The Airbus safety magazine

#30

Safety
first
Safety first, #30 July, 2020. Safety first is published
by Airbus S.A.S. - 1, rond point Maurice Bellonte -
31707 Blagnac Cedex/France.
Publisher and Editor: Yannick Malinge,
Chief Product Safety Officer.
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 editorial
YANNICK MALINGE Dear Aviation colleagues,
SVP & Chief In response to the massive fleet grounding caused by the global pandemic, it is vitally
Product Safety Officer important to continue sharing safety information. All actors in commercial air transport
redoubled efforts to promote the relevant guidance materials for the massive task of parking
and storing aircraft, and subsequently supporting Operators to prepare for a safe return
to the skies. This showed that our industry’s well-established procedures provide the
necessary safeguards for maintaining safe aircraft and operating safe flights, especially
during this particular period. With this spirit, the articles in this edition highlight some key
safety considerations and provide references to the relevant publications already shared
with Operators of the Airbus fleet worldwide.

With so many aviation professionals affected by the downturn caused by the pandemic,
it is a time to recall the basics of safety for flight crews, cabin crews and ground crews.
The “Mind the OEBs’’ article prompts pilots to check if there are OEBs applicable to
their aircraft when preparing for a flight, and to make sure that they are familiar with their
application conditions. It is also an opportunity, when aircraft are not at peak utilisation, to
encourage Operators to limit the number of applicable OEBs on their aircraft by installing OEB
cancellation modifications as soon as possible. The “Safe Aircraft Refuelling” article shares
why safety precautions and procedures must be strictly followed when refuelling an aircraft,
which requires close coordination between the ground crew, the flight crew and cabin crew.

With so many aircraft grounded, some adaptation is required, but it is best to avoid using
improvised or unapproved items to protect the aircraft and its components. In situations
where procedures cannot be correctly applied, Operators should contact Airbus and seek
advice. By working together through the challenges brought about by this crisis, the entire
air transport system can emerge with a strengthened level of safety.
Safety
first
The Airbus Safety magazine

Also available in app

and website versions

Visit us at safetyfirst.airbus.com
 NEWS
The annual “Statistical Analysis of Commercial
Aviation Accidents” is now available to view
online and to download the brochure.
The website provides an analysis of commercial aviation accidents for jet aircraft
from 1958 to 2020. It shows significant improvements of the safety record for
our industry. This is also underlined by the contribution that technology has
made in further enhancing the level of safety for commercial aircraft flights today.

Visit us at accidentstats.airbus.com
 Safety first #30 | July 2020 005

Safety
first #30
OPERATIONS
P06
Avoiding Fuel Spills
on A320 Family Aircraft

P14
Safe Aircraft Refuelling

P20
Aircraft Parking and Storage

Flight Operations
P28
Preparing for a Safe Return
Cabin Operations
to the Skies
Ground Operations

Maintenance P36
Mind the OEBs!
OPERATIONS
Avoiding Fuel Spills on A320 Family Aircraft

Avoiding Fuel Spills

on A320 Family
Aircraft
Cases of fuel spillage have been reported to Airbus on A320
family aircraft equipped with fuel transfer jet-pumps
in the center tank.
This article recalls the protections available against tank overfill.
It explains why fuel spillage happened on the reported events
and provides recommendations on how to avoid it.
 Safety first #30 | July 2020 007

OVERFILL AND OVERFLOW

NOTE
PROTECTION AND MONITORING
The test of overfill protection must
be done before every refuelling
Fuel tanks on Airbus aircraft are designed so that fuel spills into the vent tank operation by pushing the TEST
through their vent line in the event of a tank overfill. Each vent tank is equipped switch of the refuel/defuel panel,
with a NACA duct where fuel can flow out and onto the ground if the vent tank first to the LTS position to check
is full. the integrity of the indication lights,
and then to the HI LVL position to
Refuel valves automatic closure test the protection and the overflow
sensor located in each vent tank.
On A320 family aircraft, the refuel valve for a fuel tank will automatically close
when the targeted fuel quantity is reached, or fuel is detected by the high level
sensor fitted in the tank during refuelling.
(fig.1)
Functional schematic of the refuelling
and venting system of an A320 aircraft

Fuel Overflow monitoring function

A monitoring function was first introduced on A321 aircraft to trigger a
FUEL L(R) WING TK OVERFLOW ECAM alert in the case of a fuel overflow
detected in the vent tank by the overflow sensor. The ECAM alert (Modification
154427) is now also installed in production on A319/A320 aircraft since May
2013 (aircraft serial number 5597 and onward). It can be installed on previously
built A318/A319/A320 aircraft with Service Bulletin A320-28-1216.
OPERATIONS
Avoiding Fuel Spills on A320 Family Aircraft

A319/A320/A321
AIRCRAFT FITTED WITH
TRANSFER JET-PUMPS
IN THE CENTER TANK

Transfer jet-pumps were introduced on the A321 aircraft at its entry into service
to simplify the fuel system, replacing the center tank electrical fuel boost pumps
previously used on A320 family aircraft (fig.2). To take advantage of this
simplification, the transfer jet-pumps were introduced in the center tank of A319ceo
and A320ceo aircraft delivered from 2014. and are standard on all A319neo,
(fig.2)
A320neo, and A321neo aircraft.
Comparison of the fuel feeding system
of A320 family aircraft equipped
with or without fuel transfer jet-pumps A318/A319/A320 aircraft without fuel transfer jet pumps

A321 and A319/A320 aircraft with fuel transfer jet pumps

 Safety first #30 | July 2020 009

Refuelling operation
The center tank transfer mode selector should be in the AUTO position (no light)
during the refuelling operation. This means the left and right transfer valves will
remain closed. The fuel pumps and the Left and Right CTR TK XFR pushbutton
switches can be ON or OFF. The switches will be OFF (no light) if the flight crew
has already performed their cockpit preparation.
(fig.3)
The center tank and the outer wing tanks are filled first in a normal refuelling
Normal refuelling on A320 family aircraft
operation. Once the outer tank is full of fuel, the inner wing tank will be filled equipped with transfer jet-pumps (Cockpit
with fuel passing through the spill pipe (fig.3). preparation already done in this example)

Scenario of fuel spill incidents due to transfer

mode selector in manual mode during automatic The center tank
refilling operations transfer mode selector
Cases of fuel spillage were reported to Airbus during refuelling of A320 family aircraft should be in the AUTO
equipped with transfer jet-pumps in the center tank. The transfer mode selector
was left in the MAN position during the refuelling operation of the reported events.
position (no light)
This condition forced the transfer valves to open and fuel was supplied to the jet- during the refuelling
pumps (fig.4). With the jet pumps ON and fuel flow provided by the fuel pumps, operation.
fuel was moved from the center tank to the wing tanks. Even though the refuel
valves automatically closed when the preselected quantity of fuel was reached, the
transfer valves remained open and the jet-pumps continued to transfer the fuel out
of the center tank into the inner tank. When the wing tanks were completely full,
fuel was pushed through the wing tank vent lines into the vent tanks and eventually
overflowed from the NACA vent causing fuel to spill to the ground.
OPERATIONS
Avoiding Fuel Spills on A320 Family Aircraft

(fig.4) Adherence to SOP prevents leaving the FUEL

Fuel spillage due to mode selector
left on the manual position on A320
MODE SEL in MAN position
family aircraft equipped with transfer
jet-pumps PARKING procedure

The parking SOP requests the flight crew to set the fuel pumps and center
transfer valves OFF. This means that the fuel pumps and the Left and Right CTR
TK XFR pushbutton switches should be in the OFF position. The fuel mode
selector should be in AUTO mode.

