Supplier Support Management

NFF
No Fault Found policy
A320 Family and A330/A340 Family

Customer Services

This is the fourth issue of the

Airbus No Fault Found (NFF) Policy Since the policy introduction in 1994, Airbus has worked closely with the major avionic suppliers to further promote data exchange on this subject. In our analysis of the NFF cases, the major concern remains that the aircraft operators do not always report the reasons for removal of units. The NFF rate will be significantly reduced by application of the policy by ensuring that the requested removal substantiation data is provided. Airbus is proud of the fact that this policy is the only NFF reduction procedure in use in the aerospace industry today. This policy is also issued as part of the Suppliers Product Support Agreement as defined in the GCP2000 (General Conditions of Purchase). Supplier Support Management

NFF
No Fault Found policy
A320 Family and A330/A340 Family

Ref. AI/SP/921.0320/03 - Nov 2003

No Fault Found policy Aims and benefits to be achieved from implementing this policy
The policy applies to Line Replaceable Units (LRUs) returned to the supplier or to a suppliers authorised repair station. G Reduction of No Fault Found costs for the Airline. G A better understanding of the Centralised Fault Display System (CFDS) and Centralised Maintenance System (CMS). Reduced system interrogation times as experience is gained. This is in conjunction with the revised A320 Trouble Shooting Manual (TSM), which is in the same format as the A330/A340 document. G A better understanding between all parties and quicker resolutions of NFF issues will ensue. The suppliers authorised repair station will contact the operator to ensure that reasons for removal are understood and to obtain historic data on the units. Airbus Supplier Support Management may be involved to make sure all causes are documented and to facilitate any interface issues with regard to the application of the NFF policy. G Reduction of unjustified removals will result in optimum utilisation of spares. G Improvement of the TSM procedures through correlation of common NFF removals. G Time to identify rogue LRUs will be reduced through analysis of historic records. G This policy is based on the minimum supporting data required to substantiate an unscheduled removal. In developing the policy Airbus has given careful consideration to operational restrictions.

No Fault Found policy

The success of the policy is dependent on each party fulfilling the specific requirements in terms of reporting and tracking the relevant information as defined below.

Suppliers responsibility
The supplier is responsible for keeping historic data by serial number of all units. These files should not only contain data on a LRU warranty aspects but also on the total repair history, reasons for removal, testing, NFF, modification standard and all the work performed on the LRU. In taking the leadership of the removal analysis, the supplier or suppliers authorised repair station will contact the operator to obtain any information associated with the LRU removal required to complete the LRU history.

Operators responsibility
The application of the policy along with an adequate operator involvement in trouble shooting will significantly lower the number of NFF cases. The operator will provide the minimum data for removal substantiation. The removal data are: G The initiating Pilot Report (PIREP) and/or Maintenance Report (MAREP) and Post Flight Report (PFR) and G The BITE/Trouble Shooting Data (TSD) printout as applicable or G The failure results of the return to service test procedure (as per CMM) and historic data of all NFF occurrences at operators facility (for LRU history files) This policy presupposes that the Airbus operational - Flight Crew Operating Manual (FCOM) including Operation Engineering bulletins (OEBs) and maintenance recommendations are followed. The operator is requested to include a technical contact on the paperwork.

No Fault Found policy NFF charges

Tests resulting in NFF may be charged whenever: G No supporting data is supplied with the unit G The supporting data does not substantiate the removal G Operator chooses not to provide the substantiating data after the request of the suppliers repair station. When no LRU defect is found to be the origin of a fault message, the cause will be clarified between the supplier and Airbus. The supplier will open a specific file for these cases. Airbus and the suppliers will not support NFF cases where clear TSM procedures, in relation to a PFR warning message, provide for correct system trouble shooting.

Automatic Test Equipment (ATE) at operators facility

The operator shall not be deemed responsible where it is shown that the LRU test specification is incomplete or incorrect. The LRU supplier takes responsibility to verify test specifications. The ATE manufacturer is responsible for translation of test specifications. Where the LRU test specification published in the CMM is shown to be correct, the operators selected ATE manufacturer is responsible to clarify NFF resulting from incorrect implementation. If necessary, Airbus Supplier Support Management will facilitate for such issues.

