News: Parking and Storage / Return to Service Summary Letter

Source: Airbus Safety First URL: https://safetyfirst.airbus.com/news-parking-and-storage-return-to-service-summary-letter/ Published: 2020-12-18 Category: Flight Ops, Maintenance PDF: Original PDF

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SAFETY

PARKING & STORAGE

TECHNICAL

SUMMARY LETTER

Providing guidance during Parking & Storage and support for a smooth return to service

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AIRBUS CUSTOMER SERVICES PARKING & STORAGE / RETURN TO SERVICE SUMMARY LETTER

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Table Of Content

|---|---|---|---|---|---|---|---| |||||||Page 4|| |||||||Page 5-6|| |||||||Page 19-46|| |||||||Page 47-51|| |||||||Page 52-56|| |||||||Page 57-83|| |||||||Page 84-89|| |||||||Page 90||

Reason For Revision

MARCH 2024 Issue:

|---|---|---|---|---|---| ||||||Page 17| ||||||Page 23| ||||||Page 48| ||||||Page 55| ||||||Page 56|

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AIRBUS CUSTOMER SERVICES PARKING & STORAGE / RETURN TO SERVICE SUMMARY LETTER

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PREPARE YOUR AIRCRAFT FOR RETURN TO SERVICE

Dear Customer,

Following the Airbus Customer Services Program Parking and Storage (P&S)/Return To Service (RTS) taskforce implementation end of March 2020, Airbus would like to provide status on the activity and its main outcomes for our A380, A350, A340, A330 and A320Fam programs.

The intent of this summary letter is not to replace the official documentation ( OIT, ISI, TFU, AMM, AOT, FOT …) but to stress some important points that are key for a smooth return to service.

Note: All updates versus the latest summary letter issue will be highlighted in blue font

Following the Aircraft Maintenance Manual (AMM) or Maintenance Procedures (MP) is one of the best ways to manage a smooth and quick return to operation.

Airbus reminds you that all deviations to Aircraft Maintenance Manual (AMM), Maintenance Procedures (MP) or Maintenance Planning Document (MPD) should be limited to address a specific customer constraint and must be covered either by your local authority and/or by Airbus via Repair and Design Approval Form (RDAF) (Former Technical Adaptation (TA)) or Aircraft Maintenance Program Engineering Statement (AMPES).

RDAF/AMPES shall be requested via TechRequest as defined in both Operator Information Transmission (OIT) 999.0069/19 and In Service Information (ISI) 10.00.00007, 10.00.00009 & 10.00.00010.

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Note: Additional information on the new RDAF (Former TA and RDAS) can be found in OIT 999.0057/19

AIRBUS CUSTOMER SERVICES PARKING & STORAGE / RETURN TO SERVICE SUMMARY LETTER

MARCH 2024

FOLLOW THE GOLDEN RULES

01 FOLLOW AMMCHAPTER 10

Following the AMM Chapter 10 Procedure applicable to your fleet – limited number of deviations will ease aircraft return to service.

Keep contact with Field Service Station for close support.

02

MANAGE DEVIATIONS

In case of AMM Chapter 10 deviations, follow the guidance provided in ISI 10.00.00009 & 10.00.00010

SCHEDULED MAINTENANCE CLOCK STOPPAGE

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In case of scheduled maintenance clock stoppage, follow the guidance provided in ISI 10.00.00007 & 10.00.00009

For TechRequest related to Return to Service, please add #RTS in the title of your dossier for post treatment analysis.

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SAFETY

A ircraft that were parked or stored due to the impact of the COVID-19 sanitary as well as other recent crises are progressively returning to the skies. Airbus has already received several reports of Rejected Take-Off (RTO) and In-Flight Turn Back (IFTB) events post parking/storage period.

Unreliable Airspeed at TakeOff March 2021

• https://safetyfrst.airbus.com/unreliable air - - speed at takeof/

You can also refer to FOT 999.0020/21

Preparing for a Safe Return to the Skies June 2020

• https://safetyfrst.airbus.com/preparing fo r-a-safe-return-to-the-skies/

Aircraft Parking and Storage May 2020

• https://safetyfirst.airbus.com/aircraft parki ng-and-storage/

SAFETY

MARCH 2024

REPORTING OF IN SERVICE EVENTS

I n the current complex situation with several different parking and storage deviations provided, it is key that you report to Airbus via TechRequest channel, Field Representative or your Customer Support Director (CSD) any issue or finding you encounter.

For TechRequest-related to Return to Service, please add #RTS in the title of your query to ease post treatment.

Some additional information for reporting of in service events and data can be found in:

• ISI 00.00.00217-SUPPORTING IN SERVICE DATA REQUESTED FOR OCCURRENCE CREATION

• OIT 999.0066/15 REPORTING OF IN-SERVICE EVENTS

ANTICIPATION

A nticipation is key in the return to service success.

In the event of any deviation from Airbus AMM chapter 10, a case by case analysis will be required by Airbus Customer Support in order to provide additional set of recommendations when applicable. In that case, please submit your request via TechRequest several weeks before Return To Service (RTS). Current lead time for final delivery of RDAF/AMPES/FCD documentation can take up to 30 business days after acceptance of Purchase Order (PO). For cases with large quantities of deviations more time may be required.

Airbus recommends submitting your request 7 to 8 weeks in advance of the start of the RTO activities.

DEVIATION TO AMM/MP PROCEDURES

A ll Airbus RDAFs covering AMM deviations are chargeable. As they typically concern several ATA chapters, the price for a single-ATA RDAF quoted in the Airbus Service Store on Airbus World is not applicable.

Most RDAF already delivered are valid for a limited period of time (mainly 6 months or 12 months) and some of them have started or will soon start to expire. Please note that extensions/renewals can be possible but are not systematic as they require validation by Airworthiness Authorities.

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AIRBUS CUSTOMER SERVICES PARKING & STORAGE / RETURN TO SERVICE SUMMARY LETTER

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RECOMMENDATIONS (Continued)

AMPES (ALL PROGRAMS)

T he OIT 999.0026/20 is now cancelled, the 6 and 12 MO AMPES documents are no longer available, and with effect from 01 July 2023, the 6 and 12 month AMPES should no longer be used to support a one-time postponement of any scheduled maintenance task.

If the one time extension supported with the 6 or 12 month AMPES was approved by the NAA prior to 30 June 2023, then this is still acceptable and remains valid. For more information, please read OIT 999.0026/20-Rev.07, release for cancellation.

Airbus can support with a dedicated document on request for both non-revenue flight(s) and for in service aircraft. A lead-time of 6 to 8 weeks has to be considered for delivery of a dedicated AMPES or FCD document.

Questions about ASAC, FCD and AMPES documents are to be addressed to Airbus Customer Services through TechRequest on Airbus World, selecting the “Scheduled Maintenance” domain and the “ASAC/FCD/AMPES request” topic.

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LOW UTILIZATION RECOMMENDATION (LUR) vs MRBR

- H ow do I know I need to change from MRBR to LUR?

The Airbus MRB Reports have been developed based on program specific utilization assumptions. If an aircraft is operated outside of these utilization assumptions for a longer period of time (e.g. more than 6 months), adjustments to the AMP are to be evaluated.

In addition, national requirements may exist requesting the operator to review the AMP in case the utilization is changing by more than 25% in reference to initial assumptions / previous utilization.

- H ow do I do in this case?

In case of aircraft utilization below the MRB Report assumptions, it needs to be evaluated if a calendar cap has to be added to scheduled maintenance tasks with an interval given in flight hour or flight cycle. These caps can be identified in different ways, from a pure mathematical approach, which would lead to very conservative and even not technically justified calendar cap, up to a task-by-task engineering assessment.

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Airbus is providing Low Utilization Recommendation (LUR) with the A320FAM Maintenance Planning Document (MPD), which can be applied in case aircraft utilization has dropped due to the

For more advanced LUR on A320FAM and for the other Airbus aircraft programs, Airbus Customer Service is available to provide support via TechRequest.

A irbus has published OIT 999.0002/21 to provide further guidance in regards to potential needs for adjustments on operators Aircraft Maintenance Program (AMP) if aircraft utilization differs significantly from the pre COVID-19 regular utilization.

As described in the OIT, LURs have been developed by Airbus and can be downloaded from AirbusWorld when required (www.airbusworld.com; Content library / Maintenance and Engineering / Scheduled maintenance requirements / Low Utilization Recommendations ).

INDUCTION AND RETURN TO OPERATION TASK (A320 PROGRAM)

W ithin one day, an operator has (depending on latest flight time) to start the induction procedure and in less than 24 hours before the next flight to complete the return to operation tasks as per AMM. ISI article 10.00.00021 provides additional guidance on the timeline to perform each individual work-step (sometimes beyond 24h) and provides additional technical background on the potential risks.

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AIRBUS CUSTOMER SERVICES PARKING & STORAGE / RETURN TO SERVICE SUMMARY LETTER

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SUPPLIERS

M any suppliers noticed that airlines were putting repair of unserviceable parts on hold, stocking their removed equipment. As a result, Suppliers fear that they will receive large batches of equipment to repair at the same time and so, will not be able to ensure correct flow back to service. We recommend regular management of unserviceable parts.

STORAGE GROUND CHECK OPTIMIZATION (ALL PROGRAMS EXCEPT A300/A310)

F or aircraft in storage preservation, Airbus can provide an RDAF solution to defer the 7 and 15-day periodic ground checks to a monthly interval. Moreover, for the A320FAM, A330, A340 and A380 aircraft, the 3-month periodic ground check can be deferred to a 6-month interval. If interested, please contact Airbus via TechRequest.

LIGHT PROCEDURE FOR PARKED AIRCRAFT UP TO 7 DAYS (ALL PROGRAMS EXCEPT A300/A310)

F or aircraft in parking up to 7 days, Airbus has developed a dedicated light procedure. This procedure has been derived from the current AMM chapter 10 for parking not more than 1 month. If interested, please contact Airbus via TechRequest.

TRANSFER OF SERVICEABLE PARTS FROM ONE AIRCRAFT TO ANOTHER (ALL PROGRAMS)

T ransfering serviceable parts from one aircraft to another is not recommended by Airbus unless specified clearly by the Trouble Shooting Manual (TSM) or Aircraft Fault Isolation (AFI). In case Airlines decide or need to perform part transfer, it must be closely managed via clear parts traceability and correct aircraft configuration, in accordance with the applicable local regulations from National Airworthiness Authorities (NAA).

Please refer to ISI 10.00.00005 for further guidance or contact Airbus via TechRequest.

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AIRBUS CUSTOMER SERVICES PARKING & STORAGE / RETURN TO SERVICE SUMMARY LETTER

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RECOMMENDATIONS (Continued)

RETURN TO SERVICE TASKS AFTER PARKING AND STORAGE PERIOD (ALL PROGRAMS)

T he existing “Return to Service” tasks of the Parking and Storage procedures have been enhanced to include a “checklist” at the end of the task to ensure that all key tasks are completed prior to the Aircraft Return to Service. This checklist is complementary to the existing content, and is intended only as an Aide Memoire to ensure that the aircraft can safely return to service. It is reiterated that all steps of the “Return to Service” tasks must be completed and in the event certain steps cannot be completed, then Airbus should be contacted for further assistance.

PARKING PERIOD BEYOND 3 MONTHS (ALL PROGRAMS EXCEPT A300/A310)

A irbus is proposing an RDAF, allowing operators to preserve aircraft during several consecutive parking periods of up to six months each with a renewal flight in between. The maximum validity of this RDAF is twelve months from date of issue. If interested, please contact Airbus via TechRequest.

STORAGE PERIOD BEYOND 2 YEARS (ALL PROGRAMS EXCEPT A300/A310)

A s per the current AMM/MP procedures, a Non-Revenue Flight (NRF) is required to renew the storage period at every 2 year intervals. Airbus is now also able to propose an RDAF, allowing operators to keep aircraft on ground in storage preservation beyond two years for unlimited period with additional ground check tasks. The NRF will only be required at the Return To Operation (RTO). If interested, please contact Airbus via TechRequest. Note: The clock for the 2 years storage period starts from the last day of the flight. If the Aircraft was initially in parking status and moved to storage later without a NRF, the time from the first parking induction needs to be counted.

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AIRBUS CUSTOMER SERVICES PARKING & STORAGE / RETURN TO SERVICE SUMMARY LETTER

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MAINTENANCE CLOCK RESET FOR AIRCRAFT NOT IN SERVICE AND POST TRANSFER OF TITLE (ALL PROGRAMS)

T his solution enables operators to defer the starting point for their scheduled maintenance planning, as per the MPD, from the date of “First Flight”or “Transfer of Title” to the date of “Entry into service” after a parking or storage period.

Please note that this solution can only be applied for aircraft not entered into commercial operation prior.

If interested, please contact Airbus via TechRequest.

ONE-TIME THRESHOLD/INTERVAL DEFERRAL OF STRUCTURE CALENDAR SCHEDULED MAINTENANCE TASK FROM 6 YEARS TO 12 YEARS (A320Fam PROGRAM)

I n order to support operators, Airbus has developed a Pre-Defined Solution Airbus Maintenance Program Engineering Statement (PDS AMPES) that provides flexibility regarding the next accomplishment of Maintenance Review Board Report (MRBR) structure tasks having a six (6)-year threshold/interval.

More information is available in OIT 999.0089/20. If interested, please contact Airbus via TechRequest.

DIFFICULTIES TO COVER SOME AIRLINES DEVIATIONS (ALL PROGRAMS)

I t is highly recommended that operators strictly follow the OIT 999.0026/020 which addresses the postponement of the calendar intervals of certain scheduled maintenance tasks. Airbus receives more and more requests from operators mixing deviations to MRBR (that can be justified most of the times), plus non compliance to AD’s (hard to substantiate or sometimes impossible) and Overhaul requirements (difficult to justify, even for a ferry flight, beyond a certain threshold). These combinations of deviations make the requests even more complex to manage because they cannot be treated separately but as a whole.

For large list of tasks, Airbus recommends operators to remove the tasks which are linked to a minimum effort in terms of tooling/manpower/equipment and access requirements. For instance, tasks simple to be performed or not time consuming, tasks with easy access, tasks with intervals smaller than 12 MO, MRB ZL source, GVI/FNC/CHK/SVC/VCK tasks. These tasks should then be performed before the ferry flight.

Please also take into account tasks that will need to be performed as part of the return to operation as per AMM 10-30. Indeed, those tasks will not usually be granted for extension. Airbus wish to avoid duplication as there is no reason for these tasks to be performed twice.

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AIRBUS CUSTOMER SERVICES PARKING & STORAGE / RETURN TO SERVICE SUMMARY LETTER

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RECOMMENDATIONS (Continued)

DEVIATIONS ON ENGINES AND APU (ALL PROGRAMS)

E ngine and APU deviations are not addressed in the Airframe RDAF. It is the responsibility of the operator to apply an engine and APU preservation method as described in the AMM or request support from the engine or APU manufacturer in case of any deviation (please refer to ISI 10.00.00008 for contact list). In case of engine or APU manufacturer cannot support a deviation, Airbus may be able to develop a customized solution to align the airframe requirements with engine and APU OEM requirements on request. More details can be found in ISI 71.00.00075.

SWITCHING FROM PARKING TO STORAGE (ALL PROGRAMS)

I n case of switching from parking to storage, all the steps not done in the previous parking procedure must be performed. It is Customer duty to check and perform tasks not done between induction into Parking Condition and induction into “Storage up to 1 year” or “Storage more than 1 year”. The start date of the storage procedure remains the start date of the initial parking procedure. Follow applicable steps for the “Storage up to 1 year” or “Storage more than 1 Year”, until the aircraft returns to service. Record any deviations, during the storage procedure and revert to Airbus before the Return To Service (RTS).

LATE RDAF APPLICATION (ALL PROGRAMS)

I t may happen that some additional tasks linked to the RDAF described above are already or will become overdue.

In that case, overdue work-steps shall be done at the next opportunity with particular diligence, recording all findings, even if rectified. In case of findings, please contact Airbus.

LANDING GEAR RETRACTION / EXTENSION TEST (ALL PROGRAMS)

F or aircraft in parking beyond four months, landing gear Retraction/Extension and Free-Fall extension (REFF) tests have to be performed. Two options are generally available and have to be covered by RDAF:

• To jack the aircraft and perform the tests at the storage site or

• To perform a ferry flight with the landing gear down and locked as per supplementary procedure of the FCOM “Flight with gear down” (to another site where jacking is possible)

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AIRBUS CUSTOMER SERVICES PARKING & STORAGE / RETURN TO SERVICE SUMMARY LETTER

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RECOMMENDATIONS (Continued)

LANDING GEAR RETRACTION / EXTENSION TEST (ALL PROGRAMS)(Continued)

In case none of the above solutions can be applied, Airbus has developed a method allowing operators to perform the check of the extension and retraction system during a Maintenance Check Flight (specific flight crew qualification required). This solution can be provided in the form of an FCD (Flight Condition Document for issuance of permit to fly). Please refer to ISI 32.00.00178 and ISI 10.00.00009 for further information.

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RECOMMENDATIONS (Continued)

P&W PDS AMPES SUPPORT (A320NEO - PW1100G)

A irbus will not provide an other generic AMPES like the 6 and 12 MO AMPES. Instead Airbus plans to provide more tailored solutions to meet the requirements of the A320Neo - PW1100G Engine Shortage issue.

The A320 P&W PDS AMPES-F is planned to be available by Q4 of 2024 as a chargeable service.

Airbus is working on a Pre-Defined Solution (PDS) AMPES-F to support ferry flight(s) to relocate an aircraft with overdue maintenance. The following limitation will apply (non-exhaustive list):

• For 25 FH, 5 FC and up to 18 months (TBC) deviation from the tasks original due date

• For aircraft in parking/storage (P&S) for a maximum of 2 years from last flight

• Only for the tasks that fall due during the P&S period

• For MPD tasks with MRBR source, calendar tasks only

• The AMPES will be for tasks that will be grouped together in appropriate checks

• Focussing on larger checks only - first the selected 24 month and 36 month tasks, then the 6 YE tasks. 12 YE tasks may be considered in future.

• All tasks with intervals below 24 MO, and 24 MO tasks that are considered simple to perform and/or with light access, will not be supported. These tasks should be performed in conjunction with the engine replacement(s) and return to service activities.

• The AMPES cannot be used in addition to a covid AMPES if already applied

• The AMPES will be available to aircraft that do not have any P&S deviations, and to aircraft with P&S deviations that are supported with an Airbus RDAF.

Airworthiness Directives (ADs) and tasks with ALS source (LLP, ALI, CMR, SEMR, FAL) will not be included - for these the usual FCD process will be required. The FCD is a chargeable service and takes approximately 6 to 8 weeks.

Please also refer to the ISI article 10.00.00007 - ‘How does a Parking or Storage Period Influence the Scheduled Maintenance?’.

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AIRBUS CUSTOMER SERVICES PARKING & STORAGE / RETURN TO SERVICE SUMMARY LETTER

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RECOMMENDATIONS (Continued)

P&W Engine Shortage – P&S Pre-Defined Solution (PDS) RDAFs (A320NEO - PW1100G)

D ue to the ongoing PW1100 engine shortage, caused by the metal powder issue, the number of A320neo grounded aircraft has increased significantly.

In order to support the affected operators, Airbus has defined the following RDAF solutions allowing operators to keep the impacted aircraft on ground for up to 12 MO with engines removed:

• Parking w/o engine(s) up to 3 MO w/ or w/o TRs. The following configurations are covered:

• One or Two engines removed,

• All Nacelle removed on the side where the engine(s) is(are) missing or Thrust Reversers only kept installed.

• Parking up to 6 MO w/o NRF w/o engine(s) w/ or w/o TRs. The following configurations are covered:

• One or Two engines removed,

• All Nacelle removed on the side where the engine(s) is(are) missing or Thrust Reversers only kept installed.

• Storage w/o engine(s) up to 12 MO w/ or w/o TRs. The following configurations are covered:

• One or Two engines removed,

• All Nacelle removed on the side where the engine(s) is(are) missing or Thrust Reversers only kept installed.

Please note all these solutions will be provided Free of Charge. In addition, an RDAF allowing Towing shall be requested by the operator. This RDAF will also be provided FOC.

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P&W Engine Shortage – P&S Pre-Defined Solution (PDS) RDAFs (A320NEO - PW1100G) (Continued)

Customers can take benefit of the Parking without engine(s) up to 3 MO solution. If it is not possible to return to operation at the end of the 3 month parking period, they can extend the parking period using the second PDS Parking without engine(s) up to 6MO and/or switch to storage, taking benefit of the third PDS Storage without engine(s) up to 12 MO.

These Pre-Defined Solution RDAFs are dependent upon a full application of all work-steps from the AMM chapter 10 procedures, except for those work-steps that cannot be done without serviceable engines.

In case that certain other parking & storage-related work-steps are not performed, although it would have been possible to do them without serviceable engines, these deviations need to be addressed with an RDAF, providing corrective action, at the time of Return-To-Operation (RTO).

Providing such an RDAF will be a chargeable service. The RDAF price will be adapted considering the alleviations supported in our free-of-charge PDS RDAFs, as the cost linked to all deviations which are covered in these RDAFs will be deducted from the RTO RDAF cost.

Questions and request about these services are to be addressed to Airbus Customer Services through TechRequest on Airbus World, selecting the “Scheduled Maintenance” domain and the “Parking & Storage” topic.

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TECHNICAL

MARCH 2024

ATA 10 BIRD NESTING (ALL PROGRAMS)

S ome operators reported cases of bird nesting. Airbus released ISI 10.00.00022 providing recommendations in order to prevent bird nesting.

ATA 10 AIRCRAFT PARKING & STORAGE UNDER HIGH WIND CONDITIONS ( A320 & A330 PROGRAMS)

A ircraft in parking or storage preservation shall be protected against shifting or tipping under high wind conditions. ISI 10.10.00003 (A320) and ISI 10.10.00004 (A330) have been issued to provide additional guidance and alternatives beyond the information given in the AMM.

ATA 10 CORROSION RECOMMENDATION (ALL PROGRAMS)

M apping of all known/reported corrosion defects has been done by Airbus Parking and Storage Multi Functional Team (MFT) and recommendations published in the three following ISI, for System, Structure and Engine/Nacelle:

• ISI 10.00.00024 Aircraft Systems Corrosion effects due to Parking & Storage - prevention and mitigation.