(fig.5)
Configuration of the FUEL Overhead
panel as per PARKING SOP

COCKPIT PREPARATION procedure

Before the next flight, the flight crew must extinguish all white lights from the
overhead panel during the cockpit preparation following the “dark cockpit”
philosophy. The fuel pumps are switched ON and the Left and Right CTR
TK XFR pushbutton switches should be pushed to extinguish their OFF light
(fig.6). If the flight crew observes the FUEL MODE SEL MAN light ON, it must
be switched OFF at this stage.

(fig.6)
Configuration of the FUEL Overhead
panel as per COCKPIT PREPARATION
SOP (all lights OFF)
 Safety first #30 | July 2020 011

In addition, SOP requests specifically to check that the FUEL MODE SEL is set
to AUTO in the FUEL section of the cockpit preparation (fig.7). A dedicated
caution warns the flight crew of the potential fuel spillage if the FUEL MODE
SEL is set to MAN position on ground with the CTR TK L XFR and TR TK R
XFR pushbutton switches not in the OFF position.
(fig.7)
Extract from the A320 FCOM
PRO-NOR-SOP Cockpit preparation - Fuel

WHAT TO DO IN THE CASE

OF A FUEL SPILLAGE?

In the event of a fuel spillage, Airbus recommends the following actions:

1. Perform TSM Task “Refuel - Fuel Spillage From NACA Vent During Refuel’
to identify the root cause of the spillage
2. Notify Airbus about the fuel spillage event and provide the following information:

• Fuel Spillage Sheet (available in the TSM task)

• Fault Reports
• Shop Reports of replaced components if any, including Part Number
and Serial Number.
OPERATIONS
Avoiding Fuel Spills on A320 Family Aircraft

Protection is available to prevent fuel spill incidents from Airbus aircraft

CONTRIBUTORS:
during refuelling. Sensors fitted to the center tank and wing tanks
Stéphane BERNARD will automatically close the refuel valves to stop the refuelling operation
Fuel System Engineer in the case of overfill. Fuel spills are avoided if these protections are
Engineering Support
operating correctly and this should be checked by a quick test just
Regis PERNET before refuelling the aircraft.
Flight Operations Support
Engineer Fuel spillages were reported to Airbus on A320 family aircraft fitted
Customer Support with transfer jet pumps where the fuel transfer mode selection was
mistakenly left in MANUAL. Ensuring that the FUEL MODE SELector is
Ross WALKER set to AUTO before refuelling the aircraft will avoid a fuel spill incident.
Fuel System / Fuel Tank Safety
Design Office
Safety first #30 | July 2020 013
OPERATIONS
Safe Aircraft Refuelling

Safe Aircraft
Refuelling
Safe refuelling operations require strict adherence to procedures
and careful application of the safety precautions, not only by the
refuelling operators but also flight crew, the cabin crew and the
other ground operators.
This article highlights the safety precautions that must be
considered when refuelling an aircraft. It also describes
supplementary tasks that are necessary if refuelling when
passengers are on-board.
 Safety first #30 | July 2020 015

FIRE PREVENTION

The main threat during refuelling operation is the fire threat.

The general safety precautions for refuelling/defuelling are available in:
- the A220 AMP SERVICING – REPLENISHING AND DEPLETING - FUEL
REPLENISHING AND DEPLETING
- the A300/A310 AMM SERVICING - REPLENISHING OF FUEL TANKS
- the A320/A330/A340 AMM SERVICING - FUEL - FUEL SYSTEM - SERVICING
- General Refuel/Defuel Safety Procedures
- the A380 AMM FUEL - REFUEL/DEFUEL SYSTEM - SERVICING - General
Refuel/Defuel Safety Procedures
- the A350 MP FUEL - DISTRIBUTION - REFUEL/DEFUEL SYSTEM -
MAINTENANCE PROCEDURES - General Refuel/Defuel Safety Procedures

In addition to the availability of the firefighting equipment and use of personal

protection by the fuelling operator, bonding the aircraft and respecting fuelling
safety zones is essential. It is mandatory
to bond the aircraft
Bonding and grounding during refuelling/defuelling
to the refuelling
Bonding vehicle/device before
Bonding ensures electrical continuity between the aircraft and the refuelling
connecting the
vehicle, preventing any spark to appear when the ground operator connects refuelling hose.
the refuelling hose to the aircraft coupling.
(fig.1)
It is mandatory to bond the aircraft to the refuelling vehicle/device before Mandatory bonding during
connecting the refuelling hose (fig.1). refuelling/defuelling operations

One of the aircraft grounding (earthing) points must be used to connect the
bonding cable. Depending on the aircraft type, the grounding (earthing) points
can be located:

• On the Nose Landing Gear (NLG)

• On the Main Landing Gears (MLG)
• On the wings
• On the engine air inlet
• At the High Pressure (HP) connector.
OPERATIONS
Safe Aircraft Refuelling

(fig.2)
Examples of placard used for grounding
point identification

Grounding (earthing) points are indicated by a placard to ease their identification

(fi g.2). The type of placard may differ depending on its location and the
Airbus aircraft type.
doesn’t request the
grounding (earthing) A cable section of 20 mm² or more is recommended to ensure sufficient
bonding. The total electrical resistance of the cable between the A/C and the
of the aircraft or of fuel tanker must not be more than 10 ohms.
the refuelling vehicle
Grounding (earthing)
during refuelling
operations but Grounding ensures electrical continuity between the aircraft and the earth.
some local authority Static electricity resulting from the flight or the environmental conditions on
ground (wind with dust, sand, etc...) is discharged to the earth through the tires.
regulations may
request it. Airbus doesn’t request the grounding (earthing) of the aircraft or of the refuelling
vehicle during refuelling operations but some local authority regulations may
request it.

Refuelling safety zones

As an industry standard, a 3-meter safety zone must be respected around
the area located under the NACA vents, overpressure protectors and refuel
coupling(s) (fig.3). These areas must be clear of any object or personnel. Their
location can be found in the Refuel/Defuel Safety procedures of the AMM/
AMP/MP. In addition, an escape corridor must be clear of obstacles so that
the refuelling vehicle can leave the area in case of emergency.

(fig.3)
Example of the fuelling safety zones
on an A320 aircraft
 Safety first #30 | July 2020 017

REFUELLING WITH PASSENGERS

ON-BOARD

Today’s short transit time used by some operators often requires refuelling
operations while passengers are still -or already- on-board the aircraft.
It is essential
It is essential for all actors to respect additional safety precautions and be prepared for all actors to
to initiate an emergency evacuation should it be required. respect additional
Keep ground areas clear for slide deployment safety precautions
and be prepared to
Depending on the ground servicing and catering operations, the area beneath
the available exits must be clear to enable proper slide deployment in the case initiate an emergency
of an evacuation. evacuation should it
be required.
Cabin and passengers handling
The flight crew must switch OFF the SEAT BELT signs and switch ON the NO
SMOKING signs (if installed) and inform the cabin crew when the refuelling/
defuelling operation starts and ends.

The CCOM SOP “Refuelling/defuelling - Refuelling/defuelling with passengers

onboard” provides the procedure and precaution to apply.

The cabin aisle(s) and exits must be free of obstacles that could impair the
evacuation path. Cabin curtains must be secured in the open position and the
cabin lighting should be ON.

The cabin crew must inform passengers that a refuelling operation is on-going
and that they must not fasten their seatbelt to ease evacuation in the case of
an emergency.