Aircraft YES Operator test bench capability ATE test Dump BITE memory before reset PASS

Return to service

AIRMAN

Log entry book

PFR NO

or

FAIL

No Fault Found policy

TSM Unit sent to repair station Repair at operators shop

Keep BITE data on record for analysis by supplier if LRU becomes rogue

BITE test required by TSM PASS Test NFF YES Repair FAIL

Constitute supporting data if no TSD available

Procedure - NFF Policy flow chart

5 BITE print-out sent with unit

NO

Fault confirmed by BITE

Retrieve TSD

Supporting data included

YES

NO

Repair station contact operator

YES

TSD print-out sent with unit

Unscheduled unit removal

YES

Supporting data substantiates removal

Operator supplies supporting data

NO NO

No Test charged

Test chargeable

Test chargeable

No Fault Found policy

Explanation of the flow chart :

Procedure on aircraft
Action is initiated by a cockpit effect or repetitive CFDS fault. A cockpit effect can be in the form of an ECAM warning or aural call out, or crew observation leading to log book entry. Log Book entry All entries are made by the flight crew (PIREP) or maintenance personnel (MAREP) into the aircraft log. Post Flight Report (PFR) A summary of ECAM warning messages. These are identified and cross referenced at the time of message occurrence and ATA chapter reference of the equipment involved. A print is made of the PFR on the on-board printer OR the PRF is printed from the on-ground maintenance aid software - AIRMAN. BITE test Interrogation of CFDS/CMS to confirm equipment fault in reference to the PFR warning or log book entry. Fault confirmed by BITE test When the fault is confirmed by CFDS the unscheduled removal is supported. A print is made of the BITE test results and returned with the removed LRU. The LRU is removed in accordance with TSM procedures and dispatched to suppliers authorised repair station with supporting data. In this case the supporting data is the PFR (coming from the aircraft or from AIRMAN) and/or the logbook and the BITE test results (where applicable). Fault not confirmed by BITE test In the case of intermittent faults, the decision to remove the LRU may be delayed until time allows deeper trouble shooting. Prior to the LRU removal the Trouble Shooting Data should be retrieved.

No Fault Found policy

Trouble Shooting Data (TSD) Snapshot of system at time of ECAM warning (creation of PFR message). This allows an analysis of the system and to correctly attribute the failure. A print is made of the TSD and returned with the removed LRU. The LRU is removed in accordance with the TSM and dispatched to the suppliers authorised repair station with the supportive data. In this case the supporting data is the PFR and TSD.

Procedure in operator shop

Fail Test at Test Bench If the LRU fails test then it is sent for repair. If the LRU passes the test it is returned to service. Unscheduled removal supported by ATE results The LRU is returned to supplier repair station together with the ATE failure report. In this case the supporting data is the PFR and the ATE report. CFDS/CMS print included with LRU If the PFR plus the BITE Test Results or TSD as applicable or the ATE failure results are included and demonstrate (in conjunction with TSM) that the removal is justified, then no testing charges will apply in case of NFF. If the above data confirm aircraft system fault and if no Airbus Operational or Maintenance procedure exists to prevent LRU removal, Airbus will warrant that the aircraft system responsible party supports test charges. Removals not supported by CFDS/CMS data The LRU is considered as an unsupported unscheduled removal. The operator is charged for testing in case of NFF.

No Fault Found policy Definition of terms

AIRCRAFT MALFUNCTION

UNSCHEDULED REMOVAL Known or suspected malfunction

UNJUSTIFIED REMOVAL

JUSTIFIED REMOVAL Failure found whether or not the failure substantiates the reason for removal

No defect of failure found

UNCONFIRMED REMOVAL No failure which substantiates the reason for removal even though another failure may be found

CONFIRMED REMOVAL

Failure found substantiating the reason for removal

Applicability
Equipment such as proximity switches, pressure transducers, circuit breakers, hydraulic, mechanical and engine system parts are not included in the NFF policy. Such cases may be reviewed with the aim of improving maintenance practices - including Trouble Shooting Manual (TSM) quality but the decision to remove a part will remain with the operator. It has been found that such cases are impossible to adjudicate as far as assessing the responsibility within the standard maintenance practices. The NFF Policy is intended for application with avionic components. A list is enclosed and updated periodically for clarity.
8

