methyl Ester) 8
Cover: World jet fuel supply
Greener. Cleaner. Quieter. Smarter.
Marie FROMENT
Authorization for reprint of FAST Magazine articles should be requested
from the editor at the FAST Magazine e-mail address given below
Customer Services Communications Repair Design Approval
Tel: +33 (0)5 61 93 43 88 Structure damage assessment
14
Fax: +33 (0)5 61 93 47 73
e-mail: fast.magazine@airbus.com using Repair Manager
Printer: Amadio Alain BALEIX
FAST Magazine may be read on Internet
Colin SMART
http://www.airbus.com/en/services/publications/
under ‘Quick references’
ISSN 1293-5476 Head-Up Display system
Enhanced operations’ situational awareness 24
© AIRBUS S.A.S. 2010. AN EADS COMPANY Eric ALBERT
All rights reserved. Proprietary document
Airbus, its logo, A300, A310, A318, A319, A320, A321, A330,
A340, A350, A380 and A400M are registered trademarks.
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Alternative fuels
A flight path
towards sustainable aviation
Global economics’ development is dependent whole, has voluntarily committed to tough targets
upon efficient and worldwide transportation including ‘Carbon Neutral Growth’ by 2020 and a
means, to enable the distribution of goods, ser- reduction of CO2 emissions by 50% in 2050,
vices and business interaction through people. compared to 2005.
Aviation is the optimized solution for worldwide To improve its environmental footprint, Airbus is
cooperation. working innovatively in key areas such as product
Airbus is an eco-efficient organisation and wishes technology improvements, Air Traffic Manage-
aviation to flourish whilst reducing its impact on ment (ATM) and developing solutions for low car-
the environment. Today, aviation is recognized as bon lifecycle energy sources through alternative
a key industry for global economic development fuels for aviation.
and currently contributes to 8% of the global To achieve this, Airbus is actively investigating
Gross Domestic Product (GDP). Conversely, avi- alternative energy sources for aviation and launched
ation only contributes to 2% of man-made CO2 its ‘Alternative Fuels Roadmap’ early 2008, propos-
emissions. Over the past 40 years, the industry ing Research and Technology (R&T) activities,
has improved its fuel efficiency and reduced its flight demonstrations , alternative fuels’ approvals
related CO2 emissions by 70%. The industry, as a and targets for bio-fuel commercialisation.
Airbus Engineering
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Cellulosic fibres
such as
forestry waste,
wheat stubble
or switch
grass.
water-based
de Pinhão Manso
organisms. Algae
do Produtores
capture carbon
dioxide and use
sunlight to convert
it into oxygen and Camelina is a flowering plant
biomass which can native from Northern Europe
then be converted and Central Asia, traditionally
into oil for use grown for vegetable oil. It
in bio-fuels. needs little water or fertilizers,
so it can be grown on Oil from jatropha seeds
marginal agricultural lands is used to make
without competing with food bio-fuels in tropical
crops. It is also used as a regions such as South
rotation crop for wheat to America, where it grows
increase the health of the soil. naturally Because salicornia can be grown using
and in plantations. saltwater, it can be cultivated
Jatropha is currently on coastal lands unsuitable
being promoted for conventional crops. Its seeds
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Benefits
Challenges C0
2
C02
Processing Distribution
at airports
SUSTAINABILITY C0
2
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• ALFA-BIRD - Overview of
potential alternative fuels, website
assessment for suitability for
“Find out more about Aeronautics Research in Europe
aircraft, technical analysis and
environment http://www.acare4europe.org
future alternative fuel strategies.
• CAER (in preparation) - and alternative fuels” Clean Sky, a ‘Joint Technology Initiative’
Establish a French aeronautic Airbus and eco-efficiency http://www.cleansky.eu
alternative fuel programme. http://www.airbus.com/en/corporate/ International Civil Aviation Organisation
• SWAFEA - Forum for the ethics/environment http://www.icao.int/env
community (industry, policy, IPCC Report on Aviation and the
Air Transport Action Group
science and research) to meet Global Atmosphere
http://www.atag.org
and discuss state-of-the-art in http://www.ipcc.ch
Publication
alternative fuels and energy for
‘Beginners guide to aviation to bio-fuels’ Sustainable Aviation Fuel User Group
aviation.