• ISI 10.10.00005 Parking And Storage - ATA5X Corrosion Prevention.

• • ISI 71.00.00075 Engine / Nacelle recommendations and acceptable deviations for Parking/Storage and Return To Service (RTS)

At the opportunity of the General Visual Inspection (GVI) mentioned in the P&S AMM 10-10, any paint cracking or flaking around panel edges shall be addressed by local rework and paint touch up (e.g. wing bottom skin manholes cover corrosion have been reported and are suspected to be related to erosion leading to paint deterioration).

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ATA 12 SURVIVAL EMERGENCY LOCATOR TRANSMITTER (ELT) UNEXPECTED BEHAVIOUR (ALL PROGRAMS)

Some operators reported unwanted transmission from the Survival Emergency Locator Transmitter “ELT” due to the use of non-approved disinfectant products and/or improper application procedures inside the cabin.

Please refer to OIT 999.0084/20 for more details.

ATA 12 CABIN HANDSETS DAMAGE (ALL PROGRAMS)

Some operators reported damage on their cabin handsets most likely caused by cleaning. OIT 999.0011/21 has been issued to remind Airbus recommendation concerning products and procedures to be used during aircraft interior cabin cleaning.

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ATA 21 HIGH EFFICIENCY PARTICULE AIR (HEPA) FILTERS REPLACEMENT (ALL PROGRAMS)

F ollowing several requests on HEPA filter replacement, we confirm that Airbus does NOT recommend to replace HEPA filters more frequently due to COVID or in case of contaminated passengers in an A/C. These recommendations are compiled in ISI 21.00.00119. For any HEPA spares procurement please contact SATAIR.

ATA 24 AIRCRAFT LI-ION BATTERIES (A350 PROGRAM)

A high number of removals of the Aircraft Lithium batteries have been reported. When the aircraft is not planned to be powered during more than 48 hours in parking condition, it is recommended to disconnect the batteries as per ISI 24.00.00046.

Even disconnected from the A/C, there is still a slow discharge. The discharge rate varies with the temperature. ISI 24.00.00046 has been updated to include the temperature of the avionic bay.

If the State of Charge (SOC) of the battery goes below 20%, the battery will send a SOC alarm but recharge remains possible. If the State of Charge (SOC) of the battery goes below 10%, the battery will be latched. It is a protection mechanism, which requires the battery to be sent to SAFT for rectification.

During battery removal/installation, MP sequence needs to be strictly followed (including toggling switch) to prevent batteries to be locked under safety mode. Recommendations are provided in ISI 24.36.00004.

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ATA 24 AIRCRAFT BATTERIES (ALL PROGRAMS)

W hen the aircraft is parked and if not supplied by an electrical power source, the battery will discharge rapidly. To avoid such situation, please refer to ATA 24 engineering ISI 24.00.00046 which provide recommendation for battery based on the temperature and relative humidity within the avionic bay (“…the average temperature does not exceeds 30°C and the relative humidity does not exceeds 85%…”). For any battery spares procurement need, please contact SATAIR.

ATA 24 TRANSFORMER RECTIFIER UNIT (TRU) SMELL IN CABIN AFTER PARKING AND STORAGE PERIOD (ALL PROGRAMS)

S ome operators reported smell in cabin after parking or storage period. Analysis concluded that an abnormal dust accumulation on TRU’s can occur when aircraft are parked or stored leading to overheating of the unit and by consequence, becoming inoperative or faulty.

ATA 24 NI-CAD BATTERIES - REPLACEMENT (ALL PROGRAMS)

C apacity of the main batteries may be reduced due to repetitive disconnections and connections during an aircraft parking period. Thus restoring the capacity of these batteries within a defined time frame is needed.

The following documents have been released for cancellation:

• AOT A24R009-20 for A380, AOT A24L007-20 for A330/A340, AOT A24N006-20 for A320 Fam

• OIT 999.0061/20 for A350, OIT 999.0063/20 for WB

AD 2023-0196 has been released to supersede AD 2020-0274. In this frame, to be compliant with safety requirement (regarding battery capacity level) a recharge at constant current has to be performed at regular interval.

AD 2023-0196 is sufficient to be compliant with safety requirements. However new update of AMM has been launched to be also compliant with certification requirements which are more restrictive than safety requirements for battery capacity level. The new replacement recommendations will require, for all NiCD battery P/Ns, a replacement of the batteries before RTS for parking and storage periods exceeding 6 MO or less depending on the OAT at the parking/storage location.

More explanations are available in ISI 24.00.00046.

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ATA 25 RESIDUAL PRESSURE IN CABIN DURING PARKING/STORAGE (ALL PROGRAMS)

R esidual pressure warning system may not be operational on aircraft during parking or storage. Therefore, to avoid any high energy passenger door opening due to residual pressure inside the cabin, please ensure before entering in the aircraft:

• No air conditioning ground cart is connected to the aircraft.

• A door opening toward the inside (eg: for instance avionics bay door) can be opened.

• Please refer to ISI 00.00.00379 for more details.

ATA 25 PRESERVE CABIN IN HIGH HUMIDITY ENVIRONMENT (ALL PROGRAMS)

A procedure detailing how to preserve aircraft in a high humidity environment on top of current AMM chapter 10 procedures is available in ISI 00.00.00379 - paragraph 6.

To support inclusion of this procedure into the AMM chapter 10, Airbus request customer in-service feedback through TechRequest or FAIR-ISP Item 20.0145 “too high humidity in cabin during parking”, details of the data required are listed in ISI 00.00.00379.

ATA 25 DRY ICE TRANSPORTATION (ALL PROGRAMS)

A irbus is frequently requested to state its position with regards to the transport of solid CO2 (Dry Ice (ICE)) by air. The following documents have been updated: ISI 25.50.00011 and OIT 999.0085/20 in order to inform operators on the Airbus position with regards to the transport of Dry Ice in lower deck cargo compartments, ventilated and non-ventilated, as well as in the Main Deck where applicable.

ISI 00.00.00370 in order to reflect the guidelines from the EASA (17th December 2020) for Dry-ice transport in Cabin.

ISI 00.00.00390 in order to give general guidelines for cockpit and cabin occupants when transporting large quantities of dry ice.

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ATA 25 LOSS OF EMERGENCY LOCATOR TRANSMITTER (ELT) ANTENNA BLADES (ALL PROGRAMS except A330/A340)

E LT antenna blades loss is already addressed in ISI 25.65.00042 (Now cancelled and replaced by TFU 25.65.00043). Nevertheless, if the corresponding MPD task has never been performed on a given aircraft, Airbus recommend to use the current grounding time and perform it at the next maintenance opportunity and preferably close to Return To Service (RTS) in order to reduce the risk of ELT antenna failure and Part Departing Aircraft (PDA).

ATA 25 PASSENGER SEATS AIRBAG ELECTRONIC MODULE ASSEMBLY (EMA) FAILURE (ALL PROGRAMS / OPTIONAL EQUIPMENT)

S ome operators reported several cases of AMSAFE EMA (Electronic Module Assembly) batteries unserviceable after aircraft parking or storage. Root-cause analysis highlighted a risk of EMA batteries depletion on passenger seats that are equipped with an AMSAFE EMA “NextGen” which contains a Lithium battery and exposed to elevated temperatures during parking and storage periods. More details and additional recommendations can be found in ISI 00.00.00379 and AMSAFE VSB 14518-25-01.

ATA 25 SEAT CLEANING AND USE OF DISINFECTANTS (ALL PROGRAMS)

I n the frame of COVID19 researches, some testing results have shown that the soft materials of seats (fabrics and leather) could be affected by disinfecting liquids not approved in AMM/MP. In some cases the materials do not fulfill the flammability certification requirements after the test. It is reminded to strictly follow the AMM/MP procedures.

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ATA 26-2x CHECK OF PIPING NON OBSTRUCTION AFTER PARKING AND STORAGE FOR ENGINE/APU (ALL PROGRAMS)

E ngine fire extinguishing piping inspection for non obstruction is now required for RTS following parking for more than 1 month and storage to ensure that fire extinguishing pipes are not obstructed and that the system will properly operate if a fire happens.

ATA 26-24 PORTABLE FIREX INOP AFTER LONG-TIME EXPOSURE TO HIGH TEMPERATURE (ALL PROGRAMS / Part Numbers (P/Ns) P3APP003010A, P3APP003010B and P3APP003010C)

U mlaut engineering GmbH, manufacturer for EN-HAFEX (Halon Free Fire Extinguisher), carried out engineering tests where the EN-HAFEX were exposed to high temperature (> +65°C corresponding to OAT> +50°C) for several days to simulate long-time storage phase. The tests revealed that in these conditions the EN-HAFEX may become inoperative due to valve blockage.

Umlaut released VSB P3VSB000003 issue C for inspection and replacement if affected parts are identified (not only linked to parked/stored aircraft), EASA released SIB 2021-14 & AD 2021-0185 and Airbus dispatched OIT 999.0054/21 including Umlaut VSB with commercial policy and EASA AD query mailbox.

ATA 26-25 LAVATORY FIREX BOTTLES DISCHARGE ON AIRCRAFT PARKED OR STORED FOR A PROLONGED PERIOD OF TIME IN A HIGH TEMPERATURE ENVIRONMENT (ALL PROGRAMS)

F AA has received reports of numerous lavatory fire extinguishing bottles found discharged. Consequently, FAA issued Safety Alert For Operators SAFO 21003 to alert on the importance of inspecting lavatory fire extinguishing bottles as part of the return-to-service maintenance checks on aircraft that have been parked or stored for a prolonged period in a high-temperature environment.

On Airbus side, RTS tasks request, now for both parking and storage to check the lavatory firex bottle pressure.

Note: Similar reports, after aircraft parking or storage period, have been recently received at Airbus. We would like to remind the Operators of the importance to perform a check of the lavatory fire extinguishing bottle pressure before RTS.

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ATA 27 FLAP MOVING DAMPER (A350 PROGRAM)

A s part of the preventive maintenance before RTS, a new method to check on ground the condition of flap moving damper fluid level accumulator has been made available The monitoring via ACMS is part of TFU 27.54.00.020, and available through Airman as described in ISI 27.54.00061. On top of this ACMS monitoring which is only possible after a few flights, a preventive maintenance procedure on ground has been added in the ISI 27.54.00061 through a formula to use prior RTS or between short flights to prevent AOG situation.

ATA 27 ELECTRICAL BACK-UP HYDRAULIC ACTUATOR (EBHA) (A350 PROGRAM)

P ost parking and storage, some EBHA removals have been reported. Prior Return to Service, it is recommended to perform operational check and FCGS ground scanning after power-up to detect faults related to EBHA electrical motor.

Also, in parking mode, Airbus recommend to pressurize the Yellow hydraulic system every 7 days for at least 2 minutes to reduce the probability of occurrence.

Information, preventive and troubleshooting recommendations are provided in ISI 27.64.00020.

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ATA 28 FUEL MICROBIOLOGICAL CONTAMINATION PREVENTION (ALL PROGRAMS)

S ome engine manufacturers (OEM) have issued statements restricting the use of Kathon TMFP1.5. Further to the Covid-19 pandemic leading to the unprecedented level of parking and storage of aircraft worldwide, Airbus issued OIT 999.0049/20 to remind the best practices to prevent microbiological growth during the parking and storage period.

Information provided in this OIT is also available in the AMM.

ATA 28 USE OF KATHON™ FP1.5 BIOCIDE (A320 PROGRAM)

GE and its associated joint ventures (CFM and Engine Alliance) have banned the use of KathonTM FP1.5 on their engine models.

Airbus has deleted the AMM TASK 28-11-00-600-010-A01 and AMM TASK 28-11-00-600-010-A03 and created new AMM TASK 28-11-00-600-018-A and AMM TASK 28-11-00-600-019-A re-introducing incorrectly the procedure and associated formula to apply KathonTM FP1.5 preventive treatment without defueling the aircraft. This formula should not be used as mentioned in Temporary Revision 28-005. Update of these AMM procedures have been done in the Nov 2020 revision. Please refer to OIT 999.0060/20 and OIT 999.0053/19 for more details.

BIOCIDE APPLICATION PROCEDURE CHANGES (ALL PROGRAM)

I mprovements have been implemented in the biocide application procedures:

• Enhancement of some AMM and MP tasks for biocide application.

• Removal of biocide application means using premixed fuel with biocide keeping the use of metered injection rig as the only way to perform biocide.

• removal of FUELSTAT RESINAE PLUS test kit.

• More information are available in OIT 999.0027/21 and especially on the details regarding AMM/MP updates.

INTERMITTENT TRIM TANK PUMP FAULT (A380 PROGRAM)

S ince beginning of COVID, Airbus noticed A380 trim tank pump faults following extended time on ground between A380 operations.

Long periods of inactivity where the Trim Tank has low fuel levels may induce a loss of priming due to fuel being gradually replaced by air

More information are available in ISI 28.00.00172.

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TECHNICAL

ATA 29 Hydraulic Power

ATA 29 RESERVOIR FLUID LEVEL CHECK (ALL PROGRAMS)

A Reservoir fluid level check at 7-Days and/or 15-Days must be performed as part of the parking procedures ground check intervals. Airbus is able to support operators via RDAF (to be requested via TechRequest) to perform these checks at 1-Month interval. Details are available in ISI 29.00.00213.

ATA 29 ANALYSIS OF THE HYDRAULIC FLUID (ALL PROGRAMS)

F luid sampling is required during the Return to Service (RTS) task after storage period. Airbus can provide RDAF to support when the following deviations are required: - If the hydraulic sampling results are not available at RTS.

• If the fluid sampling has been done up to 6 months before RTS. Additional details are available in ISI 29.00.00213.

In addition, please note that OIT 999.0051/21 has been released in order to reduce the allowable limit of hydraulic fluid acidity from 1.5 to 1 mgKOH/g. The AMM will be updated from Jan 2022 to June2022. Laboratories may not have yet taken into account this reduced tolerance change because the hydraulic fluid specification NSA307110 is not yet updated (expected update by Q2 2022), hence it is recommended to carefully check that the given value and the given limit are in accordance with AMM procedure. More details can also be found in the safety article accessible under the following link: https://safetyfrst.airbus.com/good-quality-hydraulic-fuid-for-safe-operations/

ATA 29 IMPROVEMENT IN HYDRAULIC PROCEDURES – PARKING AND STORAGE (ALL PROGRAMS)

S ome procedures improvements have been developed:

• Hydraulic Fluid Sampling Concerning repetitive check tasks for aircraft at Parking or Storage period, Airbus will introduce new task for hydraulic sampling every 24-Months. The aim is to make sure that the MPD clock won’t be stopped and that the hydraulic fluid will maintain its properties.

• Protection of the Hydraulic System

For aircraft stored more than 1-Year, Airbus will remove the step to check the hydraulic components for external leakage. If this task is required before technical documentation revision, Airbus is able to sup port operators to deviate from this task via RDAF (to be requested via TechRequest). 29

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ATA 30 ANTI ICING PROTECTION RECOMMENDATIONS (A320Neo / A350)

A320neo - Leap-1A

S everal operators are reporting ECAM alerts ENG X A.ICE correlated with NAI VLV PRSOV fault that are becoming more frequent after parking, Airbus has no objection that operators perform NAI test as per AMM TASK 30-21-00-710-802-A or AMM 10-11-00-555-804-A SUBTASK 10-11-00-710-060-B E.(5) at a shorter interval than recommended in AMM (less than 1 month).

A350 - Trent XWB

F ollowing parking/storage, some operators have reported Nacelle Anti-Ice PRSOV valve(s) issues during the subsequent flight. To avoid unnecessary removals when dispatch messages are triggered, it is recommended to follow the FCOM procedure (increase N1 up to 35%) or to cycle the NAI Push Button to clear the faults. Please refer to ISI 30.21.00017 for more details.

ATA 31 PRINTER PLATEN ROLLER FAILURE (A320 PROGRAM)

S ome Operators reported a higher removal of printers on A320 family in hot and humid conditions (Outside Air Temperature (OAT) more than 30 DEG.C and outside Air Humidity equal to or more than 80%). In these conditions, the platen roller of the printer can soften and break down, leading to paper jam. AMM has been updated in August 21 revision to incorporate the following:

• For storage: To remove the printer,

• For parking: Either to remove the printer or to perform a periodic checks every 15 days

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ATA 32 FUNCTIONAL TEST OF LANDING GEAR EXTENSION/RETRACTION SYSTEM AND FREE FALL SYSTEM IN STORAGE ONLY (ALL PROGRAMS)

A s per storage procedure, functional test of the Landing Gear Extension/Retraction is required every 6 months and during return to service task. Airbus is able to support operators via RDAF (to be requested via TechRequest) to perform these tests only once at return to service. Details are available in ISI 32.00.00178.

ATA 32 REPLACEMENT OF ALL WHEELS DURING STORAGE BEYOND 4 MONTHS (ALL PROGRAMS)

A s an example for A320Fam: AMM task 10-30-00-554-005-A “Return to operation after a storage period higher than 4 months” requires to remove all the wheels from the aircraft and to send them to a shop for inspection as per vendor instructions.

Airbus is able to support operators via an RDAF (to be requested via TechRequest), to keep wheel/tyre assembly on wing beyond 4 months on ground (details available in ISI 32.41.00102). The inspection results can now be reported through the ‘Wheel Bearing Inspection’ application. This skywise application offers additional Airline cost saving benefits and easy data exchange.

The Skywise Wheel Bearing Inspection Application helps to centralise and consolidate data, allowing Airbus to work on a possible alleviation of some inspection requirements that would have been extremely challenging without this application. The benefits for Airlines result in significant cost savings due to:

• Reduced Wheel inspections by ~ 50% per Aircraft

• Reduced wheel replacements (depending on inspection results)

• Reduced Airline resources required

• Efficient reactive support via digital processes offered by the application

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ATA 32 SPURIOUS DISPATCH MESSAGE (NO GO) (A350 PROGRAM)

P ost parking/storage, some A350 operators reported spurious dispatch messages (NO GO) at or after pushback if the aircraft is powered up with low braking accumulator pressure, causing delay.

If the aircraft is powered up with a braking accumulator in the Amber zone prior return to service, it is recommended to perform BITE scanning of BSCS1 and BSCS2 after power-up to confirm no fault is latched (MP TASK A350-A-45-45-XX-00002-345A-A) in BSCS. For more info please refer to TFU 32.43.00.032.

ATA 32 RETRACTION EXTENSION FREE FALL (REFF) REQUIREMENT IN PARKING MODE AT 1 YEAR (ALL PROGRAMS)

W hen an aircraft remains inactive for more than one year, the friction within the extension and retraction system may increase. By performing a normal powered landing gear swing test regularly (at 3 months during the AMM renewal process), it enables the grease to be distributed within the system. However, it may not be sufficient to ensure there are no issues with the emergency system. At this point, Airbus is not in a position to provide alleviation to this requirement.

If the aircraft is parked for more than 12 months, the functional test of the free fall of the landing gears have to be performed at 1 year as per AMM. Airbus have investigated the possibility to extend the interval of the emergency test, please refer to ISI 32.00.00178 for more details.

ATA 32 WHEELS AND BRAKE CORROSION

S ome operators based in high-humidity environments reported findings of corrosion on the wheels & brakes and some of the subassemblies when returning to service. Airbus would need more feedback and inputs to assess the impact of this issue. Please refer to ISI 32.40.00066 for more details.

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ATA 32 AIRCRAFT TOWING WITH FUEL ON BOARD (ALL PROGRAMS)

T here has been an increased number of request to cover overweight towings (i.e. tows at aircraft weights greater than the maintenance operations permitted under the AMM/MP). To support the fleet during this period, it is now acceptable to perform up to 500 additional pushback or forward start/stop towing manoeuvres, at an aircraft weight not greater than 75% of Maximum Ramp Weight.

Details on the possible RDAF and additional information can be found in ISI 32.00.00178.

ATA 32 LANDING GEAR CORROSION PREVENTION (A320Fam/A330/A340/A380 PROGRAMS)

S ome operators reported corrosion on their landing gear during inspections.

Airbus added some additional recommendations for the protection of the landing gear and wheels when performing the AMM 10-10-00 Parking and Storage Procedures. Procedures are available for the A320Fam/A330/A340/A380.

More information can be found in ISI 32.00.00178 and ISI 10.00.00024 where some topics are addressed like tie bolts corrosion, landing gear sensors, landing gear lubrication fittings corrosion, etc …

I t is to be noted that for all programs, the AMM will be updated in order to request the lubrication of all landing gears at entry into parking. More details can be found in ISI 32.00.000178.

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ATA 33 BATTERY CAPACITY TEST (ALL PROGRAMS)

P erforming capacity test several times on the battery which was detected by the EPSU (Emergency Power Supply Unit), ASPSU (Autonomous Standby Power Supply Unit) and SRPSU (Slide Release Power Supply Unit) as unserviceable could lead to the battery damage or even explosion.

It is reminded not to repeat performing a battery capacity test further to failure of it. More information can be found in OIT 999.0075/20.

ATA 33 EMERGENCY POWER SUPPLY UNIT (EPSU) DISCHARGE (ALL PROGRAMS)

S ome operators reported discharge of the EPSU batteries.

After investigation, it was due to use of the EMER Light Push Button to illuminate the cabin when no ground power was connected to the aircraft.

Recommendations are now available in ISI 00.00.00379.

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ATA 34 AIR DATA PROBES (ALL PROGRAMS)

A ir data probes can be prone to ingress of Foreign Object Debris (FOD) (e.g. insects found in pitot tubes) or water ingress (e.g. water ingestion in static lines after aircraft washing). In the cases already reported, the approved probes covers were not installed.

It is reminded that the covers are delivered with every aircraft within the fly-away kit. Should they be missing, Airbus would like to inform operators that air data probes covers are currently available via SATAIR channel. Airbus does not recommend to use non-approved covers and is able to provide support to operators thanks to RDAF to be requested via TechRequest.

Following an analysis of cases reported to Airbus, most frequent causes of unreliable air data parameters after parking/storage period are:

〉Air data probe contaminated by FOD or water, due to protective devices not adequately installed

〉Quick Disconnect (QD) not properly reconnected after flushing of static and total pressure lines

〉Air data sensors damaged by pressure injected during flushing procedure as Air Data Module (ADM) or Integrated Standby Instrument System (ISIS) were disconnected

〉AOA discrepancy due to some water ingestion during A/C washing (due to protective devices not adequately installed)

In addition, Airbus highlights that majority of events, especially Unreliable AirSpeed (UAS) events due to Pitot contamination, are now experienced during short A/C grounding time. (i.e. out of ATA10 AMM tasks).