No Fault Found policy Equipment list

The revised policy applies to the following equipment:

A320 Family
ACP ACARS ADF ADIRU AEVC ALTU AMU AOA SNSR ATC ATSU BCL BMC BSCU BTMU CAL CFDIU CHC CIDS CPC CVR DMC DMU DME ECB ECP EIU ELAC EVMU FAC Audio Control Panel A/C Comm. & Reporting System Mngt. Unit Automatic Direction Finder Air Data Inertial Reference Unit Avionic Equipment Ventilation Computer Annunciator Light Test Unit Audio Management Unit Angle of Attack Sensor Air Traffic Control Unit Air Traffic Servicing Unit Battery Charge Limiter Bleed Air Monitor Computer Brake System Control Unit Brake Temperature Monitoring Unit Cockpit Amplifier Loudspeaker Centralised Fault Display Interface Unit Cargo Heat Controller Cabin Intercommunication Data System Cabin Pressure Controller Cockpit Voice Recorder Display Management Computer Data Management Unit Distance Measuring Equipment Electronic Control Box, APU ECAM Control Panel Engine Interface Unit Elevator Aileron Computer Engine Vibration Monitoring Unit Flight Augmentation Computer
9

Team Honeywell Thales Avionics Honeywell/ Northrop Grumman Thales Avionics Airbus Avionics Team Thales Avionics Thales Avionics Airbus Avionics Thales Avionics Intertechnique Messier-Bugatti Thales Avionics Airbus Avionics Thales Avionics BAT KID Systeme Nord Micro Honeywell Thales Avionics/ DIEHL Avionik Hamilton Sundstrand Thales Avionics Honeywell Airbus Avionics Thales Avionics Thales Avionics Vibrometer Thales Avionics

No Fault Found policy

FCD FCDC FCU FDU FDIU FLSCU FMGC FQIC FWC GCU GPCU GPWC HF Full Colour Display or DU Flight Control Data Concentrator Flight Control Unit Fire Detection Unit Flight Data Interface Unit Fuel Level Sensing Control Unit Flight Mngt. and Guidance Computer Fuel Quantity Indication Computer Flight Warning Computer Generator Control Unit Ground Power Control Unit Ground Proximity Warning Computer High Frequency Receiver Thales Avionics Litef Thales Avionics LHotellier SFIM BFG Fuel Thales Avionics Smiths/BFG Fuel Airbus Avionics Hamilton Sundstrand Hamilton Sundstrand Honeywell Rockwell Collins/ Honeywell Rockwell Collins/ Honeywell Ultra Electronics Thales Avionics Liebherr Thales Avionics Honeywell Thales Avionics Thales Avionics Rockwell Collins/ Honeywell Airbus Avionics Thales Avionics/ Cerberus Thales Avionics GEC Marconi SFIM/Honeywell Rockwell Collins/ Honeywell/ Thales Avionics-ACSS Rockwell Collins/ Honeywell SAT Liebherr
10

ILS

Instrument Landing System

LGCIU MCDU PC PHC Prntr RMP RALTU RADAR

Landing Gear Control/Interface Unit Multi-Purpose Display Unit Pack Controller Temperature Probe Heat Computer Printer Radio Management Panel Reprogrammable Annunciator Light Test Weather Radar

SDAC SDCU SEC SFCC SSFDR TCAS

System Data Acquisition Concentrator Smoke Detection Control Unit Secondary/Flight Control Computer Slat/Flap Control Computer Solid State Flight Data Recorder Traffic Collision Avoidance System Comp.