http://www.enviro.aero http://www.safug.org/
(ATAG sponsored website)
CONTACT DETAILS
Algae Tel: +33 (0)5 61 93 29 31
Paul NASH Fax: +33 (0)5 61 93 41 25
Jatropha Head of New Energies ross.walker@airbus.com
Camelina Airbus Environmental Affairs
Nicolas MOUNEY
Tel: +33 (0)5 62 11 80 26
Source: Air Transport Action Group Alternative Fuels and
Fax: +33 (0)5 61 93 13 09
Acoustics Senior Engineer
paul.nash@airbus.com
CoC Power Plant
Ross WALKER Airbus Engineering
Engineering Programme Tel: +33 (0)5 61 93 48 37
Manager Alternative Fuels Fax: +33 (0)5 61 93 49 08
Airbus Engineering nicolas.mouney@airbus.com
Conclusion
Aviation has a limited spectrum flights will be powered by sustainable
of solutions compared to the other bio-fuels by 2030. The Airbus roadmap
transport industries. Research and test has set out a number of steps towards
flights have shown that synthetic bio-fuels achieving this goal, and already
can replace fossil fuels on today’s aircraft, succeeded in demonstrating that use of
without any modification. The biggest Biomass To Liquid (BTL) is viable, subject
challenge is producing sustainable to available and sustainable feedstocks.
feedstock in sufficient quantity and at a Airbus is acting as a catalyst to bring
commercially viable cost, in order to together the value chain and to attempt
provide a feasible fuel for aviation. to speed-up the commercialisation and
Even though the industry has come a long visibility of aviation bio-fuels, as a solution
way in understanding alternative fuels, towards “Greener, Cleaner, Quieter and
there is some way to go before these Smarter” skies.
different fuels become viable and widely Cross industry collaboration, sustainability
available. Airbus foresees that 30% of all and price are key!
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Marie FROMENT
Fuel Systems Engineer
Airbus Customer Services Engineering
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Figure 1
O R
H=Hydrogen
H2 C—O O Catalyse
H2 C—O—H O—CH3 O=Oxygen
— —
— —
Rapeseed Sunflower
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Potential FAME
and jet fuel mixed up
Multi-product transportation The blends (mixture) are com- and the possibility of airport sup-
monly referred to as ‘Bx’ where ‘x’ plies becoming contaminated,
Figure 2 designates the volume percentage both, EASA (SIB N°2009-1) and
of FAME. As an example, B5 FAA (SAIB NE-09-25) have
contains 5% FAME and B10 issued information bulletins on
contains 10% FAME. this issue. Operators have been
informed about the potential issue
Worldwide, multi-product supply of jet aviation fuel being conta-
systems such as pipelines, trucks, minated by FAME and that limited
trains and ships often transport FAME contamination of airport
different grades of fuels and fluids, fuel supplies has occurred.
using protective measures that are
designed to minimize cross-conta- FAME (from bio-blended-diesels)
mination. However, as FAME has in jet fuel can have the following
the property to ‘stick’ to surfaces, issues which are of concern for
small traces of FAME can be aircraft operations:
found in jet fuel; this conta- • Corrosion - formic and acetic
mination having been picked up by acids, glycerine, water and
the jet fuel when following a batch methanol can be present,
of fuel containing FAME in the • Cracking or softening of
same transport system. There is Elastomer seals,
also the possibility of carry-over • Presence of alkaline earth metals
of bio-blended-diesel (containing with an effect on engine
FAME) at the product interfaces, components,
which occur in multi-product • High freezing point
pipelines (refer to figure 2) which (freezing at -5C),
can then lead to jet fuel (JET A1) • Thermal stability -
contaminated with FAME. polymerisation can occur,
leading to a filter blockage.
The most common bio-fuel types,
currently in use in road transport, are To minimize the potential impact
not suitable for use as aviation fuels of FAME contamination on jet
because they do not meet jet fuel fuel supply, the global jet fuel
specification requirements (e.g. specification Defstan 91-91 was
freezing point, thermal stability, etc.) amended to permit up to 5mg/kg
(5ppm - parts per million) of
FAME content, being the lowest
The current detection limit of current mea-
situation surement methods (refer to the
‘FAME current existing measu-
for air transport rement methods’ paragraph). For
example, one litre of B5 in 10,000
In response to concerns about litres of jet fuel renders the jet fuel
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Figure 3
Between Above
0 and 5 ppm Level of FAME 30 ppm No dispatch allowed:
No further contamination
action 1) Follow propulsion systems, APU manufacturers
of aircraft fuel recommendations and contact them for further advice
2) Follow below recommendations and contact Airbus
Between for further advice.