More information can be found in OIT 999.0048/20.

You can also refer to Safety First Article:

https://safetyfirst.airbus.com/aircraft-parking-and-storage/ - - - https://safetyfrst.airbus.com/unreliable airspeed at takeof/

And a video to illustrate flushing and leak testing on A320 could be found under Airbus World pathway: > Content Library > Safety Enhancement > Maintenance Videos

Video support Flush & Leak test AMM Procedure

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ATA 34 INTEGRATED STANDBY INSTRUMENT SYSTEM (ISIS) (ALL PROGRAMS)

I SIS blank displays might be encountered for several minutes after power-up if the unit has not been powered for several days.

To restore ISIS display nominal behavior, Thales/Airbus recommendations are:

• To Increase the luminosity to the maximum value by pressing “+” pushbutton (the white screen should have disappeared)

• To restore nominal light input in case of very low luminosity (night conditions, dark environment), point external light source towards ISIS light cell (front face)

• Rationale: ISIS screen maximum brightness is function of ambient luminosity

• To let the equipment powered on during more than one hour at high luminosity

• To decrease the backlight luminosity in order to verify that the white screen does not appear again

• AMM/TSM have been updated to include above recommendations information is available via the ISI 34.22.00018.

ATA 34 PITOT COVERS BURNT (ALL PROGRAMS)

S ome operators reported cases of pitot covers burnt. Two cases can occur:

• Covers burn because the aircraft is put in conditions where probes are automatically heated but covers were not removed. Please follow strictly AMM/MP to avoid this situation.

• Covers burn because of inadvertent heating activation, further to an equipment failure like the Probe Heat Computer (PHC). Those cases are remote.

ATA 34 AIR DATA INERTIAL REFERENCE UNIT (ADIRU) FAILURE (A350 PROGRAM)

S ome internal ADIRU micro leaks could let ambient air go into the internal cavities (due mainly to temperature variation) when Aircraft is parked outside leading to ADIRU failures.

To prevent such contamination, the internal ADIRU laser needs to be powered up regularly. In accordance, the MP task below has been updated:

• During parking periodic ground check every 15 days (refer to MP TASK A350-A-10-11-XX-03001-282A-A Parking Periodic Ground Checks; Close-up section)

• During storage periodic ground check every 1 month (refer to MP TASK A350-A-10-31-XX-05001-282A-A Storage Periodic Ground Checks; Close-up section)

And a minimum duration power-up has been added:

• A minimum of 30 min power-up for parking periodic ground check every 15 days

• A minimum of 1 hour power-up for storage periodic ground check every month.

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TECHNICAL

ATA 35 Oxygen

ATA 35 O2 FLEXIBLE HOSE PRESSURE CHECK (A380 and A330 PROGRAMS with Hydraflow 32209 series)

A irbus recommend to perform the following AMM tasks prior to RTS for aircraft fitted with Hydraflow 32209 series:

• AMM Task 35-10-00-790-801-A - Leak Test of the LP Oxygen for the Crew - AMM Task 35-21-00-790-802-A - Leak Check and Pressure Holding Test of the Intermediate Pressure Line

More information can be found in TFU 35.00.00.028 and TFU 35.10.00.016

ATA 36 EQUIPMENT EARLY REMOVAL (ALL PROGRAMS)

S ome operators have reported ATA 36 equipments early removals following the parking/storage period. To avoid unscheduled removals of units that could be No Fault Found in shop, OIT 999.0037/20 provides additional maintenance actions to be considered when Return To Service (RTS) procedures are applied before TroubleShooting Manual (TSM) procedures.

Based on their own experience, some operators have implemented EBAS operational test, engine run and OIT recommendations at a lower interval than the recommended ones (e.g. at 7, 15 or 20 days). Please refer to OIT 999.0037/20 for preventive and troubleshooting recommendation details.

ATA 36 INTERMEDIATE PRESSURE CHECK VALVE (ALL PROGRAMS)

F ollowing the FAA Emergency AD 2020-16-51 issued against a competitor’s aircraft platform to cover recent reports of single-engine in-flight shutdowns due to engine bleed air 5th-stage check valves being stuck open, Airbus released OIT 999.0055/20 to provide operators with information and recommendations to be considered on Airbus aircraft.

ATA 36 FAN AIR VALVE (FAV) CORROSION (A320neo and A380 PROGRAMS)

I t was reported to Airbus few cases of Fan Air Valve (FAV) found with traces of corrosion inside the actuators on A380 and A320NEO family. This corrosion is believed to be due to humidity present into the FAV actuator sense line. The current installation of the senseline connected to the Fan Air Valve could induce humidity ingested inside the Fan Air Valve actuator if the senseline is not pressurised for a long time and if the aircraft is parked in severe environmental conditions. Please refer to OIT 999.0037/20 for more details.

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ATA 38 Water / Waste

ATA 38 VACUUM GENERATOR (ALL PROGRAM)

S ome operators have reported failure of the vacuum generator shortly after return to service despite preventive tests being performed as per AMM during RTS.

Airbus recommends performing some additional tasks detailed in ISI 00.00.00379.

These failures have been reported on A320Fam but it is recommended to report if seen on other programs as similar design.

ATA 46 AIRCRAFT COMMUNICATIONS ADDRESSING AND REPORTING SYSTEM (ACARS) (ALL PROGRAM)

S ome Operators have reported being charged by their Datalink Service Providers (DSP) because of Datalink transmission detected while the aircraft is being parked or stored.

This Datalink transmission is associated with the normal “ACARS link requests” while the ACARS system is operational and with any ACARS message being generated during the parking and storage maintenance tasks/actions.

To avoid this, Airbus recommends to disable the Datalink System during the Parking and Storage period and enable it before the aircraft Return To Service (RTS). More details and procedures can be found in ISI 46.21.00124.

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ATA 49 AUXILIARY POWER UNIT (HONEYWELL APUs)

S ome operators have reported APU being seized after around two weeks of inactivity. Please note that ISI 49.00.00092 article has been revised to inform operators about the possibility to run the APU every 7 days if in severe conditions like humidity above 40%.

ATA 52 DOORS NOISE (A350 PROGRAM)

S everal reports have been received linked to door noise events occurring a few Flight Cycles after the aircraft was released from a parking/storage period. When the door is closed for a long time, the seal might remain deformed during a certain time after door opening. Hence, Airbus recommends to open all pax doors after a parking/storage period during at least two hours or perform alternative mitigation after a noise event as described in the below referenced TFUs to help the upper area of the pressure seal coming back to its original shape.

Please refer to TFU 52.10.00.045 (PAX Door 1&4) and TFU 52.10.00.038 (PAX Door 2&3) for further details.

ATA 52 - PAX DOORS - DAMPER AND EMERGENCY OPENING ACTUATOR (DEOA) LOW PRESSURE (A320 & A330/A340 PROGRAMS)

S everal reports of Pax Doors DEOA low pressure events have been reported to Airbus after parking/storage period. There is no requirement as per AMM to check the pressure level of the Pax Doors DEOA nitrogen tank connected to the CIDS, prior returning the aircraft to service. In case the pressure level has reached the switching value during the parking/storage period, a warning will be triggered to the FAP at door closure, potentially creating a delay. Hence, Airbus recommends to check the pressure level of all Pax Door DEOA nitrogen tanks after a parking/storage period. Please refer to ISI 52.10.00051 for DEOA maintenance precautions.

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SLIDE SEAMS DETACHMENTS (A380 PROGRAM)

S ome operators have reported several cases of slide seams detachments during overhaul (fuselage and belly fairing) slides only), resulting from the long parking and storage conditions during the Covid-19 pandemic period. In order to prevent this issue to occur, Airbus is updating the AMM related to parking & storage and request the removal of the fuselage slides in case the aircraft remains non operational for a certain period of time.

More details and additional recommendations can be found in the AMM revision (advanced copy on request)

WATER/HUMIDITY INGRESS PREVENTION (ALL PROGRAMS except A350)

I n order to improve our AMM procedures and limit humidity ingress inside the pylon/engine area, Airbus have decided to blank precooler grid and ventilation exhaust on the pylon during storage. Please see “Technical Data” chapter for technical publications implementation dates.

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GENERALITIES

I t is the operator’s responsibility to apply an engine and APU preservation method as described in the AMM or to request support from the engine or APU manufacturer in case of any deviation (please refer to ISI 10.00.00008 for contact list). In case engine or APU manufacturer cannot support a deviation, Airbus may be able to develop a customized solution to align the airframe requirements with engine and/or APU OEM requirements on request. More details can be found in ISI 71.00.00075 and ISI 10.00.00005.

ATA 7x ENGINE REMOVAL DURING PARKING - EXCEPTION (ALL PROGRAMS)

P arking/storage webinar highlighted that engines could be removed during the parking procedure as long as a serviceable engine is re-installed within a month to allow the engine run procedure. This is acceptable for Airbus on an exceptional basis and should be requested via TechRequest.

ATA 71 AIR INLET LIP SKIN CORROSION (ALL PROGRAMS)

S ome airlines are reporting air inlet lip skin corrosion developing under covers. Recommendations on air inlet corrosion are provided in ISI 71.00.00075 detailing three options available to protect the air inlet lip skin (short term, long term and in case no protective product is available). Also when installing the desiccant bags on air inlet acoustic panels, recommendations shall be followed carefully to install desiccant bags on absorbent mats to prevent corrosion development under desiccant bags.

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ATA 71 AIR INLET LIP SKIN CORROSION REPAIR SOLUTION (IAE - V2500)

F ollowing air inlet lip skin corrosion issues, Vendor Structural Repair Manual (SRM) has been updated in order to give more damage allowables and on-wing solutions. This Nacelle SRM can be found on COLLINS website.

ATA 72 RISK OF LOSS OF THRUST CONTROL DUE TO PRESSURE SUB SYSTEM (PSS) FAILURE (A320Neo - LEAP-1A)

S ome Operators of A320neo family A/C equipped with LEAP-1A engines reported a few occurrences of PSS removals due to P0, PS3 and P3B faults after returning the aircraft to service following extended storage periods. Faults not addressed at return to service (RTS) may lead to a potential risk of loss of thrust control. CFM and Airbus amended the AMM procedures for the storage periodic ground checks (10-12-00-553-802-A) to include a FADEC test and an idle run test following a non-revenue flight prior to RTS. Running a FADEC test and the idle run test will allow to detect any PSS faults linked to storage conditions prior to RTS.

ATA 72 POWERPLANT RECOMMENDATIONS (A320 - V2500)

S everal A320 V2500A5 operators have reported COMPRESSOR VANE faults associated with LPC 2.5 bleed faults shortly after return to service. Airbus reminds that a lubrication task of the LPC bleed valve mechanisms IAW AMM Task 72-00-00-600-011-A is required for any engine returning to operation after more than 31 days (Subtask 71-00-00-550-055-A). In addition, Airbus encourages operators to consider performing this lubrication task for engines preserved less than 31 days (Subtask 71-00-00-550-063-A).

ATA 78 THRUST REVERSER CORROSION (A320 - V2500)

O n A320Family equipped with V2500 engines, operators reported an increase of corrosion findings on Thrust Reverser and Translating Sleeves. Please refer to ISI 78.30.00.087 for additional recommendations.

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ATA 79 OIL SERVICING (ALL PROGRAMS)

F ollowing an engine In-Flight Shut Down (IFSD) report due to oil overservicing after the aircraft was released from a parking/storage period, investigations highlighted that an internal oil leak in the oil system resulted in multiple and excessive uplifts of oil into the engine oil tank. Slight over servicing of the oil tank will not adversely affect engine operation. However a very severe over servicing may result in high oil temperatures during operation, which may lead to an In-Flight Shut Down (IFSD).

We recommend all operators to contact Airbus and/or the Engine Manufacturer in case unusual oil levels in the engine oil tank are observed during the parking/storage period. Please refer to ISI 71.00.00075 for additional recommendations.

ATA 7x PROBES BLOCKAGE (ALL PROGRAMS)

S ome operators have reported blockage of T20 probes on specific engines, in certain conditions this can lead to loss of thrust on multiple engines. Operators should follow the appropriate storage instructions as per AMM/MP and ensure that engine probes are correctly protected during parking/storage. As part of de-storage, It is reminded to check the nominal functioning of engines controls probes & sensors by strictly following AMM/MP procedures prior to Return into Service. You can also refer to ISI 71.00.00075.

After parking and storage, flight crews are reminded to follow the SOP’s, and ensure that the expected engine performance is monitored and achieved during takeoff. As per SOP, the PM must check that the

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TECHNICAL

AWARENESS OF ISSUES REPORTED POST PARKING OR STORAGE PERIOD

ALL PROGRAMS

ATA	Issue	Comment
10	Bird Nesting	See dedicated chapter
10	Covers not available	Contact Airbus/Satair
10	Corrosion	See dedicated chapter
12	ELT transmission	See dedicated chapter
12	Cabin handsets damage	See dedicated chapter
24	NiCad Batteries replacement	See dedicated chapter
24	A350 Batteries discharged	See dedicated chapter
24	TRU smell in cabin	See dedicated chapter
25	Seat cleaning and use of disinfectants	See dedicated chapter
25	Residual Pressure in Cabin	See dedicated chapter
25	ELT antenna loss	See dedicated chapter
25	Pax seat airbag batteries depletion	See dedicated chapter
26	Umlaut Portable Firex inop	See dedicated chapter
26	Lavatory Firex discharge	See dedicated chapter
27	Flight Controls - EBHA (A350 Program)	See dedicated chapter
27	Flap Moving Damper (A350)	See dedicated chapter

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TECHNICAL

AWARENESS OF ISSUES REPORTED POST PARKING OR STORAGE PERIOD ALL PROGRAMS (Continued)

.

	ATA	Issue	Comment
	28	A380 Trim Tank pump fault	See dedicated chapter
	31	Printer Platen Roller failure (A320)	See dedicated chapter
	32	Landing gear corrosion	See dedicated chapter
	33	EPSU, ASPSU, SRPSU Battery Damage	See dedicated chapter
	33	EPSU discharge	See dedicated chapter
	34	Increase of RTO/IFTB	See dedicated chapter
	34	FOD in pitot tubes	See dedicated chapter
	34	Pitot cover burnt	See dedicated chapter
	36	Bleed Fault	See dedicated chater
			p
	38	Vacuum Generator Failure	See dedicated chapter
	46	ACARS not disabled	See dedicated chapter
	49	APU Seized (Honeywell APUs)	See dedicated chapter

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ATA	Issue				Comment
52	Door Noise Events (A350)			See dedicated chapter
52	DEOA low pressure (A320/A330/A340)			See dedicated chapter
52	Slide Seams Detachment (A380)			See dedicated chapter
7x	Probes blocage			See dedicated chapter
71	Air Inlet Corrosion			See dedicated chapter
72	LEAP-1A Pressure Sub System failure			See dedicated chapter
72	Compressor Vane (A320	– V2500)		See dedicated chapter
78	V2500 Thrust Reverser Corrosion			See dedicated chapter
79	Engine Oil over servicing			See dedicated chapter

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P rovided that no deviation to AMM/MP chapter 10 occurred and following AMM/MP procedures conducted for aircraft returning to service, the aircraft will be considered ready for flight.

Airbus provides recommendations, guidelines and reminders for the Flight Operations in the RTS context. These include:

1. Strict adherence to the Standard Operating Procedures (SOP), with particular attention to some procedures (e.g. exterior walkaround)

2. MEL/CDL management: e.g. possibility to request Approved Deviation to the OSD-MMEL (ADOM) For more details, refer to the “ISI 00.00.00377 Aircraft Return to Service - Flight Operations Guidelines ”.

Airbus provides also additional Flight Operations information in the following materials:

1. Aircraft Return to Service - Flight Operations Guidelines webinar Jun 2020 (ISI 00.00.00377)

2. Airbus/Navblue Flight Operation Week Dec 2020 - Day2: Return to Service (Presentations and Q&A)

3. AirbusWIN (Airbus Worldwide Instructor News, https://www.airbus-win.com/): videos such as “What about the Exterior Walkaround” and “The Power of Monitoring” You can also contact your Airbus Flight Operation Support Director (FOSD) for additional support.

A irbus received reports of flight crews who are using their personal boomsets/headsets in the cockpit, for hygienic reasons. Flight crews must use only Airbus certified boomsets/headsets. Non-certified boomsets/headsets can lead to safety risks which could compromise flight operations (e.g. interferences, incompatibility with the aircraft audio system, risk of not hearing radio altitude auto-callouts or master caution/warning audio due to inappropriate noise reduction). All Airbus’ boomsets available in the Airbus catalogue are certified in accordance with CS25 requirements, including laboratory tests and flight tests. Airbus as an OEM would like to emphasize the importance of verifying the certification status of any particular boomset model. Airbus does not recommend or authorize the use of non-certified boomsets. The list of certified cockpit audio equipment is available in ISI 23.51.00003 article.

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A irbus offers two programmes to help operators keep their pilots’ license current, namely recency training course and newly launched Airbus Pilot Relaunch Programme (APRP).

APRP is a highly customisable program that enables Airbus pilots to train and reinforce operational fundamentals after a long interruption of flying activities. Appropriate training scenarios and exercises could be arranged to meet the airline’s recency/refresher training requirements. More information on APRP and recency training course can be found on https://services.airbus.com and with your dedicated Airbus training managers.

Please note that Airbus does not provide guidance on the development of recurrent training standards and any subsequent constraints due to travel limitations. It is advisable to consult local regulators to evaluate the applicability of any deviations in the company training policy.

D eveloped by the Airbus Flight Test department, the Technical Flight Familiarization (TFF) course provides Flight Crew Knowledge, Skills and Attitudes (KSA) in order to safely and efficiently perform a Maintenance Check Flight (MCF). This technical flight can be requested by local authority, company policy or to perform a landing gear free fall test in flight in replacement of an aircraft jacking.

This course is applicable for all programs, the duration is 5 days and the refresher is 1 day. Course is located in Toulouse but other locations are possible on request.

In case you are interested, please go to https://services.airbus.com for more information or contact karine.delibes@airbus.com

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S ince aircraft have been returning to service following storage, there has been an increase in reports of unreliable airspeed situations.

The purpose of FOT 999.0020/21 is to highlight that it is essential to actively monitor the airspeeds during every takeoff roll, in order to detect any unreliable airspeed situation as early as possible. In case of unreliable airspeed, the crew is expected to safely reject the takeoff.

Airbus recommend operators to address training items as described in OTT 999.0025/21 at the next recurrent training opportunity.

For A320Fam Neo applications, please also refer to Technical Follow-Up (TFU) 00.00.00411 and FOT 999.0042/21 : OEB 59 Reinforce Speed Check for Rotation Mode. Cancellation of the OEB 59 is achieved by installation of ELAC standard L103+, refer to A320-27-1288, released on October 15th, 2021, and Retrofit Information Letter (RIL) ref. SA27M21003034. Installation of this ELAC standard is mandated by EASA AD ref 2022-0028.

You can also refer to Safety First Article:

• • • https://safetyfrst.airbus.com/unreliable airspeed at takeof/

D ue to COVID-19 crisis, a large number of commercial aircraft have been parked or stored and may be out of revenue service for an extended amount of time. Similarly, operators have been forced to reduce or even entirely suspend their ETOPS operations.

The purpose of ISI 00.00.00395 article is to provide guidance on applicable requirements and means of compliance to manage:

• The suspension of ETOPS flights with continuation of non-ETOPS flights only, with the concerned

• The suspension of ETOPS flights with the grounding (parking or storage) of the concerned fleet of

• ETOPS aircraft.

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F ollowing a review by the EASA of the operational context for transport of cargo in passenger cabin, the EASA agency has concluded that the logistical challenges that arose in 2020 as a result of the COVID-19 crisis no longer exist to the same extent and that those guidelines do not apply anymore. The conditions for issuance of exemptions cannot be valid after July 31st 2022.

Refer to following documents for reference:

• ISI 00.00.00370 issued on 13 May 2022 - How to transport cargo in the aircraft cabin during COVID-19 outbreak?

• EASA Regulation : Transport of cargo in passenger compartment – exemptions under article 71(1) of regulation (EU) 2018/1139 (The basic regulation)” issued April 11th 2022

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CFM56-5B / LEAP 1A / V2500

T his engine preservation solution has been developed in response to operators’ need to preserve their engines on-wing. Not only is the solution a fast and cost effective one, but the FLASHPLUG® is also smaller and easier to handle than traditional engine preservation solutions. The FLASHPLUG® weighs a mere 700 grams and can be folded into a tiny package for future use in the fly-away kit and can be shipped in a usual document express envelope. It takes less than 10 minutes for a mechanic to fit the FLASHPLUG®. Any question, please contact us via through Airbus Spares portal.

Product advantages at a glance:

• Installation time of 8 minutes (one mechanic)

• ● Low cost (cheaper than film & tape option)

• Re-usable (can be re-fit multiple times)

• ● Special Adhesive Formulation (will not damage paint or leave sticky residue)

• ● Small & lightweight (can be packed with Fly Away Kit)

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A320 / A330 / A350

T o address the customer need of Landing gear preservation Airbus has developed a highly efficient Landing gear cover. The pain points with existing solution were:

• Conventional methods to cover Landing gear can trap moisture leading to corrosion.

• • Poorly fitted covers can allow animals to nest

• Two-person installation for 120 minutes

• Non reusable and materials go to landfill afterwards

• Adhesive can leave residue causing risk of paint damage

The new landing gear covers can be installed by one person in 8 minutes per landing gear, it is a reusable product and also it mitigates the risk of paint damage and animal nesting. Any question, please contact us via through Airbus Spares portal.

Product advantages at a glance:

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CFM56 / PW1100G / LEAP 1A / V2500

W hen the engines are removed during a structural check, weight ballasts need to be placed in the cargo compartment to ensure the Aircraft stabilization. This drastically limits the access for inspections in that area and increases the turn-around time as well as the effort of resource allocation.

The engine dummy weights have been co-developed with one of our customers, including weight plates local manufacturing and assembly that allow an easy transportable, cost-effective solution that can be used for parking and storage with removed engine nacelle. This tool is directly procurable via SATAIR, through Airbus Spares portal.

