Airbus Technical Magazine August 2015

Airbus technical magazine August 2015

#56 FAST Flight Airworthiness Support Technology 0202 FAST#54FAST#52FAST#52 iOS (iPad)&Android Your Airbustechnicalmagazineisnowontablet The articlesinthismagazineappear2015QTR-2andQTR-3 02 FAST#52 iOS (iPad)&Android Your Airbustechnicalmagazineisnowontablet Airbus GroupCorporate Heritage,MasterFilms,EXMcompany,GettyImages, PhilippeMasclet, is governedbyFrenchlawandexclusivejurisdiction isgiventothecourtsandtribunals competent jurisdiction.Airbus,itslogo,A300,A310, A318,A319,A320,A321,A330, made hereindonotconstituteanofferorformpartofanycontract.Theyarebasedon any damageinconnectionwiththeuseofthisMagazine andthematerialsitcontains, information. ThisMagazine,itscontent,illustrationsandphotosshallnotbemodified F Airbus informationandareexpressedingoodfaithbutnowarrantyorrepresentation representation. Airbusassumesnoobligationtoupdateanyinformationcontainedin materials itcontainsshallnot,inwholeorpart,besold,rented,licensedtoany infringement ofcopyrightoranyotherintellectual propertyrightinanyothercourtof involves anumberoffactorswhichcouldchangeovertime,affectingthetruepublic of Toulouse(France)withoutprejudicetotheright ofAirbustobringproceedingsfor is givenastotheiraccuracy.Whenadditionalinformationrequired,Airbuscanbe of yourcompanytocomplywiththefollowing.Nootherpropertyrightsaregranted Flight AirworthinessSupportTechnology this documentorwithrespecttotheinformationdescribedherein.Thestatements third partysubjecttopaymentornot.ThisMagazinemaycontainmarket-sensitive Hervé Gousse,Frédéric Lancelot, A.Doumenjou.Tchaikovski,Marc de Tienda or otherinformationthatiscorrectatthetimeofgoingtopress.This By takingdeliveryofthisMagazine(hereafter‘Magazine’),youacceptonbehalf even ifAirbushasbeenadvisedofthelikelihood ofsuchdamages.Thislicence by thedeliveryofthisMagazinethanrighttoreadit,forsolepurpose Airbus technicalmagazine nor reproducedwithoutpriorwrittenconsentofAirbus.ThisMagazineandthe contacted toprovidefurtherdetails.Airbusshallassumenoliabilityfor Photo credits:AirbusPhotographic Library,AirbusFlightTestLab, A articles shouldberequestedfromtheeditor FAST magazineisavailableoninternet www.airbus.com/support/publications Authorisation forreprintingFASTmagazine A340, A350,A380andA400Mareregistered trademarks. e-mail: [email protected] Editor: LucasBLUMENFELD Design: DarenBIRCHALL Fax: +33(0)561934773 Publisher: BrunoPIQUET All rightsreserved.Proprietarydocument Tel: +33(0)561934388 S Photo by:A.Tchaikovski Cover: Liverypainting ISSN 1293-5476 and ontablets Photo copyrightAirbus Printer: Amadio © AIRBUS2015 #56 T

Stealthy buildingpanels We’ve gotitcovered FAST fromthepast to newheights Taking lithium-iontechnology aerodynamic performance Managing airframe Airline liveries Display system Head-Up of FASTmagazine. on thetabletappversions videos orslideshows areavailable Where youseetheseicons,