5 and 30 ppm - Defuel to unpumpable all tanks
- Refuel with clean fuel to maximum capacity (3)
- Defuel (3)
- Refuel with clean fuel (3)
- Check gauging system operation (1)
For first refuel after notification (or aircraft already refueled) For third refuel: - Take fuel sample from near engine inlet
the aircraft can be dispatched if the following actions No dispatch (engine fuel filter) (2)
are completed: allowed
- Record FAME level in aircraft technical log
- Take samples from the tank drains as per AMM - 5 litres minimum (2)
- Record FAME contaminated fuel quantity uplifted
- Check gauging system operation (1)
Report to Airbus
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information
Conclusion
Due to the increase in the potential testing to determine the levels of FAME
of FAME contamination occurring in jet contamination and operational
fuel, above the currently allowable limit recommendations in the event of uplift
of 5ppm, Airbus is actively supporting of jet fuel contaminated with FAME.
the industry work on several aspects Updates and findings of the research
to minimize the potential impact of higher are documented (Airbus SIL 28-091)
levels of FAME contamination. and it is expected that additional
Areas of research include the increase recommendations will be available
of the clearance levels up to 100ppm, by the beginning of 2011.
the development of a quick means of field
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Repair Design
Approval
Structure damage assessment
using Repair Manager
Damage to aircraft structure causes severe Airbus, Repair Manager (Part 2). This software
operational interruptions and the restoration to an provides airlines a simple and efficient method to
airworthy condition needs to be shown before the view, locate concessions and in-service damage
next flight. It can also be difficult to assess dama- and repairs, on a 3D (three-dimensional) simpli-
ge, find and collect relevant information from a fied model of the aircraft, enabling them to record
wide variety of data sources, while complying and safely store the details. Repair Manager
with the regulatory record keeping requirements. allows the operator to build a comprehensive
This article will explain the regulatory re- database of all of the structural damages on an
quirements to report such damages (Part 1) and aircraft and maintain it together with the as-
will guide you through an overview of a damage sociated approval documentation.
case using the new on-line service developed by
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147
66
M
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known operators’
accomplishment instructions.
Safety level as per CS25
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Figure 3
Does the repair design permanently affect:
• The maintenance programme to ensure
the continued airworthiness of the aircraft?
• The airworthiness approved limitations in the
Aircraft Flight Manual (AFM), Master Minimum
Equipment List (MMEL), Weight & Balance Manual
(WBM)?
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EU - OPS 1
Ensure reporting
Reports Cockpit
Part M.A.302: Records (Tech Log)
• Instructions from competent
authority,
• ICA issued by TC holders
Part M (CAMO)
Ensure continuous
or any other relevant approval, airworthiness of aircraft
• ICA issued by major repair
Engineering
approval holder. Records Orders
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Repair Manager
overview of the
process for a repair
requiring a Repair
Design Approval
1
Step 1 - Aircraft
The user selects the aircraft type and selects the relevant
aircraft from the list. The list contains all the aircraft of this type
operated by the airline. MROs will see the aircraft list for the
airline when access delegation has been given by the operator.
The user checks if the aircraft Weight Variant (WV) information
is up to date and updates the flight cycles and flight hours’
information.
The system will automatically list all the damage reports
created within the last 15 days to reduce the possibility of the
user entering a duplicate damage report. The location and
details of these reports can be accessed directly from the list.
3
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Step 4 - Damage description
The next step is to locate the position of the damage on the 3D
model and to identify the damage type and main details. The
surrounding structure is easily identified by clicking on the
items on the 3D simplified model. The general location of the
damage is entered relative to the surrounding structure
selected. A direct access is then available to AirN@v/Repair,
AirN@v/Maintenance and Engineering drawings (AirbusWorld
services), to perform the detailed assessment of the damage.
A detailed damage report or Pre-Defined Reporting Sheet (PDRS)
is then attached describing the details of the damage and the
assessment performed.