Each cabin crew should be prepared for an evacuation and at least one cabin
crew member should be positioned at each door pair.
OPERATIONS
Safe Aircraft Refuelling

For all refuelling operations, the safety of ground personnel, flight crew,
CONTRIBUTORS:
cabin crew and any passengers onboard the aircraft is paramount. It
Didier GENDRE is why the prevention of any unsafe conditions requires the refuelling
Ground Operations Engineer vehicle or equipment to be bonded to the aircraft, preventing arcing
Airport Operations
or sparks. An exclusion area of 3 metres from the aircraft’s vent tanks,
Regis PERNET overpressure protection or refuel coupling and equipment should be
Flight Operations Support maintained during refuelling. The appropriate PPE should be worn by
Engineer the operator and fire fighting equipment available with a defined escape
Customer Support
corridor in the event of a fire.
Jean Paul VIEU The areas around the aircraft where escape slides deploy should be kept
Cabin Operations Engineer –
Cabin Safety Enhancement clear in case the flight crew or cabin crew must evacuate any passengers
Flight Operations Support or personnel on board the aircraft. During refuelling operations with
passengers on board, at least one cabin crew member should be
Ross WALKER positioned at each pair of aircraft doors. The cabin crew will also inform
Fuel System / Fuel Tank Safety
passengers when refuelling operations have commenced and instruct
Design Office
them to not fasten their seatbelt in case evacuation is required if there
With Thanks to Martin BENOIT is an emergency situation.
from the A220 Customer
Services and Ian GOODWIN
from the Product Safety
Department.
Safety first #30 | July 2020 019
OPERATIONS
Aircraft Parking and Storage

Aircraft Parking
and Storage
Facing the unprecedented and massive fleet storage worldwide
which is needed in the current COVID-19 pandemic, Airbus has
launched an active support to all operators about the grounding,
parking and storage conditions.
To complement this on-going effort, this article aims at reminding
some of the key safety considerations for a proper parking and
storage.
 Safety first #30 | July 2020 021

PARKING AND STORAGE

PROCEDURES
The AMM/MP/AMP provides operators with detailed procedures for parking and
storage. It is essential that these procedures are followed to preserve the safety,
airworthiness and value of the aircraft.

Depending on the duration of the out-of-operation period and on the need for
readiness of the aircraft for return into service, several options are available for
aircraft preservation in either Parking in “flight-ready” condition or storage.

Parking
In some cases, the aircraft needs to be kept in a condition that enables quick
resumption of operations. In this case, the parking procedure is applicable so
that the number of tasks needed to prepare the aircraft for flight operations is
minimised. It must be noted that aircraft with only parking procedures applied
still require a number of recurring maintenance actions that ensures the aircraft
remains in a “ready for flight” condition.

A320 family, A330, A340, A350, A380 aircraft

Which AMM/MP to apply will depend on if the aircraft will be parked for less than
one-month or more than one-month.

Here are the two AMM/MP references:

• 10-10-00 Parking and storage procedures

• 10-11-00 Parking Procedure

A220 aircraft

Three procedures are available in the AMP depending on the duration of the
parking: Parking 7 days, 15 days or 12 weeks.

AMP references:

• Parking (Maximum 7 days) BD500-A-J10-14-00-01AAA-890A-A

• Parking (Maximum 15 days) BD500-A-J10-10-00-01AAA-890A-A
• Parking (Maximum 12 weeks) BD500-A-J10-11-00-01AAA-890A-A
OPERATIONS
Aircraft Parking and Storage

Storage
The storage procedure is for the preservation of parked aircraft that are unlikely
to return into service in the short-term. This means that the tasks in the storage
procedure will have more detailed steps to follow and require more time to
complete compared to the parking procedure. However, the number of recurring
maintenance tasks is reduced, meaning less interventions are required on aircraft
that are stored. For example, engine runs and a number of other operational
checks are not required on an aircraft preserved in accordance with a storage
procedure, as it is the case when engines, avionics computers or other major
components are removed from the aircraft.

A320 family, A330, A340, A350, A380 aircraft

Two storage procedures are available in the AMM, one for aircraft that will be
stored for less than one-year and a procedure for aircraft stored for periods more
than a year.

AMM/MP references:

• 10-10-00 Parking and storage procedures

• 10-12-00 Storage Procedure

A220 aircraft

Two storage procedures are available in the AMP depending on the duration of
the storage: Storage 6 months and 2 years.

AMP references:

• Storage (Maximum 6 months) BD500-A-J10-30-00-01AAA-890A-A

• Storage (Maximum 2 years) BD500-A-J10-31-00-01AAA-890A-A

KEY SAFETY CONSIDERATIONS

FOR PARKING & STORAGE
The application of the AMM/MP/AMP parking and storage procedures ensures
the preservation of the aircraft systems. For example, using engines and APU
inlet and outlet protection.

There are key safety aspects that are part of the AMM/MP/AMP procedures and
must be considered when preparing an aircraft for parking or storage and during
the recurring maintenance tasks. These are highlighted below.

Storage location
Aircraft should be ideally parked or stored on a flat surface with the nose pointing
in the direction of the prevailing winds to limit the effect of wind and gusts on the
aircraft.
 Safety first #30 | July 2020 023

Landing gear safety devices

Landing gear safety devices must be put in place to prevent unwanted landing
gear retraction.

Use of Chocks
On A300, A310, A320, A330, A340, A350 and A380, the parking brake will be
ineffective as there will be no hydraulic pressure in the system.

The AMM/MP parking and storage procedures both recommend the use of
chocks at the wheels to hold the aircraft in its parked position. The procedure for
wheel chocks installation is available in the AMM/MP 10-11-00 Parking Procedure.

The A220 being equipped with an electrical brake system, Airbus recommends
to apply the parking brake in addition to the chocks. The brake force will remain
constant throughout the parking/storage duration. For A220 wheel chocks
installation, refer to the AMP Parking Procedures previously listed above.

You will find complementary information about the design and correct use of
chocks in the Safety first article titled, “Safe Aircraft Parking”.

Protection against strong winds

If the aircraft is stored in an area known to be windy, or if strong wind conditions
are expected, it is necessary to check and improve aircraft’s stability (AMM/
MP 05-57-00) and moor the aircraft if needed (AMM/MP procedure 10-20-00
Mooring). However, if the expected winds are above the aircraft’s stability limits,
Airbus recommends to move the aircraft to another airport when possible.

On A220 aircraft, similar safety precautions should be followed as recommended

above. In addition, the Flight By Wire architecture being susceptible to high winds,
it is important to be aware of the Parking and mooring gust limits provided in AMP
BD500-A-J10-20-00-02AAA-030A-A.
OPERATIONS
Aircraft Parking and Storage

Post high-wind inspection

It is important to perform the “post high wind event” inspection (05-51-42) when
the aircraft is unmoored to ensure that the aircraft was not damaged including
an assessment of the entire aircraft checking for excessive loads as well as
inspections of the flight controls and landing gear structure.

For A220 aircraft, follow Severe winds on the ground - Special irregular inspection
per AMP BD500-A-J05-51-32-01AAA-284A-A if limits are exceeded.

What if strong winds are expected and my aircraft is parked/stored in

an area with no mooring attachment point?

Operators should contact Airbus Customer Support to define an alternate solution.

At the time of authoring this article, Airbus was updating its detailed guidance for
aircraft stability recommendations, which will address fuel and ballast as well as
regular and alternative mooring schemes.

Grounding/earthing of the aircraft

It is highly recommended to permanently ground/earth the aircraft when parked
or stored to avoid damage caused by lightning in storms.

It is mandatory to ground/earth the aircraft during the periodic ground checks

to ensure safety of the maintenance personnel and avoid damage to the aircraft
systems.

Protecting air data probes

Air Data probes need to be protected to prevent dust or insects from causing an
obstruction. Approved probe covers must be used. They can normally be found
in each aircraft’s fly-away kit.