39 38 32 26 18 12 04 03 FAST#56 04 FAST#56 Stealthy building panels of theInstrumentLandingSystemsignals Eliminating unwantedreflection [email protected] Airbus ProSky Simulation productmanager Laurent EVAIN [email protected] Electromagnetism department Airbus GroupInnovations Research engineer Alexandre HERVE Article by(lefttoright)

and deliveries. such asAirbus,toinstalltheirpremisescloserunwaysfacilitate aircrafttests well connectedtocitycentres.Itisalsoparticularlyimportant foraircraftmanufacturers and exhibitioncentresatsuchimportanttransporthubs,which are alsofrequently businesses andcarparks.Developersrecognizetheimportance ofbuildinghotels operations suchasairterminalsthemselves,ofcourse,butmany othersatellite are becomingmini-citiesintheirownright.Severalbuildings are requiredforairport of activitiesthattakeplacewithinairportpremisesandsurroundings. Indeedthey Any frequentairtravellerwillhavenoticedthatthereareanincreasingly variedrange Airports: attractiveareasforbuildingdevelopment to disturbanaircraft’sapproachandlanding. landside areabycancellingILSsignalreflectionslikely allow constructionstobebuiltinthevicinityofairport without compromisingaircraftsafety.Thefacadepanels buildings tobeconstructedcloserairportrunways The newAirbusstealthyfacadetechnologyallows

• systems. of interferingwithaircraftlanding would beexploitablebutcarriestherisk But, beyondthiszoneisalargeareathat • land initsproximity.Therearetwomainreasonsforthis: using GoogleEarth:navigatetoanymajorcityanditsairportisimmediatelyvisibleduethelargeamountofunexploited And yet,despitethispressuretodevelopairports,theyremainremarkablyunderdeveloped.Trytheexperimentyourself one isontherunwayaxis. provide anon-zeroDDM,evenwhen unwanted multipathsignalsthat of therunway,ILScanprovide If obstaclesarepresentinthevicinity the glideslopeantenna. principles holdintheverticalplanefor localizer (LOC)antenna.Thesame the cockpit.Thisisoperationof and itisthisvaluethatdisplayedin of thedeviationfromrunwayaxis, Modulation -DDM)onehasameasure nents (theDifferenceofDepth relative ‘weights’ofthetwocompo 150 Hz component.Bycomparingthe right, itwillthenreceiveastronger component andifitistowardsthe receives asignalwithstronger90 Hz approaches totheleftofrunway,it tal positionoftheaircraft).Ifaircraft tion (followingtheverticalandhorizon signal withaspatiallyvaryingmodula and horizontalplanesbyemittinga which providesguidanceinthevertical prevent aircraftcollidingintobuildings.Thisareawillalwaysremainundeveloped. The InstrumentLandingSystemsignal Firstly, thereisanareaveryclosetotherunways,knownasObstacleLimitationSurface(OLS),whoserole

ILS antenna

ILS antenna - -

- 150 Hz 90 Hz 150 Hz 90 Hz 150 Hz 90 Hz 150 Hz 90 Hz = direct+multipath Received signal = direct+multipath Received signal Stealthy buildingpanels multipath signal Direct signal antenna GLIDE antenna LOC multipath signal Direct signal antenna GLIDE antenna LOC

05 FAST#56 06 FAST#56 the AirportOperationdepartmentsturnedtoAirbusGroupInnovations (AGI) Electromagnetismdepartmentforatechnicalsolution. by theFrenchcivilaviationauthorities(DGAC)untilasolutioncouldbefound.Forthisreason,AirbusFacilityManagementand in excessoftheICAO(InternationalCivilAviationOrganization)regulatorylimitssetat7.2μA.Constructionpermissionwasrefused Consulting ServicesinFAST#49),indicatedthatthebuildingwouldproduceILSperturbationsof15μA(microampere)whicharefar Simulations performedwiththeAirbusin-houseILSpredictiontool,ExactLandingInterferenceSimulationEnvironment(ELISE it broughtthebuildingwithin380metresofrunwaycentre-lineToulouseInternationalAirport. expected tobeacontinuationofcorridorlinkingseveralotherhangars.Thismadeperfectindustrialsensebutunfortunately, Airbus facedthisproblemin2012whenplanningtoconstructanewhangarontheToulouse(France)site.Thebuildingwas Stealthy buildingpanels DDM: DifferenceofDepth μA: microampere of Modulation