5
Step 5 - Assessment
The assessment is performed according to the instructions
provided in the aircraft manuals, SRM, AMM, CMM, etc. If the
damage is within the limits of the approved documentation or
the repair solution is covered by the SRM, then the line
mechanics can validate the damage description and finalize the
approved process. If the damage is outside the approved
document limits, then the next steps need to be performed by
the engineering or maintenance control departments. They can
then decide whether a damage report needs to be sent to Airbus
and/or the Original Equipment Manufacturer (OEM) for approval,
or whether they can approve the damage or repair themselves.
Step 6 - Requirements
If the damage is outside the SRM limits, the user then fills out
the details of their request for assistance, describing the current
status of the aircraft and the date the answer is required.
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Step 7 - Repair
Once the technical statement is available (from Airbus, non-
Airbus OEM or from the SRM), the user completes the repair
page to record/load the repair proposal into the tool, the date
that the repair has been performed may also be completed,
if different from the date the damage was discovered. More than
one repair can be added so that the repair history is retained
(temporary repair followed by a permanent repair).
Step 8 - Approval 8
Once the technical statement is available (from Airbus, non-
Airbus OEM or from the SRM), the user (the same or a different
one with the necessary rights) fills the approval page. The
approval page includes all the required information depending
on the damage category. It also allows specifying the type of
repair (Temporary or Permanent) and the existence of additional
maintenance requirements and inspections.
In this section, you can attach the Repair design Approval Sheet
(RAS) or other approval documents associated with the repair.
These can also include documents such as a ‘Permit to Fly’,
‘Alternative Means Of Compliance’ (AMOC), etc., as described in
the Repair Design Approval (Part 1). Any approval documents
can be attached to a damage report whether they are internal to
the operator or from a non-Airbus OEM.
As with the repairs page, multiple approvals can be attached on
separate tabs keeping the history of the repair approvals
available.
CONTACT DETAILS
Conclusion
An accurate damage assessment In that context, Repair Manager is a
and its relevant reporting are fundamental decision tool for speeding up and easing
for expediting the repair design. structural damage report compilations
A complete and precise report is the first during the assessment phase. Its
requirement for an efficient repair design. easy-to-use interface with simplified 3D
The observance of the Instructions for models will guide you, step by step,
Continued Airworthiness (ICA) is key for towards a more accurate and effective
safety. This encompasses the ICA issued, reporting and to be in compliance with
not only by an Airworthiness Directive, airworthiness authorities’ regulations
a Type Certificate or a modification, but for damage record keeping.
also from a Repair design Approval Sheet Repair Manager is available for all the
which you may find in AirbusWorld. Airbus aircraft families from mid July 2010.
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Head-Up
Display system
Enhanced operations’ situational
awareness
Innovation is at the heart of activities and Airbus (Multi-Programme Project) HUD, has been
ensures that its aircraft benefit from the most developed and proposed on the A320, A330/
advanced technology available. A340 aircraft families, as well as on the A380.
During the end of 2002, Airbus decided to provide This MPP HUD, based on proven technologies
the HUD (Head-Up Display) as an option on its already available on all aircraft within the Airbus
commercial aircraft (and as the basic instrument Fly-By-Wire family, is being further optimized
to operate the Airbus A400M military transport for the A350 XWB and will be proposed as an
aircraft). A new generation HUD, called MPP option at its Entry-Into-Service.
Eric ALBERT
HUD Project Leader
Airbus Cockpit Engineering
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The Head-Up
Display (HUD)
system
The fundamental element of the
HUD system is a conformal head-
up display that presents essential
flight information and guidance to
the pilot in his forward field of
view for all flight phases.
The HUD is a see-through device
which helps the pilots to fly more
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PMM-CAPT PMM-F/O
115V 115V
HPU-CAPT HCU-CAPT HCU-F/O HPU-F/O
aircraft aircraft
CAPT-HUD F/O-HUD
controle (411VU) controle (412VU)
HUDC-1 HUDC-2
AFDX AFDX
Single
Aircraft avionics systems Dual Aircraft avionics systems
installation
installation
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Horizon line
Pitch
Published
Aircraft approach
current descent
FPA path angle
FPV
Runway
aiming
point
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Conclusion
The Head-Up Display (HUD) contributes display the video image as well as the
significantly to increasing the pilot symbols without any constraints
situational awareness, particularly during (particularly on graphic capability and
the approach and landing phases by flexibility which are not time constraining).
showing trajectory related symbols The HUD is designed to support future
superimposed on the pilot’s actual technologies such as the EVS (Enhanced
external view. The experience in service Video System), SVS (Synthetic Vision
confirmed that the HUD is a very good System) or SGS (Surface Guidance
means to stabilize the aircraft during the System) that will enhance surface
approach phase, assuming that the flight operations and obstacle awareness.
crews follow a dedicated HUD training. Thanks to HUD capabilities, these future
The HUD system also offers enhancement growing evolutions will reinforce the
with a video image support. Indeed, the enhancement of flight safety on all Airbus
fully digital processing allows the HUD to aircraft models.