Some precautions must be taken when using alternative means like plastic foil
when the approved covers are unavailable. These materials can damage the
probes. For example, using plastic foil to cover the angle-of-attack probes can
cause water to ingress inside the probe when water accumulates inside the
plastic foil if the foil is not properly sealed with the fuselage and not equipped
with drain holes. This can result in a blocked probe in flight when the aircraft
returns to service.
 Safety first #30 | July 2020 025

It was also reported that the pressure increased in the total pressure line when
sliding certain unapproved protections on the pitot tubes, simulating airspeed
reading. This led to an unexpected Ram Air Turbine (RAT) extension when
power was applied to the aircraft.

Finally, there is a risk that the tape or foil will not be seen by the ground or flight
crews and it will remain on the aircraft when it returns to service. This could lead
to incorrect indications for the flight crew and the associated system effects.

What if the approved air probe covers are not available?

If the approved probe covers are not available, the advice is not to use an
improvised or unapproved cover, and it is preferred that the probe remains
uncovered when the aircraft is parked. It will then be necessary to carry out an
inspection and/or a flushing procedure on the associated pressure line before
returning to service.

Closure of the outflow valves

The parking/storage procedures request closing the outflow valves using the
DITCHING pushbutton. Care should be used during maintenance on the aircraft
if pre-conditioning the cabin with the aircraft doors closed using a ground cart
connected to the low pressure port. The potential for pressure to build up in the
cabin may cause the passenger cabin doors to open violently if operated by
ground personnel. The maintenance personnel must ensure that at least one
passenger door, or the forward avionics compartment access door, is open before
connecting the ground cart and remains open for as long as the cart is connected
to the aircraft.

Refer to the “Preventing Violent Door Opening Due to Residual Cabin Pressure”
Safety first article published in October 2018.
OPERATIONS
Aircraft Parking and Storage

Certain situations will require the parking or storage of aircraft for a given
CONTRIBUTORS:
period of time. The AMM/MP/AMP parking/storage procedures must
Patrick BERTRAND be followed to ensure that the aircraft’s safety, airworthiness and value is
Section Chief, A220 maintained during any extended period on the ground. This will ensure
In-Service Engineering
Systems
that any aircraft, which was parked or in storage can safely return to
service when required to do so.
Gérard DELSAUT
Ground Operations It is strongly advised that operators avoid using improvised or unapproved
Manager items to protect the aircraft and its components. In any situation where
Engineering there are unprecedented numbers of aircraft being parked or stored
around the world, it is crucial that where AMM/MP/AMP procedures
Benoît DUQUESNE
Air Data system Support cannot be correctly applied, that operators contact Airbus to seek advice
Engineer on what approved alternative procedures may be applicable.
Customer Support

Olivier LE MEUR
Structure Support
Engineer
Customer Support

Christoph MAIER
Customer Manager
Scheduled Maintenance
Services

Guillaume PROUVEUR
Aircraft Systems
Environment Project
Manager
Customer Support
Safety first #30 | July 2020 027
OPERATIONS
Preparing for a Safe Return to the Skies

Preparing for a Safe

Return to the Skies
Aircraft that were parked or stored due to the impacts of the
COVID-19 sanitary crisis are progressively returning to the skies.
It is in this context that Airbus has already received several
reports of rejected takeoff (RTO) and in-flight turn back (IFTB)
events due to unreliable airspeed. All of these events had
positive outcomes thanks to the actions of the flight crews. It
does however illustrate the challenges for returning aircraft to
flying, after they are parked or stored, and if the maintenance
procedures are not followed in all cases.
This is why we take this opportunity to share all of the available
Airbus information and industry guidelines that can support
Operators to ensure their safe return to the skies.
 Safety first #30 | July 2020 029

SOME WARNING SIGNS

FROM THE FIELD
With the return to operations of some aircraft that were previously parked or stored
due to the COVID-19 situation, Airbus received several reports of incidents that
may have been caused by not applying all AMM/MP/AMP procedures for parking
and storage or not completing all of the tasks required for returning an aircraft into
service after Parking or Storage.

Several Air Data Issues were Reported Out of 15

Since March 2020, 15 occurrences of rejected takeoff or in-flight turn back due
reported unreliable
to unreliable airspeed were reported to Airbus. Out of 15 events, 11 of these airspeed events
were confirmed to have occurred during the first flight following a period where
the aircraft had been parked or stored. In comparison, Airbus has received an
during takeoff
average of one reported event of probe obstruction on ground per month for since March 2020,
the last two years. This shows a clear warning sign with this sudden increase of 11 of these were
reported occurrences.
confirmed to have
14 out of 15 reported events were caused by foreign objects obstructing the Pitot occurred during the
air pressure line.
first flight following
It is important that the air data probes are covered for the entire time an aircraft a period where the
is parked or stored. Flushing the air data pressure lines (in accordance with the aircraft had been
AMM procedure) must be done if the aircraft was parked or stored for more than
one month, even if the covers were in place the entire time. Flushing may even be parked or stored.”
required earlier. For example, aircraft parked for less than one month where certain
conditions may cause contamination of the Air data pressure lines or obstructions
in the Pitot probes, such as nesting insects, dust or sand. Further information can
be found in the following publications.

- ISI 34.11.00026 - “A320FAM and A330/A340 Pitot probes - Description,

evolutions and maintenance recommendations”
- “Pitot Probe Performance Covered on the Ground” Safety first article published
in 2016

The Importance of Following the Published

Procedures
Warning signs from the field highlight the need to follow the published AMM/MP
procedure for parking or storing aircraft, and also for the return into service of
aircraft.

As an additional support for Operators, this article lists any information which was
published by Airbus during the current COVID-19 sanitary crisis. It also recalls any
materials already available with the objective of helping Operators to safely park
or store their aircraft and subsequently ensure their safe return to operations.
OPERATIONS
Preparing for a Safe Return to the Skies

INFORMATION SHARED ABOUT

PARKING & STORAGE

General Information
- OIT 999.0019/20 - “Parking and Storage: Exceptional Procedures and
Recommendations Related to COVID-19 Massive Grounding Situation”
- A220 aircraft - Airbus Canada “AOM ref: CS-AOM-21-00-0001”
- OIT 999.0026/20 - “Scheduled Maintenance Clock Stoppage further to COVID-
19 grounding situation”
- Safety first article - “Aircraft Parking and Storage”
- Maintenance Briefing Note - “Maintenance during aircraft storage”
- Airbus Fast magazine #65 “Protecting precious assets” article
- ISI 25.50.00115 - “Cargo Operations Guidance - Aircraft parked used as ULD
storage”
-S  afety first article - “Preventing Violent Door Opening Due to Residual Cabin
Pressure”

Frequently Asked Questions on Parking and

Storage
- ISI 10.00.00016 - “FAQ Table of Content”
- ISI 10.00.00001 - “When is it necessary to park or store an aircraft? Can an aircraft
out of operation be maintained with the approved maintenance programme?”
- ISI 10.00.00002 - “Where can I find procedures for the parking or storage of
aircraft? Are they mandatory?”
- ISI 10.00.00003 - “Is it necessary to park or store an aircraft before a scheduled
maintenance check, a working party or a cabin refurbishing?”
- ISI 10.00.00004 - “What can I do when the parking or storage period has
expired?”
- ISI 10.00.00005 - “Is it possible to remove parts from an aircraft in parking or
storage condition?”
- ISI 10.00.00006 - “How shall the due dates of the periodic ground checks be
calculated?”
- ISI 10.00.00007 - “How does a parking or storage period influence the scheduled
maintenance?”
- ISI 10.00.00008 - “Who shall I ask regarding any questions related to the engines
and the APU?”
- ISI 10.00.00009 - “How can Airbus support me regarding aircraft parking or
storage?”
- ISI 10.00.00010 - “What shall I consider if I request a “Technical Adaptation”
document from Airbus to cover parking or storage deviations?