DDM (µA) DDM (µA) DDM (µA) 12 16 12 16 12 16 0 4 8 0 4 8 0 4 8 diffraction gratingratherthanasystemthatwouldabsorbincomingradiation. For theconstructionofitsnewhangarAirbuschosetoredirectradiationwitha • • • • • constraints aredifferenttothoseofmilitaryapplications.Tolistjustafew: navigation applicationspresentsaninterestingchallenge,mainlybecausethe of studiesfromnumerousresearchgroups,thesubjectstealthybuildingsforradio Although stealthisaverymaturesubject,havingbenefitedfromseveraldecades Stealthy buildingsolutions’development 3. Aftertheinstallationofstealth solution 2. Beforeinstallationofstealthsolution 1. Beforeconstruction rather thanabsorbit. extent. Wide-bandorwide-anglesolutionsarethereforenotrequired. and thebuilding,arefixed.Thefrequencybandisusuallyfixedoflimited (as inthecaseoffoam)orexpensiveceramic). band, wherestealthmaterialsfrequentlydonotexcel.Theyareofteneitherthick This precludestheuseofseveralconventionalstealthmaterials. a materialbeaccompaniedby10yearguaranteeandaninstallationmanual. that arecommonlyusedinthebuildingindustry.Indeed,mostarchitectsinsist a significantfractionofthetotalcostbuilding. surface areaofbuildingfacadesandbecausethesolutionshouldnotrepresent It isusuallyonlynecessarytoredirectthescatteredradiationinaselecteddirection The buildingisacooperativetarget:positionofboth,thesourceradiowaves Many oftheaircraftnavigationsystemsoperateinVHF(VeryHighFrequency) For asolutiontobeimplementedonbuilding,itshouldpreferentiallyusematerials Cost isthemajorconstraintforstealthybuildingapplications,becauseoflarge Peak duetohangaralmost New peakduetohangar disappears inthe noise double theICAOlimits Localizer signal ICAO limit Peaks duetoexisting airport buildings

towards therunwaycausinginterferenceon Fig. 1showsaclassicfacadethatsendsdiffractedfield lightweight, aestheticalternative. Airbus thereforeidentifiedtheneedforathin, • • • identified withthissolution: very effective,someshortcomingswere stealthy solution.Althoughitprovedtobe In thephotoaboveweseeinstalled Fig. 1 structure, and requiresasteelreinforcement and exhibitioncentres, for non-industrialstructuressuchashotels It cannotbeappliedtoanexistingbuilding. It overhangsthebuildingfacadeby70cm Its strikingappearancemakesitunsuitable ILS antenna

Stealthy panelsproducedestructiveinterference at theangleofincidence,soasignalisredirectedbacktowhereitcomesfrom. An interestingsideeffectofdiffractiongratingisthatwavesaddconstructively at thesametimeastroughsfromanother Peaks fromonesourcearrive creating nointerferenceontherunway a diffractedfieldbacktothelocalizer(LOC)antenna, Fig. 2showscustomizedstealthypanelsthatsend + Fig. 2 = produces azerofield The sumofthewaves ILS antenna Stealthy buildingpanels

07 FAST#56 08 FAST#56 grating reflections Thick versusthindiffraction the appropriatecancellation. be tunedtothefrequencyofILSsignalandprovide those inasimpleradioreceiver.Itisthiscircuitthatcan inductor. Together,theyformaresonantcircuitmuchlike a gapthatactsascapacitorandloopan panels withprecisedimensions.Bydoingso,wecreate building, weformourcircuitbycarefullyfoldingmetallic attaching individualelectroniccomponentstothe implement aformofelectroniccircuit,butratherthan the surfacecurrentsofbuildingfaçade.Todoso,we thin solution,weintroduceaphasechangedirectlyon not appearpossiblewithathinsolution.Indeed,the interference isgeneratedbyapathdifference.Thisdoes In thecaseofthickdiffractiongrating,destructive Stealthy buildingpanels