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SPICE
The future galleys
Ever since the first generation of large passenger To study this question, Airbus spent nine intensive
aircraft were introduced in the late 1960s, galley months on-site, with three leading airlines. This
architectures have been constructed around the work generated a large body of knowledge con-
omnipresent trolley. It is hard to imagine the air- cerning the issues experienced with today’s
line world today without these trolleys, but an galleys, as well as the types of solutions that are
increasing number of Airbus customers have been required. To make use of the knowledge, Airbus
voicing the question of whether the time has initiated a project called SPICE (SPace Innovative
come, after 40 years, for the air transport industry Catering Equipment) which promises to make
to look into new architectures for galleys. significant progress in improving galley designs.
Daniel PERCY
Airbus Marketing Manager
Aircraft Interiors Marketing
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4
2
8
6 7
3 5
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To quantify these efficiency gains, Customisable service items can be 12 Plug & Play
Airbus has completed numerous as- created to be used directly in the equipment
sessments of SPICE galleys versus service. Because SPICE boxes
delivered airline galley configura- don’t need to be certified and that
tions, using airline galley loading the SPICE Service Box (similar to 13 Preparation
galley
plans for routes which have the today’s Standard Unit) is tall
highest catering content loaded on- enough to stand bottles upright,
board. These assessments show that boxes can be designed ergono- 14 Sliding
the typical weight savings on an mically optimised for in-flight doors
A330/A340 Family aircraft is in the service which can even be pre-
range of 600kg. For aircraft as big prepared by the caterer. This
as the A380, these weight savings ensures that prepa-
can reach more than one ton. The ration times are
space savings usually allow to have reduced, allowing
one less galley monument, creating the passengers to
enough space to win two or benefit from a
three economy seats. quicker service.
12
9
10
13
11
14
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Conclusion
The architecture of galleys has not ‘Plug & Play’ modularity of galley inserts,
changed in over 40 years, since the chilled upper compartments and reduced
introduction of the first large passenger service times are additional interesting
aircraft. Several airlines which recognized features.
this asked Airbus to take the lead in
introducing innovation in this area. After Airbus has already completed testing of
considerable research, Airbus conceived SPICE prototype equipment. This includes
a new type of galley system, called SPICE testing of cabin service, where actual
(SPace Innovative Catering Equipment). airline cabin crew served seated
SPICE makes a number of architectural passengers. It has also been tested with
changes compared to today’s galleys, caterers, making sure they can cope with
including introducing a system of modular SPICE in their facilities and during aircraft
boxes which are moved by Folding loading. All tests have shown positive and
Service Carts. encouraging results. Following
consultation with the airlines about the
Key benefits of SPICE for airlines include conditions for launching SPICE and the
weight savings of 600kg and space final validation testing is underway.
savings, enabling 2 or 3 extra economy
seats to be installed. Several ergonomic The vision for SPICE is that it will become
advantages for cabin crew are also a new global galley standard, available for
introduced, including lifting assistance the whole industry.
using a device called a Transfer Table.