Information and Exceptional deviation

from Parking and Storage AMM/MP/AMP
Procedures per Aircraft System

The Airbus design office and customer support teams developed and
published some exceptional deviations from AMM/MP/AMP procedures that
may be applied to address Operator difficulties and to cope with all of their
needs due to the massive requirement to park and store aircraft in the context
of the current sanitary crisis.
 Safety first #30 | July 2020 031

The OIT 999.0019/20 - “Parking and Storage: Exceptional Procedures and

Recommendations Related to COVID-19 Massive Grounding Situation”, which
was sent to Operators, is regularly updated with new information regarding any
approved deviations. Certain allowable deviations are also described in several
ISI articles available for download on the AirbusWorld portal. This information
was recently explained in Airbus Engineering Support webinars with Operators.
The presentations used during these events are available in ISI 10.00.00020 -
“Webinar presentation & MoM”.

Electrical System

- ISI 24.00.00046 - “Electrical Power Generation & Distribution Systems:

Recommendations for Parking & Storage during COVID19 period”

Flight Controls System

- ISI 27.00.00098 - A320Fam - “Deviations to Parking and Storage

Maintenance Procedures related to ATA 27 Flight Control Systems and
associated components already covered by a TA”
- ISI 27.00.00099 - A330/A340 - “Deviations to Parking and Storage
Maintenance Procedures related to ATA 27 Flight Control Systems and
associated components already covered by a TA”
- ISI 27.00.00100 - A350 - “Deviations to Parking and Storage Maintenance
Procedures related to ATA 27 Flight Control Systems and associated
components already covered by a TA”
- ISI 27.00.00101 - A380 - “Deviations to Parking and Storage Maintenance
Procedures related to ATA 27 Flight Control Systems and associated
components already covered by a TA”

Fuel System

- ISI 28.00.00166 - “Fuel Parking and Storage Procedures deviation policy”

-O IT 999.0053/19 ATA 28 – “Recommendation on the use of Kathon FP1.5
Biocide”

Hydraulic System

- ISI 29.00.00213 - “Deviations from Parking And Storage AMM Procedures

related to ATA 29”

Landing Gear System

- ISI 32.00.00178 - “Deviations to Parking And Storage AMM Procedures

related to Landing Gear”
- ISI 32.00.00179 - “Deviations from Parking And Storage AMM Procedures”
- ISI 32.40.00066 - “Wheels and Brakes Corrosion during Parking - request for
feedback”
- ISI 32.40.00067 - “Deviations to Parking And Storage AMM Procedures
related to Braking and Steering Systems and associated components ATA
32-4X and 32-5X already covered by TA (A320)”
- ISI 32.40.00069 - “Deviations to Parking And Storage AMM Procedures
related to Braking and Steering Systems and associated components ATA
32-4X and 32-5X already covered by TA (A350)”
- ISI 32.40.00070 - “Deviations to Parking And Storage AMM Procedures
related to Braking and Steering Systems and associated components ATA
32-4X and 32-5X already covered by TA (A330/A340)”
OPERATIONS
Preparing for a Safe Return to the Skies

- ISI 32.40.00071 - “Deviations to Parking And Storage AMM Procedures

related to Braking and Steering Systems and associated components ATA
32-4X and 32-5X already covered by TA (A380)”
- ISI 32.41.00102 - “Mitigations to wheels removal requirement after parking /
storage period exceeding 3 months / 12 weeks”

Lighting System

- ISI 33.51.00004 - “EPSU batteries storage handling and charging procedure

at installation on aircraft”

Navigation System

- ISI 34.11.00026 - “A320FAM and A330/A340 Pitot probes - Description,

evolutions and maintenance recommendations”
- “Pitot Probe Performance Covered on the Ground” Safety first article
published in 2016

Pneumatic System

- OIT 999.0037/20 - “ATA36 - maintenance actions & recommendations after

long parking period”

Auxiliary Power Unit

- ISI 49.00.00092 - “APU Parking Procedure deviation policy”

Engine System

- ISI 71.00.00075 - “Engine / nacelle recommendations and acceptable

deviations for parking/storage and return to service (RTS)”
 Safety first #30 | July 2020 033

SAFE RETURN TO OPERATIONS

“Keep trust in Air Travel” Initiative

The COVID-19 sanitary crisis has suddenly and deeply impacted air transportation.
In this context, Airbus has reacted quickly and started to provide solutions to
enable a safe return to operations whilst keeping the trust of passengers and
crews returning to flying.

In response, Airbus launched the “Keep trust in Air Travel” program.

The objective is to find the solutions that will enable Airlines to recover as quickly
as possible from the current crisis and make passengers feel that they can
safely come back on board an aircraft. The various themes of “Keep trust in Air
Travel” cover how to keep trust in Airbus cabin and aircraft overall - for example:
with seamless hygienic travel solutions in the cabin and how to contribute with
governmental and regulatory agencies to keep trust in the overall transport
system. This includes the time before entering an airport or an aircraft, how
to accompany airports for even safer airport operations, or how to take into
account psychological aspects to keep trust in air travel.

Several webinars have already shared “Keep Trust in Air Travel” project’s
outcome and progress with Airlines and a Facebook Live event was hosted
by Jean-Brice Dumont - Airbus EVP Engineering for Q&A with the travelling
public. https://www.facebook.com/airbus/videos/582384906021127/

An illustrative video called, “Cabin air flow and ventilation in an Airbus aircraft:
how does it work?” is also available on the Airbus Facebook channel.
https://www.facebook.com/airbus/videos/272008560615125/?vh=e

Management of COVID-19
- OIT 999.0008/20 - “ATA 21 – Virus Outbreaks - Novel Coronavirus (2019-nCov)”
- ISI 12.00.00008 - “COVID-19 - Coronavirus / Cleaning & Disinfection /
disinfectants products & procedures applicable to SARS-Cov2 (COVID-19)
disinfection of aircrafts in operation”
- ISI 21.00.00119 - “COVID-19 (CoronaVirus) and Middle East Respiratory
Syndrome (MERS)”
- ISI 00.00.00374 - “[PED] Usage of bluetooth SARS-CoV-2/COVID-19 tracking
apps on AIRBUS commercial aircraft”

Cargo Operations
- ISI 25.50.00117 - “Cargo / General Guidance To Covid19 Situation”
OPERATIONS
Preparing for a Safe Return to the Skies

Cargo Transportation in the Aircraft Cabin

- OIT 999-0033/20 - “Cargo Transportation in the cabin”
- ISI 00.00.00370 - “How to transport cargo in the aircraft cabin during COVID-19
outbreak? communicated via FOT 999.0028/20 Cargo Transportation in the Cabin”
- Web Conference - “Cargo Transport in Cabin - Latest Update/Current
Airbus Solution” held on April 27, 2020. Presentation materials are available
on AirbusWorld in “Events” - “Conferences and forums” - “Flight Operations
Web Conferences”.

Guidelines to Flight and Cabin Crews

• ISI 00.00.00373 - “Keep Trust in Air Travel - Flight Operations - General
Guidelines for Cockpit and Cabin Crews during SARs-COV-2 (Covid-19)
crisis” communicated via FOT 999.0039/20 “Keep trust in Air Travel - Flight
Operations - General Guidelines For Cockpit And Cabin Crews During Sars-
cov-2 (Covid-19) Crisis”
• ISI 00.00.00377 - “Aircraft Return into Service - Flight Operations Guidelines”
(to be published by end of June) announced via FOT 999.0044/20 “Aircraft
Return into Service - Flight Operations Guidelines”
• Web Conference - “Aircraft Return to Service - Flight Operations Guidelines” held
on June 16, 2020. Presentation materials will soon be available on AirbusWorld
in “Events” - “Conferences and forums” - “Flight Operations Web Conferences”.