h cancel reflectedwave. Tune elementshapeto Innovation Groupusing performed byAirbus’ electromagnetism w Parametric study simulation tools. Electromagnetic optimisation Thick diffractiongrating Design optimisationtoproduceexactstructure on theresonantstructuresandsurface Creating aresonantcircuit Anti-phase iscreated due totheperiodic Thin diffractiongrating = Currents areindifferentdirections h height (m) structure 0.5 1.5 2.0 2.5 0 1 Signal reductionfactoralongƟ=25° Anti-phase iscreated due totheresonant C 1 structure R L C 1.5 L 2 Thick diffractiongrating 2.5 R 3 2636 0.98 365 50 7 Signal reduction subsidiary: AirbusProSky. currently beingcommercialized Airbus BusinessNursery on aprototypeattheCahorsairfield,thankstosupportof the department ofAirbusGroupInnovations This technology,initiallyimaginedbytheElectromagnetism antenna atthesmallaerodrome:Cahors-Lalbenque(France). aviation authorities(DGAC)whopossessafullyfunctioningILS prototype. Todoso,AirbuscollaboratedwiththeFrenchcivil decided thatitwouldbebettertoperformtestsonafull-scale Before tryingthisnewtechnologyonanexistingbuilding,Airbus capacitor andtherain-layer. designed aprotectivescreentopreservedistancebetweenthe it canchangethevalueofitscapacitance.Forthisreason,Airbus that whenthereisalargequantityofwaterclosetocapacitor, ‘short-circuits’ inourresonantstructures,butisduetothefact This isnot,asonemightthink,becausetheraincreates effect onthesolutionifwedidnottakeappropriateprecautions. We alsocametotheconclusionthatheavyraincouldhavean diffraction gratingcouldproducelargesignalattenuations. Through extensivesimulations,wewereabletoestablishthatthin Thin diffractiongrating (now namedAirbusBizLab),andis byAirbusthroughits100%ATM , wasvalidatedin2014 h cancel reflectedwave. Tune elementshapeto Innovation Groupusing performed byAirbus’ electromagnetism w Parametric study simulation tools. Electromagnetic optimisation Thick diffractiongrating Design optimisationtoproduceexact structure on theresonantstructuresandsurface Creating aresonantcircuit Anti-phase iscreated due totheperiodic Thin diffractiongrating = Currents areindifferentdirections h height (m) structure 0.5 1.5 2.0 2.5 0 1 Signal reductionfactoralongƟ=25° Anti-phase iscreated due totheresonant C 1 structure R L C 1.5 L 2 Stealthy buildingpanels 2.5 R 3 2636 0.98 365 50 7 Signal reduction

09 FAST#56 Stealthy building panels

Thin diffraction grating tests being carried out at Cahors (France) airport

A panel measuring 30 x 5 metres was installed upon a nearby hill to maximize its reflected signal. To avoid creating a hazard to the other users of the aero- drome, it was necessary to adopt the regulatory colours of red and white and to install solar powered beacons.

Test facade (30 x 5 metres, 12.5° with regards to runway)

Measured thin stealthy solution (wet) Measured thin stealthy solution (dry) Hill Simulation 0.4 Wooded External rays area 183 m 0.3 Trajectory 25.9° 23.5° of test vehicle 0.2 376 m 0.1 ILS antenna Extent of 0.0 12 Elements Fractional reduction perturbation 108.0 108.5 109.0 109.5 110.0 110.5 111.0 111.5 112.0 Aperture = 26 m Frequency (MHz)

150 The results of the measurement No facade campaign 100 50

The first curve shows the reference 0

signal, before the façade was -50

installed. The oscillations present are -100

due to the surrounding environment -150 such as the hill upon which the 150 façade was mounted. Normal facade 100 The red curve displays the signal 50 when a planar façade was installed. A very significant perturbation of 0 262 μA peak to peak was observed. -50 -100

Then, once the thin diffraction grating -150 was installed (orange curve), this 150 perturbation decreased by 91% (we Dry diffraction grating 100 estimated that an 80% reduction is compared to normal facade 50 sufficient for almost all applications). 0