Product advantages at a glance:

• Unique solution for all A320 Family engine types

• ● Move, store and preserve the Aircraft with 1 or 2 engines removed

• Safe and easy to use thanks to a lifting beam and forklift

• Customer choose his own local weight plates manufacturer

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PW1100G (END OF 2024)

T o support A320 Family Pratt & Whitney operators that are required to store their Aircraft, a specific Dummy Engine Tool is currently under development to facilitate the operation. It aims to be installed in place of the engines while keeping the cowls in place. This solution is expected to be available by the end of 2024.

Product advantages at a glance:

• Save storing space

• Move, store and preserve the aircraft with the fan and reverse cowls in place

• ● Open and close the engine cowls with dummy engine in place

• No need to store engine cowls

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TECHNICAL DATA

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TECHNICAL DATA

Technical data (All Programs)

Y ou will find in this chapter the main Technical Data manuals updates linked to Parking and Storage / Return to Service.

The list of updated technical data manuals is managed by aircraft family to give an overview per fleet type and it covers the A380, A350, A340, A330 and A320Fam programs.

For each task listed in the next pages is associated the reason of change, a short technical description and the availability date in Airbus World (AirnavX).

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|---|---|---|---|---|---| ||||||| |24||10-30-00-554-806||||

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A330 PROGRAM (Continued) (TO BE UPDATED)

Technical ATA Task Rev Reason Change Topic Cabin damages by humidity and See dedicated chapter on summary letter, 10-11-00-555-824 See dedicated 25 temperature 10-12-00-553-809[Oct 21] chapter technical paragraph ATA 25 Equipment (Ventilation task: Furnishing. open doors) Entry prk/strg: add 2 methods for EMA: stay 10-30-00-554-804 connect or EMA removed. RTO Prk > 1 M & Passenger seat 10-30-00-554-806 RTO Strg: if removed: EMA re-installed. If airbag Electronic Procedure 25 10-10-00-555-801 Oct 21 remained connected during parking/storage Module Assembly Improvement 25-21-58-000-801 period: EMA operational test on push (EMA) failed 25-21-58-400-801 button (with a cross ref). (No T° condition for test or EMA removal). For Storage > 1Y: If Last cable greasing/check done less than 3 Y, only check of cable on visible part Cable protection 10-10-00-550-801 (cargo, avionic comp, unpressurized rear 27 at entry of storage 10-30-00-554-005 Jul 21 Clarification area). period 10-12-00-553-802 If last cable greasing/check done more than 3Y, greasing and cheek all along the cable length.

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|---|---|---|---|---|---|---| |||10-12-00-553-809||||| |||||||| |||||||1|

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																				TECHNICAL DATA	TECHNICAL DATA
	A330			PROGRAM (Continued)				(TO BE UPDATED)
							10-30-00-554-806
							10-30-00-554-804
							10-12-00-553-809
							54-50-00-200-824
							54-50-00-200-825
							54-50-00-200-821
					Add additional
					inspection at RTO
					Cockpit sliding
					test
					CORROSION-														Clarify the area where CPC or other material
			57		CPC - Wing Rear		101000-555-801					Apr 22				Clarifcation			needs to be applied. other application
					Spar protection														location to be clarifed
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A320 PROGRAM (Continued) (TO BE UPDATED)

Technical ATA Task Rev Reason Change Topic Cabin damages by humidity and See dedicated chapter on summary letter, 10-11-00-555-804 Aug See dedicated 25 temperature technical paragraph ATA 25 Equipment 10-12-00-553-802 21 chapter (Ventilation task: Furnishing. open doors) Entry prk/strg: add 2 methods for EMA: stay 10-30-00-554-005 connect or EMA removed. RTO Prk > 1 M & Passenger seat 10-30-00-554-804 RTO Strg: if removed: EMA re-installed. If airbag Electronic Aug Procedure 25 10-10-00-550-801 remained connected during parking/storage Module Assembly 21 Improvement 25-21-58-000-001 period: EMA operational test on push (EMA) failed 25-21-58-400-001 button (with a cross ref). (No T° condition for test or EMA removal). Fire Extinguishing Aug Inspection Add check of fire extinguisher for return to 26 10-30-00-554-804 Bottles 21 Improvement service after parking. Entry P&S removal of fire exting bootle if Engine / APU / 10-30-00-554-005 OAT forecast is > 50°C for cargo + LDMCR Cargo fire 10-30-00-554-804 and > 56°C for engine and APU ; PGC Extinguisher Aug Procedure 26 10-12-00-553-802 check OAT forecast at 7 D and reinstall bottle, test at RTO 22 Improvement 10-11-00-555-804 engine and APU bootle if engine test or parking if OAT > 10-10-00-555-801 APU is required during PGC; RTO 50° C re-installed removed bottles. Fire extinguish Replaced the test of the fire extinguisher Aug Procedure 26 Piping check at 103000_554_804 piping lines by DVI of the firex piping 22 Improvement RTO nozzles. Applicable for APU and engines For Storage > 1Y: if Last cable greasing/check done less than 3 Y, only Cable protection 10-10-00-555-801 check of cable on visible part (cargo, May 27 at entry of storage 10-30-00-554-804 Clarification avionic comp, unpressurized rear area). 21 period 10-12-00-553-809 if last cable greasing/check done more than 3Y, greasing and cheek all along the cable length

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|---|---|---|---|---|---| ||probes|----|||parng an storage peros|

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|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---| |||||||||||||||||||||||| |||||||||||||||||||||||| |||||Add additional||||||||||||||||||| |||||inspection at RTO||||||||||||||||||| |||||Cockpit sliding||||||||||||||||||| |||||test||||||||||||||||||| |||||Test on leap||||||||||||||||||| |||||(Leap engine only)||||||||||||||||||| |||||||||||||||||||||||| |||||||||||||||||||||||| |||||||||||||||||||||||| ||||||||||||||||||||||||

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A350 PROGRAM (Continued) (TO BE UPDATED)

Technical ATA Task Rev Reason Change Topic A350-A-10-4X-XX-03Z ZZ-282Z-A Entry prk/strg: add 2 methods for EMA: stay A350-A-10-4X-XX-00Z connect or EMA removed. RTO Prk > 1 M & Passenger seat ZZ-282Z-A RTO Strg: if removed: EMA re-installed. If airbag Electronic A350-A-10-1X-XX-00Z Nov Procedure 25 Module Assembly ZZ-170Z-A 21 Improvement remained connected during parking/storage (EMA) failed A350-A-25-21-46-C00 period: EMA operational test on push 01-520A-A button (with a cross ref). (No T° condition A350-A-25-21-46-BY0 for test or EMA removal). 02-720A-A Fire Extinguishing A350-A-10-4X-XX-00Z Inspection Add check of fire extinguisher for return to 26 Jul 21 Bottles ZZ-282Z-A Improvement service after parking. Replaced the test of the fire extinguisher Fire extinguish A350-A-10-4X-XX-03Z Procedure piping lines by DVI of the firex piping 26 Piping check at ZZ-282Z-A Jun 22 Improvement nozzles. Applicable for APU and all engines, RTO except for the RR engines. APU Fire Alignment with SA and LR programs: extinguish Piping Added a step for the APU firex check: check at RTO A350-A-10-4X-XX-03Z Sep Procedure A350-A-26-22-XX-00001-310A-A - Detailed 26 storage, ZZ-282Z-A 22 Improvement Inspection of APU Extinguisher-Bottle discrepancies Discharge-Outlet, Distribution Piping and between SA, LR Pipe Outlets for Cracks or Blockage VS A350, A380 A350-A-10-31-XX-05Z ZZ-282Z-A Entry P&S removal of fire exting bootle if Engine / APU / A350-A-10-4X-XX-00Z OAT forecast is > 50°C for cargo + LDMCR Cargo fire ZZ-282Z-A and > 56°C for engine and APU ; PGC Extinguisher A350-A-10-4X-XX-03Z Procedure 26 Jul 22 check OAT forecast at 7 D and re-instal bottle, test at RTO ZZ-282Z-A Improvement parking if OAT > A350-A-10-11-XX-03Z engine and APU bootle if engine test or ZZ-282Z-A APU is required during PGC; RTO 50° C A350-A-10-1X-XX-00Z re-installed removed bottles. ZZ-170Z-A A350-A-10-4X-XX-03Z F/CTRL FLAP TIP BRK FAULT WTB Wing tip brake ZZ-282Z-A Sep Procedure 27 ENGAGEMENT TEST test added at RTO engagement test A350-A-10-4X-XX-000 21 Improvement 01-282A-A after a parking period of more than 10 days.

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|---|---|---|---|---|---|---|---| ||ATA|Technical Topic|Task|Rev|Reason|Change|| ||29||A350-A-29-1X-XX-0||||| |||||||||

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TECHNICAL DATA

|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---| ||||||||||||||||||||||||| ||||||||||||||||||||||||| |50 PROGRAM (Continued)|||||(TO BE UPDATED)||||||||||||||||||| ||Cockpit sliding||||||||||||||||||||||| ||test||||||||||||||||||||||| ||||||||||||||||||||||||| |||||||||||||||||||||||||

Technical data (A350 Program)

A350 PROGRAM (Continued) (TO BE UPDATED)

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|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---| ||||||||||||||||||||||||||||||||||||||| ||||||||||||||||||||||||||||||||||||||| ||||||Cabin damages||||||||||||||||||||||||||||||||| ||||||open doors)||||||||||||||||||||||||||||||||| |||||||25-21-58-400-802|||||||||||||||||||||||||||||||| ||||||||||||||||||||||“IF PARKING|||||or|STORAGE > 15 days:||||||||||| ||||||||||||||||||||||Fairing|||evacuation slides”|||||||||||||| ||||||||||||||||||||||||||||||||||||||| ||||||||||||||||||||||||||||||||||||||| |||||||||||||||||||||||||||||||||||||79|| |||||||||||||||||||||||||||||||||||||||

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|---|---|---|---|---|---| ||||||| ||CORROSION.|||||

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|---|---|---|---|---|---| ||||||| ||Cut-out|||||

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																			TECHNICAL DATA	TECHNICAL DATA
	A380			PROGRAM (Continued)				(TO BE UPDATED)
					Add additional
					inspection at RTO
					Cockpit sliding
					test
																			Add in the task removal of protection
																			equipment (ATA 10-11-00 ) a cross ref for
																			than 12h before the next fight or
																			maintenance purpose
																					83

References

AIRBUS CUSTOMER SERVICES PARKING & STORAGE / RETURN TO SERVICE SUMMARY LETTER

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REFERENCES

FOR INFORMATION

AOT (ALERT OPERATORS TRANSMISSION)

AOT A24R009-20 ATA 24 - Ni-Cd Batteries - Risk of capacity reduction during aircraft parking for A380

AOT A24L007-20 ATA 24 - Ni-Cd Batteries - Risk of capacity reduction during aircraft parking for A330/A340

AOT A24N006-20 ATA 24 - Ni-Cd Batteries - Risk of capacity reduction during aircraft parking for A320 Fam

OIT (OPERATORS INFORMATION TRANSMISSION)

OIT 999.0002/21 ATA 05 – Scheduled Maintenance adaptation due to aircraft low utilization post COVID-19 grounding period

OIT 999.0008/20 Virus Outbreaks - Novel Coronavirus (2019-nCov)

OIT 999.0011/21 ATA 12 – Cabin handsets damage due to residue of cleaning products

OIT 999.0027/21 ATA 28 – Biocide application AMM procedure changes

OIT 999.0037/20 ATA 36 - Maintenance actions & recommendations after long parking period

OIT 999.0048/20 ATA 34 – Increasing number of events related to adverse effects on air data probes following a parking/storage period

OIT 999.0049/20 ATA 28 - Fuel microbiological Contamination Prevention and Guidelines

OIT 999.0051/21 ATA 29 - Hydraulic fluid sampling - Reduced allowable limit for acidity value

OIT 999.0053/19 ATA 28 - Recommendations of the use of Kathon Biocide

OIT 999.0054/21 ATA 26 – EN-HAFEX potentially inoperable after long-time exposure to high temperatures

OIT 999.0055/20 ATA 36 - Information regarding FAA AD 2020-16-51 impact on Intermediate Pressure Check Valve

OIT 999.0057/19 ATA 00 - Introducing the Repair and Design Approval Form (RDAF)

OIT 999.0060/20 ATA 28 – Discrepancy between revisions of AMM tasks for biocidal preventative treatment / SA

OIT 999.0061/20 ATA 24 - Ni-Cd Batteries - Risk of capacity reduction during aircraft parking / A350

OIT 999.0066/15 Reporting of in-service events

OIT 999.0069/19 ATA 05 – Use of AMPES/ASAC to support temporary exemptions to scheduled maintenance tasks

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REFERENCES (Continued)

FOR INFORMATION

OIT (CONTINUED)

OIT 999.0075/20 ATA 33 – Prevent redoing EPSU, ASPSU and SRPSU battery capacity test

OIT 999.0084/20 ATA 12 – Survival Emergency Locator Transmitter (ELT) unexpected behavior due to residue of disinfection products

OIT 999.0085/20 ATA 21 Notification of Updated Guidance for the Transportation of Dry Ice OIT 999.0089/20 ATA 05 – One-Time Threshold / Interval Deferral of Structure Calendar Scheduled Maintenance Tasks from 6YE to 12YE

FOT (FLIGHT OPERATIONS TRANSMISSION)

FOT 999.0020/21 ATA 00 – MONITORING OF AIRSPEEDS AT TAKEOFF

FOT 999.0037/21 ATA 03,25,26,50 – WEBINAR- TRANSPORT OF CARGO IN PASSENGER COMPARTMENT FOT 999.0042/21 ATA 00 – OEB 59 REINFORCE SPEED CHECK FOR ROTATION MODE

OTT (OPERATIONS TRAINING TRANSMISSION)

OTT 999.0025/21 ATA 00 – UNRELIABLE AIRSPEED AT TAKEOFF

ISI (IN-SERVICE INFORMATION)

ISI 00.00.00217 Supporting in service data for occurrence creation

ISI 00.00.00370 How to transport cargo in the aircraft cabin during COVID-19 outbreak?

ISI 00.00.00377 Aircraft Return to Service - Flight Operations Guidelines ISI 00.00.00379 Cabin & Cargo Parking & Storage Recommendations

ISI 00.00.00390 Transportation of Dry Ice

ISI 00.00.00395 Restoration of ETOPS operations after parking/storage or temporary suspension of ETOPS flights (e.g. due to COVID-19 crisis)

ISI 10.00.00005 Is it Possible to Remove Parts from an Aircraft During a Parking or Storage Period?

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AIRBUS CUSTOMER SERVICES PARKING & STORAGE / RETURN TO SERVICE SUMMARY LETTER

MARCH 2024

REFERENCES (Continued)

FOR INFORMATION

ISI (CONTINUED)

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 “Repair & Design Approval Form” (RDAF) Document from Airbus to Cover Parking or Storage Deviations?

ISI 10.00.00020 *** Parking & Storage *** Customer Support Engineering Webinars presentations & Minutes of Meeting

ISI 10.00.00021 Additional Guidance on Parking Induction and RTO procedures to ease planning activities

ISI 10.00.00022 Providing Recommendations in order to prevent bird nesting

ISI 10.00.00023 Parking & Storage #Covid-19 related OITs - Frequently Asked Questions (FAQ)

ISI 10.00.00024 Aircraft Systems Corrosion effects due to parking and storage - Prevention and Mitigation

ISI 10.10.00003 (A320) Aircraft Parking and Storage under High Wind Conditions

ISI 10.10.00004 (A330) Aircraft Parking and Storage under High Wind Conditions

ISI 10.10.00005 Parking And Storage - ATA5X Corrosion Prevention

ISI 12.00.00008 COVID-19 - Coronavirus/Cleaning & Disinfection/List of disinfectants applicable for the SARS-Cov2

ISI 21.00.00119 COVID-19 (Coronavirus) and Middle East Respiratory Syndrome (MERS)

ISI 21.00.00143 Webinar - Dangerous Goods - Dry Ice Transportation, Presentation and Q&A from the Webinar 17th December 2020

ISI 23.51.00003 Cockpit Audi Equipment (Boomsets, headsets and microphones)

ISI 24.00.00046 Electrical Power Generation & Distribution Systems: Recommendations for Parking & Storage during COVID19

ISI 24.36.00004 A350 - Li-Ion Batteries Maintenance Best Practices

ISI 25.50.00011 Dry Ice Transportation

ISI 25.65.00042 ELT Antenna - Loss of Antenna Blade (Cancelled and replaced by TFU 25.65.00043)

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AIRBUS CUSTOMER SERVICES PARKING & STORAGE / RETURN TO SERVICE SUMMARY LETTER

MARCH 2024

REFERENCES (Continued)

FOR INFORMATION

ISI (CONTINUED)

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 A330/340 - 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

ISI 27.00.00105 A350 - Return to Service after Parking/Storage period - ATA 27 Flight Controls Recommendations

ISI 27.54.00061 A350 - Moving Damper fill level monitoring - Method and tools

ISI 27.64.00020 A350 - EBHA electrical motor speed monitoring faults

ISI 28.00.00166 Fuel Parking and Storage Procedures deviation policy

ISI 28.00.00172 A380 - Intermittent Trim Tank Pump Faults (since Covid start)

ISI 29.00.00213 Deviations from Parking And Storage AMM Procedures related to ATA 29

ISI 30.21.00017 A350 - Inform about return to service NAI potential issue

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 related to ATA 32

ISI 32.40.00066 Wheels and Brakes Corrosion during Parking - request for feedback

ISI 32.40.00067 SA 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

ISI 32.40.00069 A350 Deviations to Parking and Storage MP Procedures related to Braking and Steering Systems and associated components ATA 32-4X and 32-5X

ISI 32.40.00070 LR 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

ISI 32.40.00071 A380 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

ISI 32.41.00102 Mitigations to wheels removal requirement after parking/storage period exceeding 4 months

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MARCH 2024

REFERENCES (Continued)

FOR INFORMATION

ISI (CONTINUED)

ISI 33.51.00004 EPSU batteries storage handling and charging procedure at installation on aircraft

ISI 34.22.00018 Integrated Standby Instrument System (ISIS) - Description, evolutions and maintenance recommendations

ISI 46.21.00124 Datalink Communication: Recommendations for Parking and Storage during COVID19 period

ISI 49.00.00092 APU Parking Procedure deviation policy

ISI 52.10.00051 Door damper premature nitrogen leak

ISI 71.00.00075 Engine/nacelle recommendations and acceptable deviations for parking/storage and return to service (RTS)

ISI 78.30.00.087 V2500 Thrust Reverser Corrosion

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AIRBUS CUSTOMER SERVICES PARKING & STORAGE / RETURN TO SERVICE SUMMARY LETTER

MARCH 2024

ASSISTING YOU TO SAFELY RESTART AIRCRAFT OPERATIONS

Next P&S Webinars

Coming back soon…

Summary Letter can be found also on Airbus World under the following path:

• Content Library

• Publications

• Communication and General Information > Newsletter

SUBSCRIBE

In case you did not receive this newsletter directly, please provide your mail to fabrizio.rossi@airbus.com

SURVEY

We’d love to get your feedback on this letter to understand the most relevant content for your needs. https://forms.gle/v2QbD58MbpF5gne89

CONTACT US

General: Fabrizio ROSSI - fabrizio.rossi@airbus.com A320: Philippe LE BIGOT - philippe.le-bigot@airbus.com A330/A340: Fabrizio ROSSI - fabrizio.rossi@airbus.com A350: Arnaud DEBEGNAC - arnaud.debegnac@airbus.com A380: Lydie DOUCERON - lydie.douceron@airbus.com

90

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中文译文

来源：Airbus Safety First 网址：https://safetyfirst.airbus.com/news-parking-and-storage-return-to-service-summary-letter/ 发布日期：2020-12-18 类别：飞行运营、维护 PDF：原始 PDF

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安全

停场与封存

技术

概述函

为停场与封存提供指导，助力顺利恢复运营

1

空中客车客户服务中心 停场与封存 / 恢复运营概述函

2024 年 3 月

目录

|---|---|---|---|---|---|---|---| |||||||第 4 页|| |||||||第 5-6 页|| |||||||第 19-46 页|| |||||||第 47-51 页|| |||||||第 52-56 页|| |||||||第 57-83 页|| |||||||第 84-89 页|| |||||||第 90 页||

修订原因

2024 年 3 月版：

|---|---|---|---|---|---| ||||||第 17 页| ||||||第 23 页| ||||||第 48 页| ||||||第 55 页| ||||||第 56 页|

2

空中客车客户服务中心 停场与封存 / 恢复运营概述函

2024 年 3 月

为飞机恢复运营做好准备

尊敬的客户：

继空中客车客户服务中心停场与封存（P&S）/恢复运营（RTS）专项工作组于 2020 年 3 月底成立后，空中客车现就此项工作的进展及其主要成果向您通报，涵盖 A380、A350、A340、A330 和 A320 系列机型。

本概述函的宗旨并非取代正式文件（OIT、ISI、TFU、AMM、AOT、FOT …），而是着重强调确保顺利恢复运营的关键要点。

注：相较于上一版概述函的所有更新内容均以蓝色字体标注。

遵循**飞机维护手册（AMM）或维护程序（MP）**是实现顺利、快速恢复运营的最佳途径之一。

空中客车提醒您：对飞机维护手册（AMM）、维护程序（MP）或维护计划文件（MPD）的任何偏离应仅限于解决特定客户约束，且必须获得当地适航当局和/或空中客车的批准，可通过修理与设计批准表（RDAF）（原技术改型（TA））或飞机维护大纲工程声明（AMPES）办理。

RDAF/AMPES 应按照两份运营信息传递（OIT）999.0069/19 和在役信息（ISI）10.00.00007、10.00.00009 及 10.00.00010 中的规定，通过 TechRequest 提交申请。

