Alter A320

Anonym38428 meinte:

Die Kisten haben eine Lebensverlängerung bekommen (mehr Stunden/Cycles), in der absehbaren Zeit dürfte dann aber doch Schluss sein. Indirekt sind einige Kisten aus der D-AIP* Serie schon in Rente - ein Großteil der an 4U transferierten Maschinen.

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Airbus A320 fleet leaders (February 2016)

MSN	Flight cycles	Flight hours	Years
0069	51,033	63,197	26.8
0068	34,348	81,123	26.5
0045	38,217	54,258	27.1

(Source: Airbus) – Highest values shown boldWith the two Airbus

A320 fleet leaders having now accrued 51,000 flight-cycles (FC) and 81,000 flight-hours (FH) respectively, Airbus Customer Services A320 Family Maintenance Programme Director, Torsten Roeger, says that 226 examples have passed the 60,000 FH design service goal (DSG) threshold (since the first instance in 2007); while 17 have exceeded the related 48,000 FC mark. The oldest A320 in operation is more than 27 years old, but “there is no service life in terms of calendar time,” he says.

Following introduction of higher interim-service goal thresholds of 37,000 FC and 80,000 FH for high-time aircraft, which was seen as offering three to five years’ additional revenue operation, an initial extended-service goal (ESG1) provided clearance up to 60,000 FC and 120,000 FH that was expected to provide close to 10 years’ extra use.

Roeger says that latest Airbus records show that five A320s have reached the ISG: “Up to 156 aircraft have reported embodiment of the related ISG Modification 37734. The ISG does not require additional maintenance action or modification, neither on the tailplane nor in any structure element. In-service findings on the tailplane have nothing to do with the ISG.”

Airbus foresees the first A321 exceeding the DSG threshold in early 2017 – two and three years, respectively, after the lead A319 and A320 examples – with AFI KLM E&M Technical Sales Director (airframe), Rob Neugebauer, expecting A321 ESG validation in June.

Roeger says that ESG1 approval provides approximately an extra six years’ operation, covering service until 2021 for the lead A319, and 2023 for the related A321. The first A318 is not expected to reach DSG limits until after 2020, so no A318 ESG1 is expected for the time being.

What approvals are needed for A320 Family aircraft reaching ESG1 thresholds? “Basically the same process as was done for ESG1 will be followed,” says Roeger. “To operate beyond 60,000 FC/120,000 FH, the maintenance programme needs to be revisited. Additional tasks can be expected, but there will also be additional modifications. Operators will be informed about activities once they are launched.”

Additional airframe structural testing has provided the basis for a potential ESG2 ‘ultimate limit’ approval. Four 180,000 FC/360,000 FH fatigue tests (covering forward fuselage, pylon, centre fuselage and wings, plus rear fuselage) have demonstrated “the need for several new inspections and the updating of some existing ones, as well as around 10 structural modifications to allow operations above 48,000 FC/96,000 FH”, according to Airbus.

“For the time being, no ESG2 is expected, and if it were developed the target would be lower – closer to 75,000 FC/150,000 FH – not for technical reasons, but for economical ones. The amount and cost of structural modifications required does not make sense with the revenues obtained for life extension,” concludes Roeger.

Would aircraft need to be retired when approaching ESG2 values because they are at their airworthiness-certification limit of validity? “Not the DSG, nor ISG, nor ESG1, nor ESG2 represent any limitation to the capability of the aircraft structure,” assures Roeger. “The aircraft is able to operate until reaching these values, provided the relevant maintenance actions (inspection and structural modifications) are performed and modifications are embodied.” He says Airbus is always communicating with operators to understand their expectations and needs.

No A320-100s are in operation and Airbus does not expect that Air India’s 15 Series 200 examples (remaining from just 30 built), with four-wheel main landing-gear bogies, will require an ESG programme. “The operator’s plan is to retire them from service soon. A customised and limited extension up to 63,500 FH (but without exceeding 45,000 FC) was provided in March 2015 on request,” reports Roeger.

Airbus identifies several EASA airworthiness directives (ADs) arising from the ESG programme. Six ADs apply to all three A319/A320/A321 variants: 2013-0261 and -0310, plus 2014-0081, -0166, -0177 and -0209. A319/A320 models are also covered by ADs 2014-0176 and proposed AD 14-144, while only A320 variants must comply with AD 2014-0169. Several other EASA ADs linked to ESG development and related testing are: 2013-0122, -0203 and -0226; 2014-0053, -0065 and -0069; 2015-0051, -0062 and -0084; and 2016-0015.

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