Security
- SIT 2020-011/01 - “Security Guidance for Aircraft Return into Service” to be
published by the end of June.

Other References
ICAO Council Aviation Recovery Taskforce (CART)
https://www.icao.int/covid/cart/Pages/default.aspx
Includes: CART Report - Executive Summary
Guidance for Air Travel through the COVID-19 Public Health Crisis

IATA COVID-19: Resources for Airlines & Air Transport Professionals

https://www.iata.org/en/programs/covid-19-resources-guidelines/

EASA guidelines on the progressive restoration of transport services and

connectivity
https://ec.europa.eu/info/sites/info/files/communication_transportservices.pdf

EASA COVID-19 Aviation Health Safety Protocol

https://www.easa.europa.eu/document-library/general-publications/
covid-19-aviation-health-safety-protocol

EASA SIB 2020-02R4 - 07.04.2020

https://ad.easa.europa.eu/ad/2020-02R4

FAA SAFO 20009 - 11.05.2020

https://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_
safety/safo/all_safos/media/2020/SAFO20009.pdf

WHO Operational Considerations for managing COVID-19 cases or outbreak

in aviation - 18.03.2020
https://apps.who.int/iris/handle/10665/331488
 Safety first #30 | July 2020 035

The COVID-19 crisis has led to very significant challenges for the world
and the commercial aviation sector in particular. With this in mind, CONTRIBUTORS:
it remains every aviation actor’s duty to reinforce our collective vigilance, Benjamin CALVET
ensuring that together we can achieve a successful and safe return Senior Engineer - Air and
Inerting System
to flying.
Customer Support
Let us take these reported unreliable airspeed events with positive
Laval CHAN KAM FAI
outcomes as an opportunity to remind all of us of the need for reinforced Senior Expert Flight Operations
vigilance. and Training
Flight Operations Support

Benoît DUQUESNE
Air Data system Support
Engineer
Customer Support

Leon ELTON
Engineering Support
Customer Support

Mathieu LAUSSEL
Landing Gear System Support
Engineer
Customer Support

Christoph MAIER
Customer Manager
Scheduled Maintenance
Services

NOEL BETEMPS Jean-

Victor
Safety Officer Delegate
Customer Support

Luc RICARD
Electrical Power Systems
Support Engineer
Customer Support

With Thanks to Sandra

BERGER, Gilles CHASTANET,
Christophe DUPHIL,
Bruno FARGEON, Ian
GOODWIN, Marc HAMY,
Thibaut JACQUIN, Steve
MONTGOMERY and Capt.
Xavier PEPIN
OPERATIONS
Mind the OEBs

Mind the OEBs!

Operations Engineering Bulletins (OEBs) are temporary
procedures published for flight crews. They must be applied only
in specific conditions to ensure safe and efficient operations of
the aircraft.
This article explains why OEBs are issued, the importance of
communicating them to flight crews as soon as possible, and the
importance for flight crews to comply with the OEB procedures.
This article also stresses the importance of applying the available
modifications that will cancel an OEB as soon as possible.
Airbus provides support to Operators to assess and prioritize the
implementation of service bulletin modifications that can remove
applicable OEBs from their fleets.
 Safety first #30 | July 2020 037

WHAT IS AN OEB?
A Temporary Procedure
An Operations Engineering Bulletin (OEB) is a temporary procedure published for
flight crews, which must be applied in specific conditions to ensure the safe and
efficient operation of the aircraft. An OEB is applicable until a permanent corrective
solution is installed on the aircraft.

Two Types of OEB

There are two types of OEB:

• Red OEB : Safety related OEB where non-compliance may have a significant
impact on the safe operations of the aircraft
• White OEB : Non-compliance may have a significant impact on the efficient
operations of the aircraft (e.g. diversions or delays)

Where to Find OEBs

OEBs can be published and made applicable to any Airbus aircraft with the
exception of the A220 family.

OEBs can be found in the FCOM of A350 and A380 aircraft. OEBs are currently
published in both the FCOM and the QRH for the A320 family and A330/A340
aircraft. From the end of 2020, OEBs for these aircraft will only be available in
the QRH. A300/A310 aircraft OEBs can be found in both the FCOM and QRH.

Airbus Temporary Quick Change (ATQC)

A350 and A380 aircraft
OEBs for A350 and A380 aircraft will only be issued to cover non-ECAM related
procedures. An Airbus Temporary Quick Change (ATQC) will be issued to
temporarily amend the existing ECAM procedure directly onboard these aircraft.
OPERATIONS
Mind the OEBs

HOW FLIGHT CREWS

MANAGE OEBs

When preparing for a flight, the flight crew must know the answers to the following
questions:

• What are the OEBs applicable to this aircraft?

• What are the specific entry conditions for applying these OEBs?
• What are the cockpit effects and system effects of the OEBs when applied
on the aircraft?

Know the OEBs that are applicable to your aircraft

It is essential It is essential that flight crews know precisely which OEBs are applicable to their
aircraft before each flight.
that flight crews
know precisely which Several events with the potential of negative outcomes have occurred when flight
OEBs are applicable crews inappropriately applied an OEB that was not applicable for the aircraft they
were flying. This risk is higher for Operators with diverse fleets of aircraft models
to their aircraft before and of different ages. Some flight crews may fly several aircraft over a short period
each flight. of time with different OEBs that are applicable.

Review the OEBs before each flight

Airbus Standard Operating Procedures (SOPs) request flight crews to review all
applicable OEBs during the preliminary cockpit preparation phase of each flight
to mitigate this risk, even when in transit.

The LEOEB from the QRH: An Efficient Tool

A300/A310, A320 family, and A330/A340 aircraft
The flight crew can use the List Of Effective OEBs (LEOEB) available in the
QRH of the A300/A310, A320 family and A330/A340 aircraft to perform the
review of the OEBs during the preliminary cockpit preparation. The LEOEB is
representative of the aircraft configuration and displays only the OEBs that are
applicable to that aircraft. It displays red OEBs first and mentions the associated
ECAM entries, if any.

Know when to apply an OEB

OEBs only apply in very specific conditions. These conditions can be either an
ECAM alert or another defined event.

Flight crews must be precisely able to recognize the defined conditions that will
require the application of an OEB. Any ECAM entry conditions are defined in the
OEB and are also described in the LEOEB. If an OEB does not have an ECAM
entry condition, the conditions of a defined event that requires application of
an OEB is provided in the OEB description.
 Safety first #30 | July 2020 039

Inappropriate application of an OEB can potentially impair safety

Events have occurred as a result of inappropriate application of an OEB following

the misinterpretation of the aircraft parameters. Refer to the “Overspeed event
with crew take-over and OEB49 application” Safety first article (June 2019) that
describes an incident in which the flight crew improperly applied an OEB whereas
the entry conditions were not met .

Understand the OEB procedure and its effects

Flight crews must fully understand the OEB procedure and the effects of its
application. A well-prepared flight crew should already know the content of the
applicable OEBs before entering the cockpit or take the time to review them during
the preliminary cockpit preparation phase.