Finally, the blue curve displays the -50 Interference reduced by 91 % effect of a water layer. There are -100

almost no changes when compared -150

to the dry test. 150 Wet diffraction grating 100 compared to normal facade 50

-50 Interference still reduced by 90 % -100 Perturbation (µA)

-150 300 400 500 600 700 Position along the runway (m) 10 FAST#56 Stealthy building panels

Stealthy facades commercialization Once the technology was validated, Airbus decided to open the commercialization of this promising technology through Airbus ProSky. Airbus ProSky The building industry is constantly company overview innovating in response to new challeng- es, such as unusual structural geome- Airbus ProSky is a 100 percent Airbus subsidiary dedicated to delivering Air tries or large “name plates” and stealthy Traffic Management (ATM) performance and transformation. Through its airspace building panels are another example of design services, air traffic flow management (ATFM), Collaborative Decision this innovation. This is why Airbus Group Making (CDM) and airport technology, such as ELISE and stealthy technology, Innovations remains involved in the Airbus ProSky delivers predictability, efficiency, sustainability and capacity to its dimensioning of optimal solutions on a customers worldwide. case-by-case basis. A partner of more than 100 airlines, airports and air navigation service providers More than 150 airports in the world (ANSPs) worldwide, Airbus ProSky has been delivering these benefits alongside could be interested in this technology. Metron Aviation since 2011. Most of them are surrounded by cities Through the SESAR JU (Single European Sky ATM Research Joint Undertaking) that have no more expendable building flight trials – where Airbus ProSky was actively participating in over a dozen land. This technology would offer them projects, Airbus ProSky has demonstrated that ATM modernization is an the possibility to construct buildings attainable reality. closer to the runways and to use land that could not be fully exploited other- A partner of more than 100 airlines, airports and Air Navigation Service Providers wise. When we consider the price of (ANSPs) worldwide, Airbus ProSky has been delivering these benefits alongside one square metre in London Heathrow Metron Aviation since 2011. Airport (UK) or Tokyo Narita Airport (Japan), it is easy to imagine how this solution could be very interesting for all airport stakeholders.

CONCLUSION

Airbus’ stealthy panels proved to be efficient in the reduction of unwanted disturbances of Instrument Landing System signals due to building facades. The thinner of the two technologies suits installation onto existing buildings as well as new projects. These new panels could resolve known cases of spurious reflections that disturb ILS and render parcels of land in proximity to runways constructible. 11 FAST#56 12 FAST#56 Display system Head-Up The wayforwardisclear [email protected] AIRBUS HUD Multi-ProgrammeProjectTaskLeader Hélène daCOSTAGOMES Article by will betrainedandHUDoperations inChinanormalized. normalized andfleetswillbeupdated conformingtothenewrequirements,operators During thistimeframe,airports’ capacitieswillbeassessed,HUDoperations CAAC toreleaseanimplementation roadmapextendingto2025. equipped withHead-UpDisplay. China’simpressiveairtrafficgrowthhaspushedthe A growingnumberofairportsarereadytoproposespecificprocedures foraircraft aircraft flyinginChineseairspace. least oneHUD.ThisdecisionwhichappliestoChineseairlines mayalsoaffectother Aviation AdministrationofChina(CAAC),requiringthatairlines beequippedwithat aircraft, hasreceivedextraencouragementfromrecentdecisions madebytheCivil Airbus’ programmetomakeHead-UpDisplaytechnologyavailable toallAirbus System (SVS). used concurrentlytodevelopanEnhancedVisionSystem(EVS) andaSyntheticVision ability todisplayvideoimagestogetherwithsymbols.Thesetechnologiesarebeing The fullydigitalprocessingoftheHUDsystemalsooffersviewenhancementand to stabilizetheaircraftduringapproachphase. forward-field view. showing trajectory pilots’ situationalawareness,particularlyduringtheapproachandlandingphasesby (see FAST46).Thisvisualguidancesystemhasbeenshowntosignificantlyincrease The Head-UpDisplay(HUD)hasbeenavailableonAirbusaircraftsince2006 Service experienceconfirmsthattheHUDisaverygoodmeans related symbolssuperimposedonatransparentscreeninthepilot’s