3

注：关于新版 RDAF（原 TA 和 RDAS）的更多信息，请参阅 OIT 999.0057/19

空中客车客户服务中心 停场与封存 / 恢复运营概述函

2024 年 3 月

遵循黄金法则

01 遵循 AMM 第 10 章

遵循适用于您机队的 AMM 第 10 章程序——偏离越少，飞机恢复运营越顺利。

与外场服务站保持密切联系以获得支持。

02

管理偏离情况

如存在 AMM 第 10 章偏离，请遵循 ISI 10.00.00009 和 ISI 10.00.00010 中提供的指导。

计划维修时钟停止

03

如遇计划维修时钟停止，请遵循 ISI 10.00.00007 和 ISI 10.00.00009 中提供的指导。

关于与恢复运营相关的 TechRequest，请在案卷标题中添加 #RTS，以便后续处理分析。

4

安全

由于新冠疫情以及其他近期危机的影响而停场或封存的飞机正在逐步重返蓝天。空中客车已收到多起停场/封存期间后发生的中断起飞（RTO）和空中返航（IFTB）事件报告。

起飞时不可靠空速 2021 年 3 月

• https://safetyfrst.airbus.com/unreliable air - - speed at takeof/

另请参阅 FOT 999.0020/21

为安全重返蓝天做好准备 2020 年 6 月

• https://safetyfrst.airbus.com/preparing fo r-a-safe-return-to-the-skies/

飞机停场与封存 2020 年 5 月

• https://safetyfirst.airbus.com/aircraft parki ng-and-storage/

安全

2024 年 3 月

在役事件报告

在当前复杂的情况下，由于提供了多种不同的停场与封存偏离方案，您通过 TechRequest 渠道、现场代表或客户支持总监（CSD）向空中客车报告您遇到的任何问题或发现至关重要。

关于与恢复运营相关的 TechRequest，请在您的咨询标题中添加 #RTS，以便后续处理。

有关在役事件和数据报告的更多信息，请参阅：

• ISI 00.00.00217- 支持事件创建的在役数据请求

• OIT 999.0066/15 在役事件报告

提前筹划

提前筹划是成功恢复运营的关键。

如存在任何偏离空中客车 AMM 第 10 章的情况，空中客车客户支持中心需进行逐案分析，以便在适用时提供补充建议集。在这种情况下，请通过 TechRequest 在恢复运营（RTS）前数周提交您的申请。当前 RDAF/AMPES/FCD 文件从确认采购订单（PO）至最终交付的周期最长可达 30 个工作日。对于偏离数量较大的案例，可能需要更长时间。

空中客车建议在恢复运营活动开始前 7 至 8 周提交您的申请。

AMM/MP 程序的偏差

所有空客涉及 AMM 偏差的 RDAF 均需收费。由于这些偏差通常涉及多个 ATA 章节，空客服务商店（Airbus World）上所报的单 ATA 章节 RDAF 价格并不适用。

已交付的大多数 RDAF 有效期有限（主要为 6 个月或 12 个月），其中部分已经或即将到期。请注意，延期/续期可能可行，但并非系统性的，因为需要适航当局的验证。

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AIRBUS CUSTOMER SERVICES 停场停放 / 恢复使用摘要函

2024 年 3 月

建议（续）

AMPES（所有项目）

OIT 999.0026/20 现已取消，6 个月和 12 个月 AMPES 文件已不再可用，自 2023 年 7 月 1 日起，6 个月和 12 个月 AMPES 不应再用于支持任何计划维修任务的单次延期。

如果在 2023 年 6 月 30 日之前已获得 NAA 批准的单次延期（基于 6 个月或 12 个月 AMPES），则仍然可以接受并继续有效。更多信息，请参阅 OIT 999.0026/20-Rev.07（发布取消通知）。

空客可根据请求提供专用文件，以支持非运营航班和现役飞机。专用 AMPES 或 FCD 文件的交付需考虑 6 至 8 周的前置时间。

有关 ASAC、FCD 和 AMPES 文件的问题，请通过 Airbus World 上的 TechRequest 联系空客客户服务部，选择”计划维修”领域和”ASAC/FCD/AMPES 请求”主题。

9

AIRBUS CUSTOMER SERVICES 停场停放 / 恢复使用摘要函

2024 年 3 月

低利用率建议（LUR）与 MRBR

- 如何知道需要从 MRBR 切换到 LUR？

空客 MRB 报告是基于项目特定利用率假设开发的。如果飞机在较长时期内（如超过 6 个月）的运行超出这些利用率假设，则需评估对 AMP 的调整。

此外，可能存在国家要求，要求运营人在利用率相比初始假设/先前利用率变化超过 25% 时审查 AMP。

- 在这种情况下我该怎么做？

如果飞机利用率低于 MRB 报告假设，需要评估是否需要为以飞行小时或飞行循环为间隔的计划维修任务添加日历限制。这些限制可通过不同方式确定，从纯数学方法（可能导致非常保守甚至技术依据不充分的日历限制）到逐项工程评估。

-

空客在 A320FAM 维修计划文件（MPD）中提供了低利用率建议（LUR），可在飞机利用率因以下原因下降时适用：

有关 A320FAM 更高级别的 LUR 以及其他空客飞机项目，空客客户服务中心可通过 TechRequest 提供支持。

空客已发布 OIT 999.0002/21，就飞机利用率与新冠疫情前常规利用率存在显著差异时运营商维修方案（AMP）可能需要的调整提供进一步指导。

如 OIT 所述，LUR 由空客开发，可在需要时从 AirbusWorld 下载（www.airbusworld.com；内容库 / 维修与工程 / 计划维修要求 / 低利用率建议）。

引进与恢复运营任务（A320 项目）

在一天之内，运营人需要（取决于最近的飞行时间）开始引进程序，并在下次飞行前不到 24 小时内按照 AMM 完成恢复运营任务。ISI 文章 10.00.00021 提供了关于每个单独工作步骤时间线的额外指导（有时超过 24 小时），并提供了关于潜在风险的额外技术背景。

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AIRBUS CUSTOMER SERVICES 停场停放 / 恢复使用摘要函

2024 年 3 月

供应商

许多供应商注意到，航空公司正在推迟维修不可用部件，将拆下的设备进行储存。因此，供应商担心他们将同时收到大量待修设备，从而无法确保正常恢复使用。我们建议对不可用部件进行常规管理。

存储地面检查优化（除 A300/A310 以外的所有项目）

对于处于存储防护状态的飞机，空客可提供 RDAF 方案，将 7 天和 15 天的定期地面检查推迟至每月间隔。此外，对于 A320FAM、A330、A340 和 A380 飞机，3 个月的定期地面检查可推迟至 6 个月间隔。如有兴趣，请通过 TechRequest 联系空客。

停场飞机最多7天的简化程序（除A300/A310外的所有项目）

F 对于停场不超过7天的飞机，空客已开发了专门的简化程序。该程序源自现行AMM第10章中关于停场不超过1个月的相关内容。如有兴趣，请通过TechRequest联系空客。

服务可用件从一架飞机转至另一架飞机（所有项目）

Transfering除非故障排除手册（TSM）或飞机故障隔离（AFI）中明确规定，否则空客不建议将服务可用件从一架飞机转至另一架飞机。若航空公司决定或需要进行件转移，必须通过明确的件追溯性和正确的飞机配置进行严格管理，并符合相关国家适航当局（NAA）的适用当地法规。

请参阅ISI 10.00.00005获取进一步指导，或通过TechRequest联系空客。

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AIRBUS CUSTOMER SERVICES PARKING & STORAGE / RETURN TO SERVICE SUMMARY LETTER

MARCH 2024

建议（续）

停场和存储期后的恢复服务任务（所有项目）

T 现有停场和存储程序的”恢复服务”任务已得到增强，在任务末尾加入了”检查单”，以确保在飞机恢复服务前完成所有关键任务。此检查单是对现有内容的补充，仅作为确保飞机能够安全恢复服务的提示。再次强调，必须完成”恢复服务”任务的所有步骤，如果某些步骤无法完成，应联系空客寻求进一步协助。

超过3个月的停场期（除A300/A310外的所有项目）

A irbus空客提出了一项RDAF，允许运营商在多次连续停场期（每次最多6个月）期间保持飞机状态，各期间需进行恢复飞行。该RDAF的最长有效期为签发之日起12个月。如有兴趣，请通过TechRequest联系空客。

超过2年的存储期（除A300/A310外的所有项目）

A s per根据现行AMM/MP程序，需要执行非收入飞行（NRF）以在每2年间隔时更新存储期。空客现在还能够提出RDAF，允许运营商通过附加的地面检查任务，将飞机保持在地面存储 Preservation超过两年，且期限不受限制。NRF仅在恢复运营（RTO）时才需要。如有兴趣，请通过TechRequest联系空客。注意：2年存储期的计时从最后一次飞行的下一天开始。若飞机最初处于停场状态，随后在没有NRF的情况下转为存储，则需将首次停场诱导后的时间纳入计算。

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AIRBUS CUSTOMER SERVICES PARKING & STORAGE / RETURN TO SERVICE SUMMARY LETTER

MARCH 2024

停场和产权转移后不在役飞机的维护时钟重置（所有项目）

T his此解决方案使运营商能够按MPD规定，将定期维护计划的起始时间从”首飞”或”产权转移”日期推迟至停场或存储期后的”投入运营”日期。

请注意，此解决方案仅适用于此前未进入商业运营的飞机。

如有兴趣，请通过TechRequest联系空客。

将结构日历定期维护任务的阈值/间隔从6年一次性放宽至12年（A320Fam项目）

I n order为支持运营商，空客开发了预定义解决方案——空客维护计划工程声明（PDS AMPES），该方案就MRBR结构任务的6年阈值/间隔提供了执行上的灵活性。

更多信息详见OIT 999.0089/20。如有兴趣，请通过TechRequest联系空客。

航空公司偏差处理的困难（所有项目）

I t is highly强烈建议运营商严格遵守OIT 999.0026/020，该文件涉及某些定期维护任务日历间隔的推迟。空客收到越来越多的运营商请求，这些请求将MRBR偏差（大多数情况下可证明）与AD不合规（难以论证，有时甚至不可能）以及大修要求（在超过某一阈值后难以论证，即使对于调机飞行亦如此）混合在一起。这些偏差的组合使请求的管理更加复杂，因为它们不能分开处理，而必须作为整体考虑。

对于大量任务项，空客建议运营商移除那些在工具/人力/设备及接近要求方面投入最小的任务。例如，简单易执行的任务、耗时不多的任务、容易接近的任务、间隔小于12个月的任务、MRB ZL来源任务、GVI/FNC/CHK/SVC/VCK任务。这些任务应在调机飞行前执行。

请同时考虑那些将作为恢复运营一部分而需执行的任务，详见AMM 10-30。事实上，这些任务通常不会被批准延期。空客希望避免重复执行，因为这些任务没有理由被执行两次。

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AIRBUS CUSTOMER SERVICES PARKING & STORAGE / RETURN TO SERVICE SUMMARY LETTER

MARCH 2024

建议（续）

发动机和APU偏差（所有项目）

E ngine和APU偏差不在机身RDAF中规定。如有任何偏差，运营人负责按AMM所述应用发动机和APU防护方法，或请求发动机或APU制造商提供支持（请参阅ISI 10.00.00008获取联系人列表）。如发动机或APU制造商无法支持偏差，空客可根据请求开发定制解决方案，以使机身要求与发动机和APU原始设备制造商要求保持一致。更多详情请参阅ISI 71.00.00075。

从停场转存储（所有项目）

I 如需从停场转为存储，必须执行前次停场程序中未完成的所有步骤。客户有责任检查并执行从进入停场状态到进入”1年以内存储”或”1年以上存储”期间未完成的任务。存储程序的开始日期仍为初始停场程序的开始日期。按适用的”1年以内存储”或”1年以上存储”步骤执行，直至飞机恢复使用。在存储程序期间记录任何偏差，并在恢复使用（RTS）前反馈给空客。

迟交RDAF申请（所有项目）

I 可能出现与上述RDAF相关的附加任务已经或将要到期的情况。

在这种情况下，到期工作步骤应在下一个可行时机以特别审慎的态度完成，并记录所有发现，即使已纠正。如有发现，请联系空客。

起落架收放测试（所有项目）

F 对于停场超过四个月的飞机，必须进行起落架收放和自由下落放出（REFF）测试。通常有两种方案，须在RDAF中涵盖：

• 将飞机顶起并在存储现场进行测试，或

• 按FCOM补充程序”起落架放下飞行”执行调机飞行，将起落架放下并锁定（飞往另一可顶飞机的地点）

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AIRBUS CUSTOMER SERVICES 停场与存储/恢复使用摘要函

2024年3月

建议（续）

起落架收放测试（所有项目）（续）

如上述方案均无法实施，空客已开发一种方法，允许运营人在维护检查飞行期间对放出和收起系统进行检查（需要特定的飞行机组资质）。该解决方案可以FCD（飞行条件文件，用于颁发特许飞行证书）的形式提供。更多详情请参阅ISI 32.00.00178和ISI 10.00.00009。

15

AIRBUS CUSTOMER SERVICES 停场与存储/恢复使用摘要函

2024年3月

建议（续）

普惠PDS AMPES支持（A320NEO - PW1100G）

A irbus将不再提供类似6个月和12个月的通用AMPES。作为替代，空客计划提供更多定制化解决方案，以满足A320Neo - PW1100G发动机短缺问题的需求。

A320 P&W PDS AMPES-F计划于2024年第四季度推出，作为有偿服务。

空客正在开发一种预定义解决方案（PDS）AMPES-F，以支持将存在逾期维修的飞机进行调机飞行。适用范围限制如下（非详尽列表）：

• 从任务原定到期日起，允许25 FH、5 FC及最多18个月（TBC）的偏差

• 仅适用于自上次飞行起在停场/存储（P&S）中最多2年的飞机

• 仅适用于在P&S期间到期的任务

• 仅适用于来源为MRBR的MPD任务中的日历类任务

• AMPES将用于适当检查中分组在一起的任务

• 仅聚焦于较大的检查——首先是选定的24个月和36个月任务，然后是6年任务。12年任务将来可能会考虑。

• 不支持间隔小于24个月的任务，以及被认为易于执行和/或接近通道较轻的24个月任务。这些任务应在发动机更换和恢复使用活动中一并执行。

• 如已应用COVID AMPES，则AMPES不可与之叠加使用

• AMPES将提供给无P&S偏差的飞机，以及有P&S偏差但已获得空客RDAF支持的飞机。

适航指令（AD）和来源为ALS的任务（LLP、ALI、CMR、SEMR、FAL）不包含在内——对于这些任务，需要使用常规的FCD流程。FCD为有偿服务，所需时间约为6至8周。

另请参阅ISI文章10.00.00007——“停场或存储期如何影响计划维修？”。

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AIRBUS CUSTOMER SERVICES 停场与存储/恢复使用摘要函

2024年3月

建议（续）

普惠发动机短缺 – 停场与存储预定义方案（P&S PDS）RDAF（A320NEO - PW1100G）

由于金属粉末问题导致的 PW1100 发动机持续短缺，A320neo 停场飞机数量显著增加。

为支持受影响运营商，空客制定了以下 RDAF 方案，允许运营商将受影响飞机停场存放最多 12 个月（发动机拆卸）：

• 不带发动机停场最多 3 个月，带或不带反推。涵盖以下构型：

• 拆卸一台或两台发动机，

• 缺失发动机一侧的全部发动机短舱拆卸，或仅保留反推装置安装。

• 不带发动机、不带 NRF 停场最多 6 个月，带或不带反推。涵盖以下构型：

• 拆卸一台或两台发动机，

• 缺失发动机一侧的全部发动机短舱拆卸，或仅保留反推装置安装。

• 不带发动机存储最多 12 个月，带或不带反推。涵盖以下构型：

• 拆卸一台或两台发动机，

• 缺失发动机一侧的全部发动机短舱拆卸，或仅保留反推装置安装。

请注意，所有这些方案将免费提供。此外，允许牵引的 RDAF 需由运营商申请。该 RDAF 也将免费提供。

17

空中客车客户服务中心 停场与存储 / 恢复运营总结函

2024 年 3 月

普惠发动机短缺 – 停场与存储预定义方案（P&S PDS）RDAF（A320NEO - PW1100G）（续）

客户可受益于不带发动机停场最多 3 个月的方案。如在 3 个月停场期结束时无法恢复运营，可使用第二个 PDS 方案延长停场期至不带发动机停场最多 6 个月，和/或转为存储，受益于第三个 PDS 方案不带发动机存储最多 12 个月。

这些预定义方案 RDAF 取决于 AMM 第 10 章程序的全部工作步骤应用，但不包括无法在可用发动机状态下完成的工作步骤。

如某些其他停场与存储相关工作步骤本可在可用发动机状态下完成却未执行，这些偏差需在恢复运营（RTO）时通过提供纠正措施的 RDAF 解决。

提供此类 RDAF 将收取服务费用。RDAF 价格将根据我们免费 PDS RDAF 中所支持的各种减轻措施进行调整，因为这些 RDAF 中涵盖的所有偏差相关成本将从 RTO RDAF 成本中扣除。

关于这些服务的咨询和申请，请通过 Airbus World 上的 TechRequest 联系空客客户服务中心，选择”计划维修”领域和”停场与存储”主题。

18

技术

2024 年 3 月

ATA 10 鸟巢（所有项目）

部分运营商报告了鸟巢案例。空客已发布 ISI 10.00.00022，提供预防鸟巢的建议。

ATA 10 高风向条件下的飞机停场与存储（ A320 和 A330 项目）

停场或存储中的飞机 preservation 应防止在高风向条件下发生位移或倾倒。已发布 ISI 10.10.00003（A320）和 ISI 10.10.00004（A330），提供 AMM 中信息的补充指导和建议。

ATA 10 腐蚀建议（所有项目）

空客停场与存储多专业团队（MFT）已完成所有已知/报告的腐蚀缺陷的 mapping，并在以下三份 ISI 中发布了系统、结构及发动机/短舱的建议：

• ISI 10.00.00024 停场与存储导致的飞机系统腐蚀影响 – 预防与缓解。

• ISI 10.10.00005 停场与存储 – ATA5X 腐蚀预防。

• ISI 71.00.00075 发动机/短舱停场/存储及恢复运营（RTS）建议及可接受的偏差

在 P&S AMM 10-10 中提及的常规目视检查（GVI）时，应处理面板边缘周围任何涂层开裂或剥落，方法为局部返工和涂层修补（例如，已报告翼底蒙皮维修通道盖腐蚀，怀疑与侵蚀导致的涂层劣化有关）。

20

空中客车客户服务中心 停场与存储 / 恢复运营总结函

2024 年 3 月

ATA 12 救生应急定位发射机（ELT）异常行为（所有项目）

部分运营商报告称，由于在客舱内使用未经批准的消毒产品和/或不当的施用程序，导致救生应急定位发射机（ELT）产生非预期发射。

更多详情请参阅 OIT 999.0084/20。

ATA 12 客舱手持电话损坏（所有项目）

部分运营商报告其客舱手持电话出现损坏，最可能是由清洁作业所致。已发布 OIT 999.0011/21 以提醒各运营商关于飞机客舱内部清洁所使用产品和程序的相关空客建议。

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AIRBUS CUSTOMER SERVICES 停场与存储 / 恢复服务总结函

2024年3月

ATA 21 高效空气微粒（HEPA）过滤器更换（所有项目）

F 就多个关于 HEPA 过滤器更换的请求，我们确认空客不建议因 COVID 或机上出现感染乘客而更频繁地更换 HEPA 过滤器。相关建议见 ISI 21.00.00119。如需采购 HEPA 备件，请联系 SATAIR。

ATA 24 飞机锂电池（A350 项目）

A 已报告大量飞机锂电池被拆换的情况。当飞机处于停场状态且预计超过 48 小时不通电时，建议按 ISI 24.00.00046 断开电池连接。

即使已断开与飞机的连接，电池仍会缓慢放电。放电速率随温度变化。ISI 24.00.00046 已更新，纳入了航电舱温度。

如果电池荷电状态（SOC）低于 20%，电池将发出 SOC 警报，但仍可充电。如果电池荷电状态（SOC）低于 10%，电池将被锁定。这是保护机制，需要将电池送至 SAFT 进行修复。

在电池拆装过程中，需严格遵循 MP 顺序（包括切换开关），以防止电池进入安全模式锁定。具体建议见 ISI 24.36.00004。

22

AIRBUS CUSTOMER SERVICES 停场与存储 / 恢复服务总结函

2024年3月

ATA 24 飞机电池（所有项目）

W 当飞机停场且未由电源供电时，电池将快速放电。为避免此情况，请参阅 ATA 24 工程 ISI 24.00.00046，其中提供了基于航电舱温度和相对湿度的电池建议（”……平均温度不超过 30°C 且相对湿度不超过 85%……”）。如需采购电池备件，请联系 SATAIR。

ATA 24 变压器整流器组件（TRU）停场和存储期间客舱异味（所有项目）

S 部分运营商报告在停场或存储期间客舱出现异味。分析结论认为，当飞机停场或存储时，TRU 上可能出现异常灰尘积聚，导致设备过热，进而失效或故障。

ATA 24 镍镉电池——更换（所有项目）

C 主电池容量可能因飞机停场期间反复断开和重新连接而降低。因此，需要在规定时间内恢复这些电池的容量。

已发布以下文件以供取消：

• A380：AOT A24R009-20；A330/A340：AOT A24L007-20；A320 系列：AOT A24N006-20
• A350：OIT 999.0061/20；WB：OIT 999.0063/20

AD 2023-0196 已发布，以取代 AD 2020-0274。在此框架下，为符合安全要求（关于电池容量水平），须定期进行恒流充电。

AD 2023-0196 足以满足安全要求合规。然而，AMM 的新修订也已启动，以符合认证要求——其对电池容量水平的要求比安全要求更为严格。新的更换建议将要求：对于所有镍镉电池件号，当停场和存储期超过 6 个月或更短（取决于停场/存储地点的外界大气温度 OAT）时，须在恢复服务前更换电池。

更多说明见 ISI 24.00.00046。

23

AIRBUS CUSTOMER SERVICES 停场与存储 / 恢复服务总结函

2024年3月

ATA 25 停场/存储期间客舱残余压力（所有项目）

R 残留压力警告系统在飞机停场或存储期间可能无法正常工作。因此，为避免因客舱内残余压力导致乘客门高能开启，请在进入飞机前确保：

• 未连接空调地面设备。

• 可以打开向内开启的门（例如：例如电子设备舱门）。

• 详情请参阅 ISI 00.00.00379。

ATA 25 在高湿度环境下保存客舱（所有项目）

A 有关在当前 AMM 第 10 章程序基础上，增加高湿度环境保存飞机程序的详细说明，请参阅 ISI 00.00.00379 第 6 段。

为支持将此程序纳入 AMM 第 10 章，空客请求客户通过 TechRequest 或 FAIR-ISP Item 20.0145”停场期间客舱湿度过高”提供使用反馈，所需数据详情列于 ISI 00.00.00379。

