A 320 Family General Update
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Transcript of 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
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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
• 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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Magnetic variation tables - ADIRU
Magnetic Variation around the Earth:A320 aircraft can potentially have obsolete Magnetic Variation tables (updated every 5 years)
BACKGROUNDBACKGROUND
• 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
Corrective Action Corrective Action
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
• 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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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
BACKGROUNDBACKGROUND
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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.
Corrective Action Corrective Action
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
Corrective Action Corrective Action
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
Corrective Action Corrective Action
Mod 37730/ SB A320-24-1120
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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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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
BACKGROUNDBACKGROUND
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
Corrective Action Corrective Action
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
• 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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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
BACKGROUNDBACKGROUND
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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.
Corrective Action Corrective Action
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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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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
BACKGROUNDBACKGROUND
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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
Corrective Action Corrective Action
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
• 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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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
BACKGROUNDBACKGROUND
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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.
Corrective Action Corrective Action
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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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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
BACKGROUNDBACKGROUND
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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
Corrective Action Corrective Action
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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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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.
BACKGROUNDBACKGROUND
Corrective Action Corrective Action
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
• 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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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.
BACKGROUNDBACKGROUND
Provide Back Up Speed & altitude Scales indication on PFD based on AoA and geographic altitude
Enhancement Enhancement
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