The explanation of each OEB is attached to the procedure (in the FCOM today
for all Airbus aircraft, but from the end of 2020 only in the QRH for A320 family
and A330/A340 aircraft). The explanation provides a concise description of the
context and the reason for the OEB. Flight crews must refer to these explanations,
and any other supporting materials provided by Airbus, or their flight operations
department, to be confident in the correct application of the OEB procedures.

Flight crews
must be precisely
able to recognize the
defined conditions
that will require the
application of an
OEB.”

HOW TO IMPLEMENT OEBs

Airbus Decision to Create an OEB

Airbus may decide to publish an OEB when a situation is identified that could
pose a potential risk to the safe operations of the aircraft and there is no existing
procedure or technical solution to manage this risk. A published OEB is applicable
until a permanent corrective solution is installed on the aircraft.

Airbus will closely coordinate with Authorities throughout the OEB decision-making
process and publication of the relevant documentation. As in the case of a red
OEB, Authorities will issue an Airworthiness Directive (AD) and Airbus will issue
the associated update of the Airplane Flight Manual (AFM).
OPERATIONS
Mind the OEBs

Airbus OEB Publication

When the decision is made to issue an OEB, the goal is to make it available to
Operators as soon as possible.

Notice of an OEB sent to Operators

Airbus Flight Operations will issue a Flight Operations Transmission (FOT)

explaining the rationale for the OEB, the content of the OEB itself as an advance
copy, and the AFM Temporary Revision text if required (for red OEBs).

Operational Documentation Update

An update to the FCOM and QRH will incorporate the new applicable OEBs
published since the last revision. The AFM will also be updated if required (for
The objective for red OEBs).
Operators is to deploy Continuous Support to Operators
any new OEB as soon
as it is available. Airbus provides Operators with supporting materials via the AirbusWorld portal
and web conferences to well understand and manage the new OEB, which is
key to safe application of the OEB.

Operator OEB Implementation

The objective for Operators is to deploy any new OEB as soon as it is
available. It is best practice that all Operators have a defined process, which
will ensure rapid implementation of the OEB and its content is fully understood
by flight crews. This will contribute to ensuring that the flight crew is aware
of any applicable OEBs and will reduce the risk of inappropriate application
of an OEB.

The OEB Reminder: A Useful Function

A320 family and A330/A340 aircraft
The OEB reminder function will advise the flight crew to apply the OEB procedure
instead of the ECAM procedure when it is impacted by an OEB. This function
inhibits the display of the procedure and/or status of an ECAM alert. A “REFER
TO QRH PROC” message will be displayed in its place. Operators can activate
the OEB reminder function by entering a code corresponding to the ECAM
alert in the MCDU (AMM task 31-51-00-610-001-A for A320 family aircraft,
AMM task 31-51-00-610-801-A for A330/A340 aircraft). Coordination between
Flight Operations and Maintenance Engineering is necessary to ensure that:

• The OEB is available in the QRH when the OEB reminder function is activated
• The OEB reminder function is deactivated when the OEB cancellation
modification is installed and the OEB is removed from the QRH.
 Safety first #30 | July 2020 041

BEST PRACTICE
Operators can use the OEB advance copy sent by Airbus with the FOT to
make the OEB available in the cockpit for flight crews as soon as possible.

HOW OPERATORS REMOVE OEBs We must

keep in mind that
When the decision is made to issue an OEB, Airbus takes the necessary an OEB is only
actions at the same time to quickly find a solution to cancel this OEB. We temporary pending
must keep in mind that an OEB is only temporary pending the availability of
a permanent solution. the availability
of a permanent
Implementing an OEB Fix solution.
As soon as a solution is found to cancel the OEB, Airbus will publish one or
several Service Bulletins (SBs) with instructions to apply the modifications on
the aircraft. A Retrofit Information Letter (RIL) is usually sent to Operators to
inform them of the availability of the SB.

KEY POINT
As soon as the fix is available to cancel an OEB, it is important to implement
it in a timely manner on affected aircraft. It is always better from a safety and
operational perspective to operate aircraft with the minimum possible number
of OEBs.

Operational Documentation Update When SBs are Implemented

To prevent inappropriate application of an OEB, it is crucial that the aircraft

configuration (SB installation) and the onboard operational documentation
(list of applicable OEBs) are aligned. This requires close coordination between
Maintenance Engineering and Flight Operations to confirm when modifications
are implemented on the aircraft which will cancel an OEB. This is to avoid the
risk of any significant impact to the safety of a flight if a flight crew were to
attempt to apply an OEB procedure that is no longer applicable to their aircraft.
OPERATIONS
Mind the OEBs

Report of Service Bulletin Installation to Airbus

It is crucial
that the aircraft Service Bulletin reporting is required to ensure that Airbus and Operators share
the same view of the retrofit status for the fleet and to trigger the update
configuration of all operational documentation. Operators can also request operational
and the onboard documentation to be updated in advance of the standard revision cycle.
operational Reporting is done via the Service Bulletin Reporting Online tool.
documentation (Ref. ISI 00.00.00135 available on the AirbusWorld portal)
are aligned.
BEST PRACTICE
• Service Bulletin reporting should be done aircraft per aircraft and not only
reported at the completion of the retrofit cycle for the entire fleet.
• Operators can manually remove the OEBs from their current versions of
operational documentation pending the availability of the updated version.

Limiting the Number of Applicable OEBs

Limiting the number of OEBs applicable to an aircraft improves safety because it
enables the Operator to resume standard aircraft operations. Operators should
therefore install the OEB cancellation modifications as soon as possible after
they are informed they are available.
Operators Airbus Support for OEB Reduction Strategies
should install
the OEB cancellation Operators should define and secure a retrofit strategy for their fleets with
appropriate priority management, for example, any corrective actions mandated
modifications as soon by an Airworthiness Directive or red OEBs.
as possible after
Operators can ask Airbus Customer Support to provide them with a full status
they are informed of the available solutions for their current list of effective OEBs, the retrofit
they are available. priorities, instructions, and recommendations.

For Further Information

Operators can also access information on the AirbusWorld portal with the
updates of the Technical Follow-Up (TFU) associated with an OEB and the latest
“Digest of Available Safety Enhancements” brochure published annually. This
brochure includes information on safety enhancements, which were developed
in response to the in-service experience of the Airbus fleet. Many of these
enhancements will also cancel an associated OEB.
 Safety first #30 | July 2020 043

Inappropriate or incorrect application of an OEB could cause potentially

CONTRIBUTORS:
negative outcomes for the safety of a flight. Therefore, it is important
that flight crews know which OEBs are applicable to their aircraft when Roger ARRAUD
Technical
preparing for a flight. The applicable OEBs can be quickly and efficiently
Documentation
reviewed by referring to the “List of Effective OEBs” (or LEOEB) in the Operations Support
QRH. Manager
Technical
There are defined entry conditions for applying the OEB procedure when Documentation
it is applicable to the aircraft. This can be an ECAM alert or other specific Configuration and
conditions. The flight crew must apply an OEB procedure only if the pre- Revision Management
defined entry conditions are confirmed as present. Flight crews must
Sara GARCIA DELGADO
also ensure that they review the entry conditions of applicable OEBs Senior Flight Operations
during their flight preparation and know what the expected cockpit or Support Engineer
system effects will be when the OEB is applied. Flight Operations
Support and Training
OEBs are temporary and Operators should limit the number of OEBs Standards
applicable to an aircraft by implementing the OEB cancellation Service
Emmanuel JANSSEN
Bulletins as soon as possible. The operational documentation must also Flight Operations Pilot
be updated to reflect the aircraft’s configuration so the flight crews have Expert
the most up to date list of applicable OEBs. This will prevent inappropriate Flight Operations
application of an OEB if the OEB cancellation modifications are already Support and Training
Standards
installed.
Olivier JOSEPH
SMS Officer Delegate
and Multi-Program
Manager
Programmes Support