ATA 25 干冰运输（所有项目）

A 空客经常被要求就固体 CO₂（干冰，ICE）空运问题表明立场。以下文件已更新：ISI 25.50.00011 和 OIT 999.0085/20，用于告知运营商空客关于在下层货舱（通风和非通风）以及主舱（如适用）运输干冰的立场。

ISI 00.00.00370 用于反映 EASA（2020年12月17日）关于客舱干冰运输的指南。

ISI 00.00.00390 用于为运输大量干冰时的驾驶舱和客舱人员提供通用指南。

24

AIRBUS CUSTOMER SERVICES PARKING & STORAGE / RETURN TO SERVICE SUMMARY LETTER

MARCH 2024

ATA 25 应急定位发射机（ELT）天线振子丢失（除 A330/A340 外的所有项目）

E LT 天线振子丢失已在 ISI 25.65.00042（现已取消并由 TFU 25.65.00043 替代）中说明。然而，如果特定飞机从未执行过相应的 MPD 任务，空客建议利用当前停场时间执行该任务，并在下次维护时机完成，优先选择在接近恢复服务（RTS）时进行，以降低 ELT 天线故障和零件脱落（PDA）风险。

ATA 25 乘客座椅安全气囊电子模块总成（EMA）故障（所有项目/选装设备）

S 部分运营商报告了多起飞机停场或存储后 AMSAFE EMA（电子模块总成）电池不工作的案例。根本原因分析表明，配备 AMSAFE EMA”NextGen”的乘客座椅存在电池耗尽风险，该模块含有锂电池，在停场和存储期间暴露于高温环境下。更多详情和补充建议请参阅 ISI 00.00.00379 和 AMSAFE VSB 14518-25-01。

ATA 25 座椅清洁和消毒剂使用（所有项目）

I 在 COVID-19 研究框架下，部分测试结果表明座椅软材料（织物和皮革）可能受到 AMM/MP 中未批准的消毒剂影响。在某些情况下，材料在测试后无法满足可燃性认证要求。提醒严格遵守 AMM/MP 程序。

25

AIRBUS CUSTOMER SERVICES PARKING & STORAGE / RETURN TO SERVICE SUMMARY LETTER

MARCH 2024

ATA 26-2x 停场和存储后发动机/APU 管路无堵塞检查（所有项目）

E 停场超过 1 个月和存储后的发动机灭火管路无堵塞检查现已列为 RTS 要求，以确保灭火管路未堵塞，且在发生火灾时系统能正常工作。

ATA 26-24 便携式 Firex 长时间高温暴露后失效（所有项目/件号 P3APP003010A、P3APP003010B 和 P3APP003010C）

U mlaut engineering GmbH 作为 EN-HAFEX（哈龙替代灭火器）制造商，进行了工程测试，将 EN-HAFEX 暴露于高温（> +65°C，对应 OAT > +50°C）下数天，以模拟长时间存储阶段。测试表明，在这些条件下 EN-HAFEX 可能因阀门堵塞而失效。

Umlaut 发布了 VSB P3VSB000003 C 版，用于检查和更换受影响零件（不仅限于停场/存储飞机），EASA 发布了 SIB 2021-14 和 AD 2021-0185，空客分发了 OIT 999.0054/21，包含 Umlaut VSB 及商业政策和 EASA AD 查询邮箱。

ATA 26-25 在高温环境下长时间停场或存储的飞机卫生间 Firex 瓶释放（所有项目）

F AA 收到多起卫生间灭火瓶释放的报告。因此 FAA 发布了运营安全警示（SAFO 21003），提醒在高温环境下长时间停场或存储的飞机恢复服务维护检查中检查卫生间灭火瓶的重要性。

在空客侧，RTS 任务要求现在对停场和存储均需检查卫生间 firex 瓶压力。

注：近期空客也收到了类似报告。我们谨提醒运营商，在 RTS 前检查卫生间灭火瓶压力的重要性。

26

AIRBUS CUSTOMER SERVICES PARKING & STORAGE / RETURN TO SERVICE SUMMARY LETTER

MARCH 2024

ATA 27 缝翼活动减震器（A350 项目）

A s part of the preventive maintenance before RTS, a new method to check on ground the condition of flap moving damper fluid level accumulator has been made available The monitoring via ACMS is part of TFU 27.54.00.020, and available through Airman as described in ISI 27.54.00061. On top of this ACMS monitoring which is only possible after a few flights, a preventive maintenance procedure on ground has been added in the ISI 27.54.00061 through a formula to use prior RTS or between short flights to prevent AOG situation.

ATA 27 电动备用液压作动筒（EBHA）（A350 项目）

P ost parking and storage, some EBHA removals have been reported. Prior Return to Service, it is recommended to perform operational check and FCGS ground scanning after power-up to detect faults related to EBHA electrical motor.

Also, in parking mode, Airbus recommend to pressurize the Yellow hydraulic system every 7 days for at least 2 minutes to reduce the probability of occurrence.

Information, preventive and troubleshooting recommendations are provided in ISI 27.64.00020.

27

2024年3月

停场与存储 / 恢复运营摘要函

ATA 28 燃油微生物污染预防（所有项目）

S ome engine manufacturers (OEM) have issued statements restricting the use of Kathon TMFP1.5. Further to the Covid-19 pandemic leading to the unprecedented level of parking and storage of aircraft worldwide, Airbus issued OIT 999.0049/20 to remind the best practices to prevent microbiological growth during the parking and storage period.

Information provided in this OIT is also available in the AMM.

ATA 28 Kathon™ FP1.5 杀菌剂的使用（A320 项目）

GE 及其关联合资企业（CFM 和 Engine Alliance）已禁止在其发动机型号上使用 KathonTM FP1.5。

Airbus 已删除 AMM TASK 28-11-00-600-010-A01 和 AMM TASK 28-11-00-600-010-A03，并创建了新的 AMM TASK 28-11-00-600-018-A 和 AMM TASK 28-11-00-600-019-A，错误地重新引入了不排燃油应用 KathonTM FP1.5 预防性处理程序及相关公式。如临时修订 28-005 中所述，此公式不应使用。这些 AMM 程序已在 2020 年 11 月修订版中更新。更多详情请参阅 OIT 999.0060/20 和 OIT 999.0053/19。

杀菌剂施用程序变更（所有项目）

I mprovements have been implemented in the biocide application procedures:

• Enhancement of some AMM and MP tasks for biocide application.

• Removal of biocide application means using premixed fuel with biocide keeping the use of metered injection rig as the only way to perform biocide.

• removal of FUELSTAT RESINAE PLUS test kit.

• More information are available in OIT 999.0027/21 and especially on the details regarding AMM/MP updates.

配平油箱泵间歇性故障（A380 项目）

S ince beginning of COVID, Airbus noticed A380 trim tank pump faults following extended time on ground between A380 operations.

Long periods of inactivity where the Trim Tank has low fuel levels may induce a loss of priming due to fuel being gradually replaced by air

More information are available in ISI 28.00.00172.

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2024年3月

TECHNICAL

ATA 29 液压电源

ATA 29 液压油箱液位检查（所有项目）

A Reservoir fluid level check at 7-Days and/or 15-Days must be performed as part of the parking procedures ground check intervals. Airbus is able to support operators via RDAF (to be requested via TechRequest) to perform these checks at 1-Month interval. Details are available in ISI 29.00.00213.

ATA 29 液压油分析（所有项目）

F luid sampling is required during the Return to Service (RTS) task after storage period. Airbus can provide RDAF to support when the following deviations are required: - If the hydraulic sampling results are not available at RTS.

• If the fluid sampling has been done up to 6 months before RTS. Additional details are available in ISI 29.00.00213.

In addition, please note that OIT 999.0051/21 has been released in order to reduce the allowable limit of hydraulic fluid acidity from 1.5 to 1 mgKOH/g. The AMM will be updated from Jan 2022 to June2022. Laboratories may not have yet taken into account this reduced tolerance change because the hydraulic fluid specification NSA307110 is not yet updated (expected update by Q2 2022), hence it is recommended to carefully check that the given value and the given limit are in accordance with AMM procedure. More details can also be found in the safety article accessible under the following link: https://safetyfrst.airbus.com/good-quality-hydraulic-fuid-for-safe-operations/

ATA 29 液压程序改进 – 停场与封存（所有项目）

液 压油取样 关于飞机停场或封存期间的重复检查任务，空客将引入新的液压油取样任务，周期为24个月。目的是确保MPD时钟不会停止，且液压油能够保持其性能。

液 压系统防护

对于停场超过1年的飞机，空客将取消检查液压部件外部渗漏的步骤。若此任务在技术文档修订前需要执行，空客可通过RDAF（通过TechRequest申请）为运营商提供偏离此任务的支持。

空客客户服务部 停场与封存 / 恢复服役摘要函

2024年3月

ATA 30 防冰保护建议（A320Neo / A350）

A320neo - Leap-1A

部 分运营商报告称，停车后ENG X A.ICE与NAI VLV PRSOV故障相关的ECAM警告日益频繁，空客不反对运营商按照AMM TASK 30-21-00-710-802-A或AMM 10-11-00-555-804-A SUBTASK 10-11-00-710-060-B E.(5)，以比AMM推荐（少于1个月）更短的周期执行NAI测试。

A350 - Trent XWB

停 场/封存后，部分运营商报告了后续飞行中发动机整流罩防冰PRSOV阀门问题。为避免触发放行信息时进行不必要的拆换，建议遵循FCOM程序（提高N1至35%）或操作NAI按钮清除故障。更多详情请参阅ISI 30.21.00017。

ATA 31 打印机压纸滚轮故障（A320项目）

部 分运营商报告在炎热潮湿条件下（外界气温（OAT）高于30°C且外界湿度等于或高于80%），A320系列飞机的打印机拆换率较高。在这些条件下，打印机的压纸滚轮可能软化损坏，导致卡纸。AMM在2021年8月修订版中已更新，包含以下内容：

• 封存时：拆下打印机；
• 停场时：拆下打印机或每15天进行一次定期检查。

ATA 32 仅在封存状态下对起落架收放系统和自由下落系统进行功能测试（所有项目）

根 据封存程序，起落架收放功能测试需要每6个月进行一次，并在恢复服役任务时执行。空客能够通过RDAF（通过TechRequest申请）为运营商提供支持，仅在恢复服役时执行这些测试。详情请参阅ISI 32.00.00178。

ATA 32 封存超过4个月时更换所有机轮（所有项目）

以 A320系列为例：AMM任务10-30-00-554-005-A“封存期超过4个月后恢复运行”要求将所有机轮从飞机上拆下，并根据供应商说明送至车间检查。

空客能够通过RDAF（通过TechRequest申请）为运营商提供支持，使机轮/轮胎组件在地面超过4个月后仍保留在机翼上（详情请参阅ISI 32.41.00102）。检查结果现可通过“轮毂轴承检查”应用程序报告。该Skywise应用程序为航空公司提供额外的成本节约优势并简化数据交换。

Skywise轮毂轴承检查应用程序有助于集中和整合数据，使空客能够研究对某些检查要求的缓解可能性，否则将面临巨大挑战。航空公司由此获得显著的成本节约收益，原因是：

• 每个飞机减少约50%的机轮检查；
• 减少机轮更换（取决于检查结果）；
• 减少所需航空公司资源；
• 通过应用程序提供的数字化流程实现高效的反应性支持。

ATA 32 虚假放行信息（NO GO）（A350项目）

停 场/封存后，部分A350运营商报告称若飞机在制动蓄能瓶压力较低的情况下通电，在推车后或推车过程中会出现虚假的放行信息（NO GO），导致延误。

若飞机在恢复服役前通电时制动蓄能瓶处于琥珀色区域，建议在通电后对BSCS1和BSCS2执行BITE扫描，以确认BSCS中没有故障锁定（MP任务A350-A-45-45-XX-00002-345A-A）。更多信息请参阅TFU 32.43.00.032。

ATA 32 停场状态下满1年时的收放自由下落（REFF）要求（所有项目）

当 飞机停用超过一年时，收放系统内部的摩擦可能会增加。通过定期执行正常动力起落架摆动测试（在AMM更新过程中每3个月一次），可使润滑脂在系统内分布。然而，这可能不足以确保应急系统没有问题。在此阶段，空客无法就此要求提供缓解措施。

若飞机停场超过12个月，则需按照AMM在满1年时执行起落架自由下落功能测试。空客已研究了延长应急测试间隔的可能性，更多详情请参阅ISI 32.00.00178。

ATA 32 轮毂和刹车腐蚀

部分位于高湿度环境下的运营商报告称，在重新投入服务时发现轮毂和刹车以及部分子组件存在腐蚀问题。空中客车公司需要获得更多反馈和信息以评估此问题的影响。详情请参阅 ISI 32.40.00066。

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空中客车客户服务 停场与存储 / 重新投入服务摘要函

2024年3月

ATA 32 机载燃油条件下的飞机牵引（所有项目）

近期关于超重牵引（即按照 AMM/MP 中维护作业允许的飞机重量进行超重牵引）的申请数量有所增加。为在此期间支持机队运营，现可接受执行最多 500 次额外的推回或前向启动/停止牵引动作，飞机重量不超过最大滑行重量（Maximum Ramp Weight）的 75%。

关于可能的 RDAF 及更多信息的详细信息请参阅 ISI 32.00.00178。

ATA 32 起落架腐蚀防护（A320 系列/A330/A340/A380 项目）

部分运营商在检查期间报告了起落架腐蚀问题。

空中客车公司针对执行 AMM 10-10-00 停场和存储程序时起落架和轮毂的防护新增了一些建议。相关程序适用于 A320 系列/A330/A340/A380。

更多信息请参阅 ISI 32.00.00178 和 ISI 10.00.00024，其中涉及一些议题，例如连接螺栓腐蚀、起落架传感器、起落架润滑管路腐蚀等……

需注意的是，对于所有项目，AMM 将进行更新，要求在进入停场状态时对所有起落架进行润滑。更多详情请参阅 ISI 32.00.000178。

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空中客车客户服务 停场与存储 / 重新投入服务摘要函

2024年3月

ATA 33 电瓶容量测试（所有项目）

对 EPSU（应急电源装置）、ASPSU（自主备用电源装置）和 SRPSU（滑梯释放电源装置）检测为不可用的电瓶多次执行容量测试，可能导致电瓶损坏甚至爆炸。

在此提醒，在电瓶容量测试失败后不要重复执行测试。更多信息请参阅 OIT 999.0075/20。

ATA 33 应急电源装置（EPSU）放电（所有项目）

部分运营商报告 EPSU 电瓶出现放电现象。

经调查，原因是未连接飞机地面电源时使用 EMER 灯光按钮点亮客舱。

相关建议现已可在 ISI 00.00.00379 中获取。

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空中客车客户服务 停场与存储 / 重新投入服务摘要函

2024年3月

ATA 34 大气数据探头（所有项目）

大气数据探头容易进入外来物（FOD）（例如在皮托管中发现昆虫）或进水（例如飞机清洗后静压管路进水）。在已报告的案例中，均未安装经批准的探头罩。

在此提醒，探头罩随每架飞机的飞行套件一起交付。如罩子缺失，空中客车公司特此通知各运营商：大气数据探头罩目前可通过 SATAIR 渠道获取。空中客车公司不建议使用未经批准的罩子，并可通过 TechRequest 请求 RDAF 为运营商提供支持。

根据对报告给空中客车公司的案例分析，停场/存储期间大气数据参数不可靠的最常见原因如下：

〉大气数据探头被 FOD 或水污染，原因是防护装置未正确安装

〉静压和全压管路冲洗后，快速断开接头（QD）未正确重新连接

〉在 ADM（大气数据模块）或 ISIS（集成备用仪表系统）断开连接的情况下，由于冲洗程序中注入的压力导致大气数据传感器损坏

〉飞机清洗时进水导致的 AOA 偏差（原因是防护装置未正确安装）

此外，空中客车公司指出，大多数事件——尤其是由于皮托管污染导致的不可靠空速（UAS）事件——目前发生在飞机短停期间（即 AMM ATA10 任务之外）。

更多信息请参阅 OIT 999.0048/20。

您还可以参阅 Safety First 文章：

https://safetyfirst.airbus.com/aircraft-parking-and-storage/ — — — https://safetyfirst.airbus.com/unreliable-airspeed-at-takeoff/

此外，关于 A320 冲洗和泄漏测试的演示视频可在 Airbus World 路径中找到：> 内容库 > 安全增强 > 维护视频

视频支持 AMM 程序冲洗与泄漏测试

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2024年3月

ATA 34 集成备用仪表系统（ISIS）（所有项目）

如果 ISIS 装置断电数天，启动后可能会遇到数分钟的空白显示。

恢复 ISIS 显示的正常工作状态，Thales/空中客车公司的建议如下：

• 将亮度调至最大值，按下 ”+” 按钮（白屏应已消失）

• 如亮度极低（夜间条件、黑暗环境），恢复正常光输入，请将外部光源指向 ISIS 光电池（正面）

• 原理：ISIS 屏幕最大亮度与环境亮度相关

• 将设备以高亮度接通电源超过一小时

• 降低背光亮度以验证白屏不再出现

• AMM/TSM 已更新以包含上述建议。相关信息可通过 ISI 34.22.00018 获取。

ATA 34 皮托管罩烧损（所有项目）

部分运营商报告了皮托管罩烧损的案例。可能发生两种情况：

• 皮托管罩烧损是因为飞机处于探头自动加热的条件，但未拆除皮托管罩。请严格遵循 AMM/MP 以避免这种情况。
• 皮托管罩烧损是由于设备故障（如探头加温计算机 PHC）导致的意外加温激活所致。此类情况较少见。

ATA 34 大气数据惯性基准组件（ADIRU）故障（A350 项目）

部分内部 ADIRU 微泄漏可能让环境空气进入内部腔体（主要由温度变化引起），当飞机在机坪露天停放时，会导致 ADIRU 故障。

为防止此类污染，内部 ADIRU 激光器需要定期通电。根据上述情况，以下 MP 任务已更新：

• 停放期间定期地面检查每 15 天一次（请参阅 MP 任务 A350-A-10-11-XX-03001-282A-A 停放定期地面检查； Close-up 部分）
• 存储期间定期地面检查每 1 个月一次（请参阅 MP 任务 A350-A-10-31-XX-05001-282A-A 存储定期地面检查； Close-up 部分）

并且已增加最小通电时长：

• 停放定期地面检查每 15 天一次，最小通电时长为 30 分钟
• 存储定期地面检查每月一次，最小通电时长为 1 小时。

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2024 年 3 月

技术文件

ATA 35 氧气

ATA 35 O2 软管压力检查（A380 和 A330 项目，配备 Hydraflow 32209 系列）

空客建议对配备 Hydraflow 32209 系列的飞机，在恢复使用（RTS）前执行以下 AMM 任务：

• AMM 任务 35-10-00-790-801-A - 机组低压氧气泄漏测试
• AMM 任务 35-21-00-790-802-A - 中压管路泄漏检查和保压测试

更多详细信息请参阅 TFU 35.00.00.028 和 TFU 35.10.00.016

ATA 36 设备早期拆换（所有项目）

部分运营商报告了在停放/存储期结束后 ATA 36 设备出现早期拆换的情况。为避免在车间出现”N/A”（无故障发现）的不必要的计划外拆换，OIT 999.0037/20 提供了在应用恢复使用（RTS）程序前应考虑的额外维护措施，这些措施先于故障排除手册（TSM）程序。

根据各自的经验，部分运营商已以低于建议值的间隔（如每 7、15 或 20 天）实施了 EBAS 操作测试、发动机试车和 OIT 建议。请参阅 OIT 999.0037/20 了解预防和故障排除建议的详细信息。

ATA 36 中压止回阀（所有项目）

继 FAA 针对竞争对手飞机平台发布的紧急适航指令 AD 2020-16-51 之后，该指令涉及近期报告的因发动机引气第五级止回阀卡阻在开启位置而导致的单台发动机空中停车事件，空客发布了 OIT 999.0055/20，为运营商提供在空客飞机上应考虑的信息和建议。

ATA 36 风扇空气活门（FAV）腐蚀（A320neo 和 A380 项目）

据向空客报告，在 A380 和 A320NEO 系列飞机的风扇空气活门（FAV）作动筒内发现腐蚀痕迹。这种腐蚀据信是由于 FAV 作动筒感压管内存在湿气所致。当感压管长时间未加压且飞机在恶劣环境条件下停放时，连接至风扇空气活门的感压管的当前安装方式可能导致湿气进入风扇空气活门作动筒。更多详细信息请参阅 OIT 999.0037/20。

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AIRBUS CUSTOMER SERVICES 停放与存储/恢复使用摘要函

2024 年 3 月

技术文件

ATA 38 水/废水

ATA 38 真空发生器（所有项目）

部分运营商报告，尽管在 RTS 期间按 AMM 执行了预防性测试，真空发生器在恢复使用后不久即发生故障。

空客建议执行 ISI 00.00.00379 中详述的一些附加任务。

这些故障已在 A320 系列飞机上报告，但建议在其他项目上也报告类似情况，因为设计相似。

ATA 46 飞机通信寻址和报告系统（ACARS）（所有项目）

部分运营商报告，因在飞机停放或存储期间检测到数据链传输，而被数据链服务提供商（DSP）收费。

这种数据链传输与 ACARS 系统运行期间的正常”ACARS 链路请求”相关，也与在停放和存储维护任务/操作期间产生的任何 ACARS 报文相关。

为避免这种情况，空客建议在停放和存储期间禁用数据链系统，并在飞机恢复使用（RTS）前重新启用。更多详细信息和程序请参见 ISI 46.21.00124。

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AIRBUS CUSTOMER SERVICES 停放与存储/恢复使用摘要函

2024 年 3 月

ATA 49 辅助动力装置（霍尼韦尔 APU）

部分运营商报告 APU 在闲置约两周后出现卡阻。请注意，ISI 49.00.00092 文章已修订，通知运营商在湿度高于 40% 等恶劣条件下可每 7 天运行一次 APU。