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Improving
over 40 years’
old galley
design
S.E.2010 Armagnac
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WORLDWIDE
Bruce JONES
Senior Vice President
Services & Customer Support
Customer Services Bangalore
Tel: +33 (0)5 67 19 19 80
Fax: +33 (0)5 61 93 18 18
USA/CANADA
Tom ANDERSON
Senior Vice President
Customer Services
Tel: +1 (703) 834 3484
Fax: +1 (703) 834 3464
CHINA
Pierre STEFFEN Services and Customer Support centres
Senior Vice President Training centres
Customer Services & Internal Operations Material Logistics centres / Regional warehouses
Tel: +86 10 8048 6161 Ext 5020 Resident Customer Support Managers (RCSM)
Fax: +86 10 8048 6162 RCSM location Country RCSM location Country
Abu Dhabi United Arab Emirates Lisbon Portugal
RESIDENT CUSTOMER SUPPORT ADMINISTRATION London United Kingdom
Alexandria Egypt
Jean-Bernard GALY Algiers Algeria Los Angeles United States of America
Head of Field Service Al-Manamah Bahrain Louisville United States of America
Tel: +33 (0)5 67 19 04 13 Almaty Kazakhstan Luton United Kingdom
Fax: +33 (0)5 61 93 49 64 Amman Jordan Luxembourg Luxembourg
Amsterdam Netherlands Madrid Spain
TECHNICAL, MATERIAL LOGISTICS Astana Kazakhstan Manchester United Kingdom
& TRAINING SUPPORT Athens Greece Manilla Philippines
Airbus has its main Material Logistics centre in Atlanta United States of America Marrakech Morocco
Hamburg, and regional warehouses in Frankfurt, Auckland New Zealand Mauritius Mauritius
Bangkok Thailand Melbourne Australia
Washington D.C., Dubai, Beijing, Shanghai and Memphis United States of America
Barcelona Spain
Singapore. Beijing China Mexico City Mexico
Beirut Lebanon Miami United States of America
Airbus operates around the world, Milan Italy
Berlin Germany
24 hours a day, every day. Bogota Colombia Minneapolis United States of America
Airbus Technical AOG Centre (AIRTAC) Bucharest Romania Montreal Canada
Tel: +33 (0)5 61 93 34 00 Budapest Hungary Moscow Russia
Buenos Aires Argentina Mumbai India
Fax: +33 (0)5 61 93 35 00 Muscat Oman
Cairo Egypt
airtac@airbus.com Calcutta India Nanchang P.R. China
Spares AOGs in North America should be Casablanca Morocco Nanjing China
addressed to: Charlotte United States of America Newcastle Australia
Tel: +1 (703) 729 9000 Chengdu China New York United States of America
Chicago United States of America Ningbo P.R. China
Fax: +1 (703) 729 4373 Palma de Mallorca Spain
Cologne Germany
Spares AOGs outside North America Colombo Sri Lanka Paris France
should be addressed to: Damascus Syria Philadelphia United States of America
Tel: +49 (40) 50 76 4001 Delhi India Phoenix United States of America
Denver United States of America Prague Czech Republic
Fax: +49 (40) 50 76 4011 Qingdao P.R. China
Dhaka Bangladesh
aog.spares@airbus.com Doha Qatar Riyadh Saudi Arabia
Spares related HMV issues outside Dubai United Arab Emirates Roma Italy
North America should be addressed to: Dublin Ireland San Francisco United States of America
Dusseldorf Germany San Salvador El Salvador
Tel: +49 (40) 50 76 4003 Santiago Chile
Fort Lauderdale United States of America
Fax: +49 (40) 50 76 4013 Frankfurt Germany Sao Paulo Brazil
hmv.spares@airbus.com Guangzhou China Seoul South Korea
Airbus Training Centre Toulouse, France Haikou China Shanghai China
Hamburg Germany Sharjah United Arab Emirates
Tel: +33 (0)5 61 93 33 33 Shenyang China
Hangzhou China
Fax: +33 (0)5 61 93 20 94 Hanoi Vietnam Shenzhen China
Airbus Maintenance Training Centre Hefei P.R. China Singapore Singapore
Hamburg, Germany Helsinki Finland Sofia Bulgaria
Hong Kong S.A.R. China Sydney Australia
Tel: +49 (40) 74 38 8288 Taipei Taiwan
Honolulu United States of America
Fax: +49 (40) 74 38 8588 Indianapolis United States of America Tashkent Uzbekistan
Airbus Training subsidiaries Istanbul Turkey Tehran Iran
Miami, Florida - U.S.A. Jakarta Indonesia Tel Aviv Israel
Jeddah Saudi Arabia Tokyo Japan
Tel: +1 (305) 871 36 55
Jinan P.R. China Toluca Mexico
Fax: +1 (305) 871 46 49 Johannesburg South Africa Tripoli Libya
Beijing, China Karachi Pakistan Tunis Tunisia
Tel: +86 10 80 48 63 40 Kita-Kyushu Japan Vienna Austria
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