With Thanks to Muriel

DUCROZ, Cesar GARCIA
CASTILLA, Yoan HUDON
and Marc LE-LOUER
Safety first #30 | July 2020 045
ARTICLES PUBLISHED IN PREVIOUS
‘SAFETY FIRST’ ISSUES
Available in the Safety first app and website: safetyfirst.airbus.com

Issue 29 Issue 24

January, 2020 July 2017

• GNSS Interference • Control your Speed... During Descent, Approach and Landing
• Takeoff Surveillance & Monitoring Functions • Troubleshooting Airframe Vibrations
• Managing Severe Turbulence • Preventing Falls from Height
• Safe Aircraft Parkin • Progress to Pinpoint anAircraft’s Position

Issue 28
Issue 23
July, 2019
January 2017
• Overspeed Event with Crew
Take-over and OEB49 Application • Safely Flying Non-Precision Instrument Approaches
• Management of Overspeed Event in Cruise • Introduction to the Soft Go-Around Function
• The Adverse Effects of Unrealistic Simulator Scenarios • Preparing Flight Crews to Face Unexpected Events
• Preventing Fan Cowl Door Loss • Safety, Our Shared Destination
• Correct Escape Slides Maintenance for
Successful Slides Deployment Issue 22
July 2016
Issue 27
• Pitot Probe Performance Covered
January, 2019 On the Ground
• Engine Thrust Management - Thrust Setting at Takeoff • 180° turns on runway
• Prenventing Inadvertent Slide Deployments • Optimum use of weather radar
• Preventing Violent Door Opening due to
Residual Cabin Pressure Issue 21
• Lessons Learned About the Teach-In Function
January 2016
Issue 26 • Control your speed... in cruise
• Lithium batteries: safe to fly?
July 2018 • Wake vortices
• Look out for Ice Ridges on the Lower Nose Fuselage • A320 Family Aircraft configuration
• High Load Event Reporting
• Using Aircraft as a Sensor on Contaminated Runways Issue 20
• Thrust Reverser Deployment in Fight
July 2015
Issue 25 • Control your speed... during climb
• Lateral runway excursions upon landing
January 2018 • Fuel monitoring on A320 Family aircraft
• Are You Properly Seated? • Hight-altitude manual flying
• A Recall of the Correct Use of the MEL
• Protecting Aircraft and Passengers from Cargo Fire
 Safety first #30 | July 2020 047

Issue 19 Issue 14
January 2015 July 2012
• Tidy cockpit for safe flight • Thrust Reverser Selection means Full-Stop
• Landing on contaminated runways • Transient Loss of Communication due to
• Understanding weight & balance Jammed Push-To-Talk A320 and A330/A340 Families
• Wind shear: an invisible enemy to pilots? • A380: Development of the Flight Controls - Part 2
• Preventing Fan Cowl Door Loss
• Do not forget that you are not alone in Maintenance
Issue 18
July 2014
Issue 13
• Control your speed... at take-off January 2012
• Safe operations with composite aircraft
• Learning from the evidence • A320 Family / A330 Prevention and Handling
• A320 Family cargo Containers/ pallets movement of Dual Bleed Loss
• Parts Departing from Aircraft (PDA) • The Fuel Penalty Factor
• The Airbus TCAS Alert Prevention (TCAP)
• A380: Development of the Flight Controls - Part 1
Issue 17
• Facing the Reality of everyday Maintenance Operations
January 2014
• Airbus Brake Testing Issue 12
• Hard Landing, a Case Study for Crews July 2011
and Maintenance Personnel
• Aircraft Protection during Washing and Painting • Airbus New Operational Landing Distances
• Flight Data Analysis (FDA), a Predictive Tool for Safety • The Go Around Procedure
Management System (SMS) • The Circling Approach
• Flying a Go-Around, Managing Energy • VMU Tests on A380
• Automatic Landings in Daily Operation
Issue 16
Issue 11
July 2013
January 2011
• Performance Based Navigation:
RNP and RNP AR Approaches • What is Stall? How a Pilot Should React
• Atlantic Airways: Introduction of RNP AR 0.1 Operations in Front of a Stall Situation
• Flight Crews and De-Icing Personnel – Working together in • Minimum Control Speed Tests on A380
Temporary Teamwork for safe Skies • Radio Altimeter Erroneous Values
• Low Speed Rejected Take-Off upon Engine Failure • Automatic NAV Engagement at Go Around
• Late Changes before Departure
Issue 10
Issue 15
August 2010
January 2013
• A380: Flutter Tests
• The Golden Rules for Pilots moving from PNF to PM • Operational Landing Distances: A New Standard for
• Airbus Crosswind Development and Certification In-flight Landing Distance Assessment
• The SMOKE/FUMES/AVNCS SMOKE Procedure • Go Around Handling
• Post-Maintenance Foreign Objects Damage (FOD) Prevention • A320: Landing Gear Downlock
• Corrosion: A Potential Safety Issue • Situation Awareness and Decision Making
ARTICLES PUBLISHED IN PREVIOUS
‘SAFETY FIRST’ ISSUES
Available in the Safety first app and website: safetyfirst.airbus.com

Issue 9 Issue 4
February 2010 June 2007
• A320 Family: Evolution of Ground Spoiler Logic • Operations Engineering Bulletin Reminder Function
• Incorrect Pitch Trim Setting at Take-Off • Avoiding High Speed Rejected Take-Offs Due to
• Technical Flight Familiarization EGT Limit Exceedance
• Oxygen Safety • Do you Know your ATC/TCAS Panel?
• Managing Hailstorms
• Introducing the Maintenance Briefing Notes
Issue 8
• A320: Dual hydraulic Loss
July 2009 • Terrain Awareness and Warning Systems Operations
Based on GPS Data
• The Runway Overrun Prevention System
• The Take-Off Securing Function
• Computer Mixability: An Important Function Issue 3
• Fuel Spills During Refueling Operations December 2006
• Dual Side Stick Inputs
Issue 7
• Trimmable Horizontal Stabilizer Damage
February 2009 • Pitot Probes Obstruction on Ground
• A340: Thrust Reverser Unlocked
• Airbus AP/FD TCAS Mode: A New Step • Residual Cabin Pressure
Towards Safety Improvement • Cabin Operations Briefing Notes
• Braking System Cross Connections • Hypoxia: An Invisible Enemy
• Upset Recovery Training Aid, Revision 2
• Fuel Pumps Left in OFF Position
• A320: Avoiding Dual Bleed Loss Issue 2
September 2005
Issue 6
• Tailpipe or Engine Fire
July 2008 • Managing Severe Turbulence
• Airbus Pilot Transition (ATP)
• A320: Runway Overrun • Runway Excursions at Take-Off
• FCTL Check after EFCS Reset on Ground
• A320: Possible Consequence of V /M Exceedance
• A320: Prevention of Tailstrikes Issue 1
• Low Fuel Situation Awareness January 2005
• Rudder Pedal Jam
• Why do Certain AMM Tasks Require Equipment Resets? • Go Arounds in Addis-Ababa due to VOR Reception Problems
• Slide/raft Improvement • The Importance of the Pre-flight Flight Control Check
• Cabin Attendant Falling through the Avionics Bay • A320: In-flight Thrust Reverser Deployment
Access Panel in Cockpit • Airbus Flight Safety Manager Handbook
• Flight Operations Briefing Notes
Issue 5
December 2007
• New CFIT Event During Non Precision Approach
• A320: Tail Strike at Take-Off?
• Unreliable Speed
• Compliance to Operational Procedures
• The Future Air Navigation System FANS B