ATA 52 舱门噪音（A350 项目）

收到多份报告，称飞机解除停场/封存状态后数个飞行循环后发生舱门噪音事件。当舱门长时间关闭后再次打开时，密封件可能在一定时间内保持变形。因此，空客建议在停场/封存后至少两小时内打开所有客舱门，或在发生噪音事件后按照以下引用的 TFU 中描述的替代缓解措施，以帮助压力密封件上部恢复其原始形状。

请参阅 TFU 52.10.00.045（PAX Door 1&4）和 TFU 52.10.00.038（PAX Door 2&3）了解更多详情。

ATA 52 - 客舱门 - 阻尼器和紧急打开作动筒（DEOA）低压（A320 和 A330/A340 项目）

多起客舱门 DEOA 低压事件在停场/封存期后被报告给空客。根据 AMM，在飞机恢复使用前无需检查连接到 CIDS 的客舱门 DEOA 氮气瓶压力水平。如果压力水平在停场/封存期间已达到切换值，舱门关闭时将在 FAP 上触发警告，可能造成延误。因此，空客建议在停场/封存后检查所有客舱门 DEOA 氮气瓶的压力水平。请参阅 ISI 52.10.00051 了解 DEOA 维护注意事项。

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AIRBUS CUSTOMER SERVICES 停场与封存 / 恢复使用摘要函

2024 年 3 月

滑梯缝分离（A380 项目）

部分运营商报告了在检修期间（仅限机身和腹鳍整流罩滑梯）发生多起滑梯缝分离事件，原因是新冠疫情期间长期停场和封存。为防止此问题发生，空客正在更新与停场和封存相关的 AMM，并请求在飞机在一定时期内保持不运营的情况下拆除机身滑梯。

更多详情和附加建议可在 AMM 修订版中找到（提前副本可应请求提供）

进水/潮气侵入防护（除 A350 外的所有项目）

为改进 AMM 程序并限制潮气侵入吊舱/发动机区域，空客决定在封存期间对吊舱上的预冷器格栅和通风排气口进行封堵。请参阅“技术数据”章节了解技术出版物实施日期。

40

AIRBUS CUSTOMER SERVICES 停场与封存 / 恢复使用摘要函

2024 年 3 月

概述

运营商有责任按照 AMM 中描述的方式应用发动机和 APU 防护方法，或在有任何偏差时请求发动机或 APU 制造商的支持（请参阅 ISI 10.00.00008 联系列表）。如果发动机或 APU 制造商无法支持偏差，空客可能能够制定定制化解决方案，以使机身要求与发动机和/或 APU OEM 要求保持一致，详情可应请求提供。更多详情请参阅 ISI 71.00.00075 和 ISI 10.00.00005。

ATA 7x 停场期间发动机拆下 - 例外情况（所有项目）

停场/封存网络研讨会强调，只要在一个月内重新安装可用发动机以进行发动机试车，发动机可以在停场程序期间拆下。这对空客而言属于特殊情况可接受，应通过 TechRequest 提出申请。

ATA 71 进气口唇口蒙皮腐蚀（所有项目）

部分航空公司报告在覆盖物下方出现进气口唇口蒙皮腐蚀。关于进气口腐蚀的建议见 ISI 71.00.00075，其中详细说明了三种可用的进气口唇口蒙皮防护方案（短期、长期以及在无防护产品可用的情况下）。此外，在进气口隔音板上安装干燥剂袋时，应仔细遵循建议，将干燥剂袋安装在吸湿垫上，以防止干燥剂袋下方产生腐蚀。

41

AIRBUS CUSTOMER SERVICES 停场与封存 / 恢复使用摘要函

2024 年 3 月

ATA 71 进气口唇口蒙皮腐蚀修复方案（IAE - V2500）

针对进气口唇口蒙皮腐蚀问题，供应商结构修理手册（SRM）已更新，以提供更多损伤容限和翼上解决方案。该发动机短舱 SRM 可在 COLLINS 网站上找到。

ATA 72 因压力子系统（PSS）故障导致推力控制丧失的风险（A320Neo - LEAP-1A）

部 分配备 LEAP-1A 发动机的 A320neo 系列飞机运营商报告，在飞机经过长期存储后恢复服役时，因 P0、PS3 和 P3B 故障导致 PSS 拆换的情况。恢复服役（RTS）时未解决的故障可能导致推力控制丧失的潜在风险。CFM 和空客修订了存储定期地面检查（10-12-00-553-802-A）的 AMM 程序，要求在非收入飞行后、恢复服役前进行 FADEC 测试和慢车运转测试。执行 FADEC 测试和慢车运转测试将能够检测到与存储条件相关的 PSS 故障，从而在恢复服役前排除隐患。

ATA 72 发动机维护建议（A320 - V2500）

多 家 A320 V2500A5 发动机运营商报告，在恢复服役后不久即出现与 LPC 2.5 引气故障相关的压缩机叶片故障。空客提醒，对于任何在超过 31 天后恢复运行的发动机，必须按照 AMM Task 72-00-00-600-011-A 对 LPC 引气活门机构进行润滑工作（Subtask 71-00-00-550-055-A）。此外，空客鼓励运营商考虑对保存期少于 31 天的发动机也执行此润滑工作（Subtask 71-00-00-550-063-A）。

ATA 78 反推腐蚀（A320 - V2500）

对 于配备 V2500 发动机的 A320 系列飞机，运营商报告反推和移动式整流罩的腐蚀发现有所增加。请参阅 ISI 78.30.00.087 获取更多建议。

42

空客客户服务 停场存储/恢复服役总结函

2024 年 3 月

ATA 79 滑油加注（所有项目）

在 一起因滑油过度加注导致的发动机空中停车（IFSD）事件中，调查发现发动机滑油系统内部泄漏导致向发动机滑油箱多次过量补加滑油。轻微的滑油过度加注不会对发动机运行产生不利影响。然而，严重过度加注可能导致运行过程中滑油温度过高，进而可能引发空中停车（IFSD）。

我们建议所有运营商在停场/存储期间若发现发动机滑油箱滑油量异常，请联系空客和/或发动机厂家。请参阅 ISI 71.00.00075 获取更多建议。

ATA 7x 探头堵塞（所有项目）

部 分运营商报告特定发动机上的 T20 探头出现堵塞，在某些情况下可能导致多台发动机推力丧失。运营商应按照 AMM/MP 的相关存储说明进行操作，并确保在停场/存储期间正确保护发动机探头。作为解除存储的一部分，务请严格遵循 AMM/MP 程序，在恢复服役前检查发动机控制探头和传感器的正常功能。您也可参阅 ISI 71.00.00075。

停场和存储后，提醒飞行机组遵循 SOP，并在起飞期间监控和确认发动机性能达到预期。按照 SOP，PM 必须检查

43

空客客户服务 停场存储/恢复服役总结函

2024 年 3 月

技术

停场或存储期后报告的问题意识

所有项目

ATA	问题	注释
10	鸟巢筑窝	参见专门章节
10	盖罩不可用	联系 Airbus/Satair
10	腐蚀	参见专门章节
12	ELT 发射	参见专门章节
12	客舱手持电话损坏	参见专门章节
24	NiCad 蓄电池更换	参见专门章节
24	A350 蓄电池放电	参见专门章节
24	客舱 TRU 异味	参见专门章节
25	座椅清洁及消毒剂使用	参见专门章节
25	客舱残余压力	参见专门章节
25	ELT 天线丢失	参见专门章节
25	旅客座椅安全气囊电池耗尽	参见专门章节
26	Umlaut 便携式灭火瓶失效	参见专门章节
26	盥洗室灭火瓶释放	参见专门章节
27	飞行控制 - EBHA (A350 项目)	参见专门章节
27	襟翼活动阻尼器 (A350)	参见专门章节

AIRBUS CUSTOMER SERVICES 停场与存储 / 恢复服务摘要函

2024 年 3 月

技术

停场或存储期后报告的问题意识 所有项目（续）

。

	ATA	问题	注释
	28	A380 配平油箱泵故障	参见专门章节
	31	打印机压纸辊故障 (A320)	参见专门章节
	32	起落架腐蚀	参见专门章节
	33	EPSU、ASPSU、SRPSU 蓄电池损坏	参见专门章节
	33	EPSU 放电	参见专门章节
	34	RTO/IFTB 增加	参见专门章节
	34	皮托管内异物	参见专门章节
	34	皮托管罩烧毁	参见专门章节
	36	引气故障	参见专门章节
			p
	38	真空发生器故障	参见专门章节
	46	ACARS 未关闭	参见专门章节
	49	APU 卡滞 (Honeywell APU)	参见专门章节

45

AIRBUS CUSTOMER SERVICES 停场与存储 / 恢复服务摘要函

2024 年 3 月

ATA	问题				注释
52	门噪声事件 (A350)			参见专门章节
52	DEOA 低压 (A320/A330/A340)			参见专门章节
52	滑梯缝隙脱离 (A380)			参见专门章节
7x	探头堵塞			参见专门章节
71	进气口腐蚀			参见专门章节
72	LEAP-1A 压力子系统故障			参见专门章节
72	压气机叶片 (A320	– V2500)		参见专门章节
78	V2500 推力反向器腐蚀			参见专门章节
79	发动机滑油加注过量			参见专门章节

46

05

AIRBUS CUSTOMER SERVICES 停场与存储 / 恢复服务摘要函

2024 年 3 月

Provided that no deviation to AMM/MP chapter 10 occurred and following AMM/MP procedures conducted for aircraft returning to service, the aircraft will be considered ready for flight.

只要未发生 AMM/MP 第 10 章偏差，且按照 AMM/MP 程序完成了飞机恢复服务，则该飞机可视为已做好飞行准备。

Airbus provides recommendations, guidelines and reminders for the Flight Operations in the RTS context. These include:

空客在恢复服务情境下提供飞行运营方面的建议、指导原则和提醒事项，包括：

1. Strict adherence to the Standard Operating Procedures (SOP), with particular attention to some procedures (e.g. exterior walkaround)

2. 严格遵守标准操作程序（SOP），特别关注某些程序（如外部绕机检查）

3. MEL/CDL management: e.g. possibility to request Approved Deviation to the OSD-MMEL (ADOM) For more details, refer to the “ISI 00.00.00377 Aircraft Return to Service - Flight Operations Guidelines ”.

4. MEL/CDL 管理：例如，可申请对 OSD-MMEL 的批准偏差（ADOM）。更多详情请参阅”ISI 00.00.00377 飞机恢复服务 - 飞行运营指南”。

Airbus provides also additional Flight Operations information in the following materials:

空客还在以下材料中提供额外的飞行运营信息：

1. Aircraft Return to Service - Flight Operations Guidelines webinar Jun 2020 (ISI 00.00.00377)

2. 飞机恢复服务 - 飞行运营指南网络研讨会 2020 年 6 月 (ISI 00.00.00377)

3. Airbus/Navblue Flight Operation Week Dec 2020 - Day2: Return to Service (Presentations and Q&A)

4. Airbus/Navblue 飞行运营周 2020 年 12 月 - 第 2 天：恢复服务 （演示文稿及问答）

5. AirbusWIN (Airbus Worldwide Instructor News, https://www.airbus-win.com/): videos such as “What about the Exterior Walkaround” and “The Power of Monitoring” You can also contact your Airbus Flight Operation Support Director (FOSD) for additional support.

6. AirbusWIN（空客全球教员新闻，https://www.airbus-win.com/）：视频如”外部绕机检查怎么样”和”监控的力量”。如需额外支持，您也可以联系空客飞行运营支持总监（FOSD）。

Airbus received reports of flight crews who are using their personal boomsets/headsets in the cockpit, for hygienic reasons. Flight crews must use only Airbus certified boomsets/headsets. Non-certified boomsets/headsets can lead to safety risks which could compromise flight operations (e.g. interferences, incompatibility with the aircraft audio system, risk of not hearing radio altitude auto-callouts or master caution/warning audio due to inappropriate noise reduction). All Airbus’ boomsets available in the Airbus catalogue are certified in accordance with CS25 requirements, including laboratory tests and flight tests. Airbus as an OEM would like to emphasize the importance of verifying the certification status of any particular boomset model. Airbus does not recommend or authorize the use of non-certified boomsets. The list of certified cockpit audio equipment is available in ISI 23.51.00003 article.

Airbus 收到报告称，出于卫生原因，飞行机组正在驾驶舱内使用个人耳机/头戴式耳机。飞行机组必须仅使用空客认证的耳机/头戴式耳机。非认证耳机/头戴式耳机可能导致安全风险，可能危及飞行运营（例如：干扰、与飞机音频系统不兼容、可能因不适当的噪音衰减而听不到无线电高度自动播报或主警戒/警告音频）。空客目录中提供的所有耳机均已按照 CS25 要求进行认证，包括实验室测试和飞行测试。空客作为原始设备制造商（OEM）强调验证任何特定型号耳机认证状态的重要性。空客不建议或授权使用非认证耳机。经认证的驾驶舱音频设备清单见 ISI 23.51.00003 文章。

48

AIRBUS CUSTOMER SERVICES 停场与存储 / 恢复服务摘要函

2024 年 3 月

Airbus offers two programmes to help operators keep their pilots’ license current, namely recency training course and newly launched Airbus Pilot Relaunch Programme (APRP).

Airbus 提供两个项目来帮助运营商保持飞行员执照有效性，即近期飞行训练课程和新推出的空客飞行员重启计划（APRP）。

APRP is a highly customisable program that enables Airbus pilots to train and reinforce operational fundamentals after a long interruption of flying activities. Appropriate training scenarios and exercises could be arranged to meet the airline’s recency/refresher training requirements. More information on APRP and recency training course can be found on https://services.airbus.com and with your dedicated Airbus training managers.

APRP 是一个高度可定制的项目，使空客飞行员能够在长期中断飞行活动后进行训练并加强运营基础。可以安排适当的训练场景和练习，以满足航空公司的近期/复习训练要求。有关 APRP 和近期训练课程的更多信息，请访问 https://services.airbus.com 或联系您的专属空客培训经理。

Please note that Airbus does not provide guidance on the development of recurrent training standards and any subsequent constraints due to travel limitations. It is advisable to consult local regulators to evaluate the applicability of any deviations in the company training policy.

请注意，空客不提供关于制定复训标准的指导，也不提供因旅行限制而产生的任何后续约束建议。建议咨询当地监管机构，以评估公司培训政策中任何偏差的适用性。

Developed by the Airbus Flight Test department, the Technical Flight Familiarization (TFF) course provides Flight Crew Knowledge, Skills and Attitudes (KSA) in order to safely and efficiently perform a Maintenance Check Flight (MCF). This technical flight can be requested by local authority, company policy or to perform a landing gear free fall test in flight in replacement of an aircraft jacking.

Developed by the Airbus Flight Test department, the Technical Flight Familiarization (TFF) course provides Flight Crew Knowledge, Skills and Attitudes (KSA) in order to safely and efficiently perform a Maintenance Check Flight (MCF). This technical flight can be requested by local authority, company policy or to perform a landing gear free fall test in flight in replacement of an aircraft jacking.

由空客飞行测试部门开发的飞行技术熟悉（TFF）课程提供飞行机组知识、技能和态度（KSA），以安全有效地执行维护检查飞行（MCF）。此技术飞行可应当地当局、公司政策要求而进行，或用于在空中执行起落架自由坠落测试以替代飞机顶升。

This course is applicable for all programs, the duration is 5 days and the refresher is 1 day. Course is located in Toulouse but other locations are possible on request.

本课程适用于所有项目，培训时长为 5 天，复训为 1 天。课程地点在图卢兹，但可根据要求安排其他地点。

In case you are interested, please go to https://services.airbus.com for more information or contact karine.delibes@airbus.com

如有兴趣，请访问 https://services.airbus.com 了解更多信息或联系 karine.delibes@airbus.com

49

AIRBUS CUSTOMER SERVICES 停场与存储 / 恢复服务摘要函

2024 年 3 月

Since aircraft have been returning to service following storage, there has been an increase in reports of unreliable airspeed situations.

Since aircraft have been returning to service following storage, there has been an increase in reports of unreliable airspeed situations.

自飞机存储后恢复服务以来，不可靠空速情况的报告有所增加。

The purpose of FOT 999.0020/21 is to highlight that it is essential to actively monitor the airspeeds during every takeoff roll, in order to detect any unreliable airspeed situation as early as possible. In case of unreliable airspeed, the crew is expected to safely reject the takeoff.

FOT 999.0020/21 的目的是强调，在每次起飞滑跑过程中积极监控空速至关重要，以便尽早发现任何不可靠空速情况。一旦出现不可靠空速，机组应安全地中断起飞。

Airbus recommend operators to address training items as described in OTT 999.0025/21 at the next recurrent training opportunity.

空客建议运营商在下次复训机会中处理 OTT 999.0025/21 中描述的训练项目。

For A320Fam Neo applications, please also refer to Technical Follow-Up (TFU) 00.00.00411 and FOT 999.0042/21 : OEB 59 Reinforce Speed Check for Rotation Mode. Cancellation of the OEB 59 is achieved by installation of ELAC standard L103+, refer to A320-27-1288, released on October 15th, 2021, and Retrofit Information Letter (RIL) ref. SA27M21003034. Installation of this ELAC standard is mandated by EASA AD ref 2022-0028.

对于 A320Fam Neo 应用，另请参阅技术跟进（TFU）00.00.00411 和 FOT 999.0042/21：OEB 59 加强俯仰模式速度检查。通过安装 ELAC 标准 L103+ 可取消 OEB 59，参见 2021 年 10 月 15 日发布的 A320-27-1288，以及改装信息函（RIL）编号 SA27M21003034。安装此 ELAC 标准是 EASA AD ref 2022-0028 的强制要求。

另请参阅 Safety First 文章：

• • • https://safetyfrst.airbus.com/unreliable airspeed at takeof/

Due to COVID-19 crisis, a large number of commercial aircraft have been parked or stored and may be out of revenue service for an extended amount of time. Similarly, operators have been forced to reduce or even entirely suspend their ETOPS operations.

Due to COVID-19 crisis, a large number of commercial aircraft have been parked or stored and may be out of revenue service for an extended amount of time. Similarly, operators have been forced to reduce or even entirely suspend their ETOPS operations.

由于 COVID-19 危机，大量商用飞机已停场或存储，可能在很长一段时间内无法投入商业运营。同样，运营商也被迫减少甚至完全暂停其 ETOPS 运营。

The purpose of ISI 00.00.00395 article is to provide guidance on applicable requirements and means of compliance to manage:

ISI 00.00.00395 文章的目的是提供关于适用要求和合规手段的指导，以管理：

• The suspension of ETOPS flights with continuation of non-ETOPS flights only, with the concerned

• 暂停 ETOPS 飞行，仅继续非 ETOPS 飞行，涉事

• The suspension of ETOPS flights with the grounding (parking or storage) of the concerned fleet of

• 暂停 ETOPS 飞行，并对相关机队进行停场（停放或存储）

• ETOPS aircraft.

• ETOPS 飞机。

50

AIRBUS CUSTOMER SERVICES 停场与存储 / 恢复服务摘要函

2024 年 3 月

Following a review by the EASA of the operational context for transport of cargo in passenger cabin, the EASA agency has concluded that the logistical challenges that arose in 2020 as a result of the COVID-19 crisis no longer exist to the same extent and that those guidelines do not apply anymore. The conditions for issuance of exemptions cannot be valid after July 31st 2022.

Following a review by the EASA of the operational context for transport of cargo in passenger cabin, the EASA agency has concluded that the logistical challenges that arose in 2020 as a result of the COVID-19 crisis no longer exist to the same extent and that those guidelines do not apply anymore. The conditions for issuance of exemptions cannot be valid after July 31st 2022.