VHF

Very High Frequency Receiver

WHC ZC

Window Heat Controller Zone Controller

No Fault Found policy A330/A340 Family

ACP ACARS ADIRU ADF AEVC AMU ATC ATSU BCL BMC BSCU BTMU CBMU CIDS CMC CPC CVR DDRMI DMC DME DMU ECB ECP EIVMU FCD FCDC FCMC FCPC FCSC FDIU FDU Audio Control Panel A/C Comm. & Reporting System Mngt. Unit Air Data Inertial Reference Unit Automatic Direction Finder Antenna Avionic Equipment Ventilation Computer Audio Management Unit Air Traffic Control Unit Air Traffic Servicing Unit Battery Charge Limiter Bleed Monitoring Computer Brake System Control Unit Brake Temperature Monitoring Unit Circuit Breaker Monitoring Unit Cabin Intercommunication Data System Central Maintenance Computer Cabin Pressure Control Unit Cockpit Voice Recorder Digital Distance & Radio Mngt. Indicator Display Management Computer Distance Measuring Equipment Data Management Unit Electronic Control Box APU ECAM Control Panel Engine Indicating Vibration Monitoring Unit Full Colour Display or DU Flight Control Data Concentrator Fuel Control Monitoring Computer Flight Control Primary Computer Flight Control Secondary Computer Flight Data Interface Unit Fire Detection Unit Team Teledyne/Honeywell Honeywell/ Northrop Grumman Thales Avionics Intertechnique Team Thales Avionics Airbus Avionics Thales Avionics Intertechnique Messier-Bugatti Thales Avionics Intertechnique KID Systeme Airbus Avionics Nord Micro Honeywell Thales Avionics Thales Avionics/ DIELH Avionik Thales Avionics Honeywell Honeywell Airbus Avionics Vibrometer Thales Avionics Thales Avionics BFG Fuel Airbus Avionics Thales Avionics Honeywell/SFIM LHotellier

11

No Fault Found policy

FMGEC FWC GCUE GPCU GPSSU GPWC HF HSMU ILS Flight Mngt. Guidance/Envelope Computer Fight Warning Computer Generator Control Unit, Emergency Ground Power Control Unit Global Positioning System Unit Ground Proximity Warning Computer HF Receiver Hydraulic System Monitoring Unit Instrument Landing System Thales Avionics Airbus Avionics Hamilton Sundstrand Hamilton Sundstrand Northrop Grumman/ Honeywell Honeywell Rockwell Collins/ Honeywell Intertechnique Rockwell Collins/ Honeywell Ultra Electronics Liebherr Intertechnique ELDEC Rockwell Collins Thales Avionics Airbus Avionics Thales Avionics/ Cerberus Honeywell SFIM/Honeywell Rockwell Collins/ Honeywell/ Thales Avionics-ACSS Labinal Artus BAT Rockwell Collins/ Honeywell Rockwell Collins/ Honeywell AOA DIEHL Avionik Intertechnique Rockwell Collins/ Honeywell Liebherr
12

LGCIU PC PHC PSCU RA RMP SDAC SDCU SFCC SSFDR TCAS

Landing Gear Control Interface Unit Pack. Controller Temperature Probe Heat Computer Proximity Switch Control Unit Radio Altimeter Transceiver Radio Management Panel System Data Acquisition Concentrator Smoke Detection Control Unit Slat Flap Control Computer Solid State Flight Data Recorder Traffic Collision Avoidance Sys. Comp.

TPIC TR VC VHF VOR VSC WBC WHC WXR

Tire Pressure Indicating Computer Transformer Rectifier Ventilation Controller Very High Frequency Receiver VHF Omnidirectional Range Vacuum System Controller Weight and Balance Computer Window Heat Controller Weather Radar Transceiver

ZC

Zone Controller

AIRBUS S.A.S. 31707 BLAGNAC CEDEX, FRANCE

CONCEPT DESIGN GDC REFERENCE GDCOS-S298/03 NOVEMBER 2003

PRINTED IN FRANCE AIRBUS S.A.S. 2003 ALL RIGHTS RESERVED

AN EADS JOINT COMPANY WITH BAE SYSTEMS

The statements made herein do not constitute an offer. They are based on the assumptions shown and are expressed in good faith. Where the supporting grounds for these statements are not shown, the Company will be pleased to explain the basis thereof. This document is the property of Airbus and is supplied on the express condition that it is to be treated as confidential. No use of reproduction may be made thereof other than that expressely authorised.