经 EASA 审查客舱货物运输的运营环境后，EASA 机构得出结论：2020 年因 COVID-19 危机产生的物流挑战已不再同等程度存在，相关指南不再适用。豁免颁发条件在 2022 年 7 月 31 日之后不得生效。

参考文献文件：

• 2022年5月13日发布的 ISI 00.00.00370 — COVID-19 疫情期间的客舱货物运输方式

• EASA 法规：“客舱内货物运输 — 法规(EU) 2018/1139（基本法规）第71(1)条项下的豁免”，2022年4月11日发布

51

AIRBUS CUSTOMER SERVICES 停场存放 / 恢复运营总结信

2024年3月

CFM56-5B / LEAP 1A / V2500

本 发动机封存解决方案是为满足运营商在翼封存发动机的需求而开发的。该方案不仅快速且成本效益高，而且 FLASHPLUG® 比传统发动机封存方案更小巧、更易于操作。FLASHPLUG® 重量仅为700克，可折叠成小包装，便于放入飞行应急包中，也可通过普通快递文件信封寄送。机械员安装 FLASHPLUG® 所需时间不超过10分钟。如有任何问题，请通过空客零部件门户网站联系我们。

产品优势一览：

• 安装时间8分钟（单人操作）

• 成本低廉（比薄膜和胶带方案更便宜）

• 可重复使用（可多次安装）

• 特殊粘合剂配方（不会损坏漆面或留下残胶）

• 体积小、重量轻（可随飞行应急包打包）

53

AIRBUS CUSTOMER SERVICES 停场存放 / 恢复运营总结信

2024年3月

A320 / A330 / A350

为 解决起落架封存的客户需求，空客开发了一款高效的起落架保护罩。现有解决方案的痛点包括：

• 传统起落架覆盖方法会困住湿气，导致腐蚀。

• 覆盖罩安装不当可能导致动物筑巢

• 两人安装需耗时120分钟

• 不可重复使用，材料使用后成为废弃物

• 粘合剂可能留下残胶，造成漆面损坏风险

新款起落架保护罩可由一人在每条起落架8分钟内完成安装，该产品可重复使用，同时降低漆面损坏和动物筑巢的风险。如有任何问题，请通过空客零部件门户网站联系我们。

产品优势一览：

54

AIRBUS CUSTOMER SERVICES 停场存放 / 恢复运营总结信

2024年3月

CFM56 / PW1100G / LEAP 1A / V2500

当 发动机在结构检修期间被拆除时，需要在货舱内放置配重以确保飞机稳定。这大大限制了此区域的检查通道，并增加了周转时间以及资源配置的工作量。

发动机假体配重与某客户联合开发，包含重量钢板本地制造和组装，提供了一种便于运输、成本效益高的解决方案，可用于发动机舱已拆除状态下的停场和存放。该工具可通过 SATAIR 和空客零部件门户网站直接采购。

产品优势一览：

• 适用于所有 A320 系列发动机类型的独特解决方案

• 拆除1或2台发动机状态下移动、存放和封存飞机

• 配备吊装横梁和叉车，安全易于使用

• 客户可自行选择本地重量钢板制造商

55

AIRBUS CUSTOMER SERVICES 停场存放 / 恢复运营总结信

2024年3月

PW1100G（2024年底）

为 支持需要存放飞机的 A320 系列普惠发动机运营商，一款专用发动机假体工具正在开发中，以简化相关操作。该工具旨在安装在发动机位置，同时保留整流罩。该解决方案预计将于2024年底推出。

产品优势一览：

• 节省存放空间

• 在风扇和反推整流罩就位状态下移动、存放和封存飞机

• 假体发动机就位状态下可开合发动机整流罩

• 无需存放发动机整流罩

56

技术数据

2024年3月

技术数据

技术数据（所有项目）

您 将在本章中找到与停场存放 / 恢复运营相关的主要技术数据手册更新内容。

更新的技术数据手册清单按飞机系列管理，以便按机队类型提供概览，涵盖 A380、A350、A340、A330 和 A320 系列项目。

以下页面列出的每项任务均关联变更原因、简短技术说明以及在 Airbus World（AirnavX）上的发布日期。

58

AIRBUS CUSTOMER SERVICES 停场存放 / 恢复运营总结信

2024年3月

|---|---|---|---|---|---| ||||||| |24||10-30-00-554-806||||

AIRBUS CUSTOMER SERVICES 停场存放 / 恢复运营总结信

2024年3月

A330 项目（续）（待更新）

Technical ATA Task Rev Reason Change Topic

技术	ATA	任务编号	修订	原因	变更主题
客舱湿度与温度损坏	25	10-12-00-553-809	[10月21日]	参见 ATA 25 专用章节技术段落	设备（通风任务：内饰。开门）
进入停场/存储：新增 EMA（应急电动马筒）两种方法：保持连接或拆除 EMA	25	10-10-00-555-801	10月21日	模块组件改进（EMA）	25-21-58-000-801 25-21-58-400-801
RTO 停场 > 1 个月 & 乘客座椅	25	10-30-00-554-804 10-30-00-554-806	—	电子程序	RTO 存储：如已拆除：重新安装 EMA。如存储期间安全气囊保持连接：按压按钮进行 EMA 操作测试（含交叉参照）。（测试或 EMA 拆解无温度条件限制）
电缆保护	27	10-10-00-550-801	7月21日	存储期限说明	存储 > 1 年：如上次电缆润滑/检查完成时间不足 3 年，仅在进入存储时检查可见部分电缆（货舱、电子设备舱、非增压后部区域）。如上次电缆润滑/检查完成时间超过 3 年，则沿整根电缆全长进行润滑与检查。

---

60

空中客车客户服务 停场与存储/恢复服役摘要函

2024年3月

|---|---|---|---|---|---|---| |||10-12-00-553-809||||| |||||||| |||||||1|

---

空中客车客户服务 停场与存储/恢复服役摘要函

2024年3月

|---|---|---|---|---|---| |||||||

---

空中客车客户服务 停场与存储/恢复服役摘要函

2024年3月

|---|---|---|---|---|---| ||PGC|||||

---

空中客车客户服务 停场与存储/恢复服役摘要函

2024年3月

|||||||||||||||||||||技术数据|技术数据||| |---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---| ||||||||||||||||||||||||| ||||||||||||||||||||||||| ||||||||||||||||||||||||| ||||||||||||||||||||||||| ||A330|||项目（续）||||（待更新）**|||||||||||||||| ||||||||10-30-00-554-806||||||||||||||||| ||||||||10-30-00-554-804||||||||||||||||| ||||||||10-12-00-553-809||||||||||||||||| ||||||||54-50-00-200-824||||||||||||||||| ||||||||54-50-00-200-825||||||||||||||||| ||||||||54-50-00-200-821||||||||||||||||| ||||||增加额外||||||||||||||||||| ||||||RTO 时检查||||||||||||||||||| ||||||驾驶舱滑动||||||||||||||||||| ||||||测试||||||||||||||||||| ||||||腐蚀-||||||||||||||明确 CPC 或其他材料||||||||| |||||57||CPC - 机翼后||||||||101000-555-801|||||4月22日||||说明|||需涂覆的区域。其他涂覆||||||||| ||||||梁防腐保护||||||||||||||位置需明确说明||||||||| ||||||||||||||||||||||||| |||||||||||||||||||||||64||

---

空中客车客户服务 停场与存储/恢复服役摘要函

2024年3月

|---|---|---|---|---|---| |24||10-12-00-553-802||||

---

空中客车客户服务 停场与存储/恢复服役摘要函

2024年3月

A320 项目（续）（待更新）

Technical ATA Task Rev Reason Change Topic

Technical	ATA	Task	Rev Reason	Change Topic
客舱湿度和温度损坏	25	参见摘要信专门章节	8月	参见专门技术章节 ATA 25 设备
10-12-00-553-802	21	章节（通风任务：内饰。打开舱门）
进港停放/存储：新增2种EMA方法：保持连接或拆下EMA。	10-30-00-554-005
RTO 停放>1个月及旅客座椅	10-30-00-554-804
RTO 存储：若已拆下：重新安装EMA。若安全气囊在停放/存储期间保持连接：按压钮进行EMA操作测试（含交叉引用）。（测试或EMA拆装无温度条件限制）。	8月	程序改进	25	10-10-00-550-801
模块组件 (EMA) 测试失败	25-21-58-000-001
25-21-58-400-001
灭火瓶	8月	检查	新增复飞时灭火器检查	26
21	改进
进港 P&S 若以下情况需拆下灭火瓶：发动机/APU/货舱 OAT 预报>50°C + LDMCR；发动机和 APU >56°C；PGC	10-30-00-554-005
货舱灭火	10-30-00-554-804
灭火器	8月	程序改进	26	10-12-00-553-802
22		10-11-00-555-804
在7天内核查OAT预报并重装瓶体，复飞时测试。若发动机测试或PGC期间需APU，复飞时重新安装已拆的发动机和APU瓶体。	10-10-00-555-801
灭火管路	8月	程序改进	26	用DVI方法检查 firex 管路，替换103000_554_804处的管路检查
22			适用于APU和发动机
RTO 喷嘴。
存储>1年：若上次电缆润滑/检查<3年，仅	10-10-00-555-801
电缆保护	检查可见部分的电缆（货舱、	5月27日进入存储时	10-30-00-554-804
说明	21
期限	10-12-00-553-809
若上次电缆润滑/检查>3年，沿电缆全长润滑并检查

66

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2024年3月

|---|---|---|---|---|---|---|---|

AIRBUS CUSTOMER SERVICES 停放与存储 / 恢复使用摘要函

2024年3月

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AIRBUS CUSTOMER SERVICES 停放与存储 / 恢复使用摘要函

2024年3月

|---|---|---|---|---|---|---|---|

AIRBUS CUSTOMER SERVICES 停放与存储 / 恢复使用摘要函

2024年3月

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AIRBUS CUSTOMER SERVICES 停放与存储 / 恢复使用摘要函

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AIRBUS CUSTOMER SERVICES 停放与存储 / 恢复使用摘要函

2024年3月

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AIRBUS CUSTOMER SERVICES 停放与存储 / 恢复使用摘要函

2024年3月

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AIRBUS CUSTOMER SERVICES 停放与存储 / 恢复使用摘要函

2024年3月

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A350 项目（续）（待更新）

技术 ATA 任务编号 修订版 原因 更改内容 主题

A350-A-10-4X-XX-03Z ZZ-282Z-A 入库停场/封存：增加2种EMA处理方式：保持连接或拆除EMA。恢复使用 A350-A-10-4X-XX-00Z 恢复使用 A350-A-10-1X-XX-00Z 停场/封存程序 ZZ-282Z-A 改进 25 模块组件 A350-A-25-21-46-C00 气囊电子模块组件 ZZ-170Z-A 改进 如果在停场/封存期间气囊电子模块保持连接状态，则在恢复使用时需对EMA进行功能测试（参见交叉参考）。（测试或EMA拆除无温度条件限制）。 01-520A-A 02-720A-A 消防灭火 A350-A-10-4X-XX-00Z 检查 增加停场后恢复使用时的灭火器检查。 26 Jul 21 灭火瓶 ZZ-282Z-A 改进 将灭火器管路测试改为对消防管路喷嘴的详细目视检查。 A350-A-10-4X-XX-03Z 程序 26 管道检查 ZZ-282Z-A Jun 22 改进 适用于APU及所有发动机，罗尔斯·罗伊斯发动机除外。 APU消防 A350-A-10-4X-XX-03Z 管路对齐SA和LR项目：程序 A350-A-26-22-XX-00001-310A-A 恢复使用 A350-A-10-4X-XX-03Z Sep 添加APU消防检查步骤：停场存储期间检查， ZZ-282Z-A 22 改进 APU灭火瓶-出口分配管道 310A-A 详细目视检查 ZZ-282Z-A 与SA、LR的差异 A350-A-10-31-XX-05Z 排放口、出风口 恢复使用 A350-A-10-4X-XX-00Z 管道 25 程序 03Z 管道 26 Jul 22 ZZ-282Z-A 改进 如果外界气温预报：货舱+LDMCR > 50°C，发动机和APU > 56°C，则拆除灭火瓶。 A350-A-10-4X-XX-03Z 货舱/发动机/APU 恢复使用 ZZ-282Z-A 改进 灭火瓶 A350-A-10-11-XX-03Z 检查 ZZ-282Z-A 恢复使用 25 停场期间在第7天检查外界气温预报，如外界气温 > 50°C（发动机和APU瓶）或需要测试时重新安装瓶瓶；恢复使用 A350-A-10-1X-XX-00Z 重新安装已拆除的瓶瓶。 ZZ-170Z-A A350-A-10-4X-XX-03Z 飞行控制 襟翼翼尖刹车故障 A350-A-10-4X-XX-03Z 翼尖刹车 ZZ-282Z-A Sep 襟翼翼尖刹车 27 程序 故障 A350-A-10-4X-XX-000 恢复使用 21 改进 襟翼翼尖刹车测试 01-282A-A 增加在停场超过10天后的恢复使用时进行作动测试。

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|---|---|---|---|---|---|---|---| ||ATA|技术主题|任务编号|修订版|原因|更改内容|| ||29||A350-A-29-1X-XX-0|||||

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|---|---|---|---|---|---|---|

空中客车客户服务 停场与封存/恢复使用摘要函

2024年3月

|---|---|---|---|---|---|---|---| ||||||||| |||||||||

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|---|---|---|---|---|---| |||01-170A-A|||| ||恢复使用时进行目视检查|||||

空中客车客户服务 停场与封存/恢复使用摘要函

2024年3月

技术数据

|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---| ||||||||||||||||||||||||| ||||||||||||||||||||||||| |50项目（续）|||||（待更新）||||||||||||||||||| ||驾驶舱滑轨测试||||||||||||||||||||||| ||||||||||||||||||||||||| |||||||||||||||||||||||||

技术数据（A350项目）

A350 项目（续）（待更新）

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|---|---|---|---|---|---|---|

空中客车客户服务 停场与封存/恢复使用摘要函

2024年3月

|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---| ||||||||||||||||||||||||||||||||||||||| ||||||||||||||||||||||||||||||||||||||| ||||||舱门损坏||||||||||||||||||||||||||||||||| ||||||开门）||||||||||||||||||||||||||||||||| |||||||25-21-58-400-802|||||||||||||||||||||||||||||||| ||||||||||||||||||||||“如停场或封存 > 15天：||||||||||| ||||||||||||||||||||||整流罩|||撤离滑梯”|||||||||||||| ||||||||||||||||||||||||||||||||||||||| ||||||||||||||||||||||||||||||||||||||| |||||||||||||||||||||||||||||||||||||||79|| |||||||||||||||||||||||||||||||||||||||

空中客车客户服务 停场与封存/恢复使用摘要函

2024年3月

|---|---|---|---|---|---| |||||||

空中客车客户服务 停场与封存/恢复使用摘要函

2024年3月

|---|---|---|---|---|---| ||||||| ||腐蚀。|||||

空中客车客户服务 停场与封存/恢复使用摘要函

2024年3月

|---|---|---|---|---|---| ||||||| ||切除|||||

空中客车客户服务 停场与封存/恢复使用摘要函

2024年3月

||||||||||||||||||||技术数据|技术数据||| |---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---| |||||||||||||||||||||||| |||||||||||||||||||||||| |||||||||||||||||||||||| ||A380|||项目（续）||||（待更新）||||||||||||||| |||||||||||||||||||||||| ||||||增加恢复使用时额外的检查项|||||||||||||||||| ||||||驾驶舱滑轨测试|||||||||||||||||| ||||||测试|||||||||||||||||| ||||||||||||||||||||在移除防护设备任务（ATA 10-11-00）中增加交叉参考，|||| ||||||||||||||||||||适用于航班前少于12小时或|||| ||||||||||||||||||||维护目的|||||||||||||||||| |||||||||||||||||||||||| |||||||||||||||||||||||| ||||||||||||||||||||||83|| |||||||||||||||||||||||

参考文献

空中客车客户服务 停机与存储/恢复服务摘要信

2024年3月

参考文献

供参考

AOT（ALERT OPERATORS TRANSMISSION，告警运营商通报）

AOT A24R009-20 ATA 24 - 镍镉（Ni-Cd）电池 - A380飞机停机期间容量降低风险

AOT A24L007-20 ATA 24 - 镍镉（Ni-Cd）电池 - A330/A340飞机停机期间容量降低风险

AOT A24N006-20 ATA 24 - 镍镉（Ni-Cd）电池 - A320系列飞机停机期间容量降低风险

OIT（OPERATORS INFORMATION TRANSMISSION，运营商信息通报）

OIT 999.0002/21 ATA 05 – 新冠疫情期间飞机低利用率导致的计划维修调整

OIT 999.0008/20 病毒爆发 - 新型冠状病毒（2019-nCov）

OIT 999.0011/21 ATA 12 – 清洁产品残留导致客舱电话损坏

OIT 999.0027/21 ATA 28 – 生物杀灭剂应用AMM程序变更

OIT 999.0037/20 ATA 36 - 长时间停机后的维修措施与建议

OIT 999.0048/20 ATA 34 – 停机/存储期间后大气数据探头不良影响相关事件增加

OIT 999.0049/20 ATA 28 - 燃油微生物污染预防与指南

OIT 999.0051/21 ATA 29 - 液压油取样 - 酸度值的允许限值降低

OIT 999.0053/19 ATA 28 - Kathon生物杀灭剂使用建议

OIT 999.0054/21 ATA 26 – EN-HAFEX长时间高温暴露后可能失效

OIT 999.0055/20 ATA 36 - FAA AD 2020-16-51对中压单向阀影响的信息

OIT 999.0057/19 ATA 00 - 引入维修与设计批准表（RDAF）

OIT 999.0060/20 ATA 28 – AMM任务生物杀灭预防性处理/SA修订版之间的差异

OIT 999.0061/20 ATA 24 - 镍镉（Ni-Cd）电池 - 飞机停机期间容量降低风险 / A350

OIT 999.0066/15 服役事件报告

OIT 999.0069/19 ATA 05 – 使用AMPES/ASAC支持计划维修任务的临时豁免

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参考文献（续）

供参考

OIT（续）

OIT 999.0075/20 ATA 33 – 防止重做EPSU、ASPSU和SRPSU电池容量测试

OIT 999.0084/20 ATA 12 – 消毒产品残留导致求生应急定位发射机（ELT）异常行为

OIT 999.0085/20 ATA 21 干冰运输更新指南通知

OIT 999.0089/20 ATA 05 – 结构日历计划维修任务的一次性门槛/间隔延期：从6YE延长至12YE

FOT（FLIGHT OPERATIONS TRANSMISSION，飞行运营通报）

FOT 999.0020/21 ATA 00 – 起飞时空速监控

FOT 999.0037/21 ATA 03,25,26,50 – 网络研讨会-客舱货物运输

FOT 999.0042/21 ATA 00 – OEB 59 加强俯仰模式速度检查

OTT（OPERATIONS TRAINING TRANSMISSION，运营培训通报）

OTT 999.0025/21 ATA 00 – 起飞时不可靠空速

ISI（IN-SERVICE INFORMATION，现场服务信息）

ISI 00.00.00217 事件创建的服役数据支持

ISI 00.00.00370 新冠疫情期间如何在飞机客舱内运输货物？

ISI 00.00.00377 飞机恢复服务 - 飞行运营指南

ISI 00.00.00379 客舱与货舱停机与存储建议

ISI 00.00.00390 干冰运输

ISI 00.00.00395 停机/存储或ETOPS航班临时暂停（如因新冠危机）后恢复ETOPS运营

ISI 10.00.00005 停机或存储期间是否可以拆除飞机部件？

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参考文献（续）

供参考

ISI（续）

ISI 10.00.00007 停机或存储期间如何影响计划维修？

ISI 10.00.00008 关于发动机和APU的问题应联系谁？

ISI 10.00.00009 空中客车如何支持飞机停机或存储？

ISI 10.00.00010 如果我向空中客车申请”RDAF”文档以覆盖停机或存储偏差，应考虑什么？

ISI 10.00.00020 *** 停机与存储 *** 客户支持工程网络研讨会演示及会议记录

ISI 10.00.00021 关于停机引入和RTO程序的额外指导以简化规划活动

ISI 10.00.00022 提供防止鸟类筑巢的建议

ISI 10.00.00023 停机与存储 #新冠相关OIT - 常见问题（FAQ）

ISI 10.00.00024 停机和存储导致的飞机系统腐蚀影响 - 预防与缓解

ISI 10.10.00003 （A320）高风条件下的飞机停机和存储

ISI 10.10.00004 （A330）高风条件下的飞机停机和存储

ISI 10.10.00005 停机和存储 - ATA5X腐蚀防护

ISI 12.00.00008 新冠疫情 - 冠状病毒/清洁与消毒/适用于SARS-CoV-2的消毒剂清单

ISI 21.00.00119 新冠疫情（冠状病毒）与中东呼吸综合征（MERS）

ISI 21.00.00143 网络研讨会 - 危险品 - 干冰运输，2020年12月17日网络研讨会演示及问答

ISI 23.51.00003 驾驶舱音频设备（话筒、耳机和麦克风）

ISI 24.00.00046 发电与配电系统：新冠疫情期间停机与存储建议

ISI 24.36.00004 A350 - 锂离子电池维护最佳实践

ISI 25.50.00011 干冰运输

ISI 25.65.00042 ELT天线 - 天线振子丢失（已取消并由TFU 25.65.00043替代）

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参考文献（续）

供参考

ISI（续）

ISI 27.00.00098 A320系列 - 涉及 ATA 27 飞行控制系统及相关部件的停场和封存维护程序偏差，已由 TA 涵盖

ISI 27.00.00099 A330/340 - 涉及 ATA 27 飞行控制系统及相关部件的停场和封存维护程序偏差，已由 TA 涵盖

ISI 27.00.00100 A350 - 涉及 ATA 27 飞行控制系统及相关部件的停场和封存维护程序偏差，已由 TA 涵盖

ISI 27.00.00101 A380 - 涉及 ATA 27 飞行控制系统及相关部件的停场和封存维护程序偏差，已由 TA 涵盖

ISI 27.00.00105 A350 - 停场/封存期后的恢复服役 - ATA 27 飞行控制建议

ISI 27.54.00061 A350 - 运动阻尼器液位监测 - 方法和工具

ISI 27.64.00020 A350 - EBHA 电动机电速度监测故障

ISI 28.00.00166 燃油停场和封存程序偏差政策

ISI 28.00.00172 A380 - 配平油箱泵间歇性故障（自新冠疫情开始以来）

ISI 29.00.00213 涉及 ATA 29 的停场和封存 AMM 程序偏差

ISI 30.21.00017 A350 - 关于恢复服役 NAI 潜在问题的通知

ISI 32.00.00178 涉及起落架的停场和封存 AMM 程序偏差

ISI 32.00.00179 涉及 ATA 32 的停场和封存 AMM 程序偏差

ISI 32.40.00066 停场期间轮毂和刹车腐蚀 - 请求反馈

ISI 32.40.00067 刹车和转向系统及 ATA 32-4X 和 32-5X 相关部件的停场和封存 AMM 程序 SA 偏差，已由 TA 涵盖

ISI 32.40.00069 A350 刹车和转向系统及 ATA 32-4X 和 32-5X 相关部件的停场和封存 MP 程序偏差

ISI 32.40.00070 LR 刹车和转向系统及 ATA 32-4X 和 32-5X 相关部件的停场和封存 AMM 程序偏差，已由 TA 涵盖

ISI 32.40.00071 A380 刹车和转向系统及 ATA 32-4X 和 32-5X 相关部件的停场和封存 AMM 程序偏差，已由 TA 涵盖

ISI 32.41.00102 停场/封存期超过 4 个月后拆除轮子的要求的缓解措施

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参考文献（续）

供参考

ISI（续）

ISI 33.51.00004 EPSU 电池储存处理和机上充电程序

ISI 34.22.00018 综合备用仪表系统 (ISIS) - 描述、演进和维护建议

ISI 46.21.00124 数据链通信：新冠疫情期间停场和封存建议

ISI 49.00.00092 APU 停场程序偏差政策

ISI 52.10.00051 门阻尼器氮气过早泄漏

ISI 71.00.00075 发动机/短舱停场/封存和恢复服役 (RTS) 的建议和可接受的偏差

ISI 78.30.00.087 V2500 推力反向器腐蚀

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2024年3月

协助您安全恢复飞机运营

下一期 P&S 网络研讨会

即将回归……

总结函也可在 Airbus World 上通过以下路径获取：

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• 出版物
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联系我们

总体： Fabrizio ROSSI - fabrizio.rossi@airbus.com A320： Philippe LE BIGOT - philippe.le-bigot@airbus.com A330/A340： Fabrizio ROSSI - fabrizio.rossi@airbus.com A350： Arnaud DEBEGNAC - arnaud.debegnac@airbus.com A380： Lydie DOUCERON - lydie.douceron@airbus.com

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