• • • • • benefits main operational Head-Up Display flown approaches Conditions (VMC)transition Visual Meteorological logical Conditions(IMC)/ Reduced landing minima Reduced take-off minima Enhanced stabilityofmanually Better InstrumentMeteoro- Improved situationawareness

A newHUDstandard(L5)wascertifiedinFebruary2015.Thisupgradesthe A320 Family Beyond thisAirbusreviewedtheHUDpolicytoincludefollowingimprovements: dual HUDintoallAirbusaircraftaspartoftheir‘symmetricalcockpitphilosophy. Going onestepfurtherthantheCAAC’sroadmap,Airbusisgraduallyincorporating The evolvingAirbusHUDoffer developed toproposethelatestdisplayfunctionalities. The A380proposesadualHUDoptioninthecatalogue.Anewstandardisbeing A380 The A350alreadyproposesthedualHUDasanoptionsinceEntry-Into-Service. backlights. HUDsoftwareisintegratedinthedisplaysystem. Liquid-Crystal Display(LCD)technologyprojectorwithLight-EmittingDiode(LED) provide besthead-clearanceforpilots.Thesystemhasbeendesignedwithanew more integratedintheoverheadpanel.Spaceprovisionshavebeenenlargedto HUD waspartofthecockpitdevelopmentfromverybeginning;sois A350 Family commonality throughoutAirbus’fleet. and proposesthelatestfunctionalitiestokeephighestsymbologyoperations’ The longrangeHUDstandardwillbebasedonthelatestcertifiedsingle-aisle Development waslaunchedin2013tocertifydualHUDonlongrangefamilyaircraft. A330 Family By thebeginningof2016,HUDofferwillbeextendedtoA321model. tion hasbeenproposedonsingle-aisleaircraft(exceptA321)sinceMarch2015. aisle familyaircraftandproposessymbologyimprovements.ThedualHUDconfigura Moreover, thisstandardenablestheintegrationofadualHUDconfigurationonsingle • • • • • • system torestorecompatibilitywiththelatestdevelopmentsinfunctionssuchas: Reversible Back-UpSpeedScale(BUSS) Soft go-around Advisory runwayahead Auto-Pilot/Flight DirectorTrafficalertandCollisionAvoidanceSystem(AP/FDTCAS) (down to0.1NauticalMiles) Required NavigationPerformanceAuthorisation(RNPAR) Runway OverrunPreventionSystem(ROPS-seeFAST#55) step3 Head-Up Display

13 FAST#56 14 FAST#56 Head-Up Display also indicatesthattheinformationshownonPrimaryFlightDisplay(PFD)-known The policyreviewwhichstandardizedtheintegrationofdualHead-UpDisplay(HUD), Cockpit integration–operationalpolicy by Thales. In Airbus’catalogue,theHUDisaSupplierFurnishedEquipment(SFE)optionsupplied in cockpitoperations. equipped aircraftmustfollowadedicatedtrainingcoursethatintegratestheHUD The HUDisfullyintegratedwiththedifferentaircraftsystems.Pilotsflyinga airlines forspecialauthorizationapprovals. special CATIandIIoperations.Airbus’FlightOperationsdepartmentsupports computers, thecurrentAirbusHUDproductanswerseligibilityrequirements for Thanks tothisarchitecturewiththeguidancelawshostedbyflightcontrol Auto-Pilot (AP),andAuto-Land(AL)CATIIIcapability. generated bytheflightcontrols’computers,whichprovideallAirbusaircraftwith additional displayintheavionicssuite.TheguidancedisplayedHUDare Airbus’ HUDisincludedintheaircraftTypeCertificate(TC).Itfullyintegratedasan the Head-DownDisplay(HDD)-isalsodevelopedforHUD. Dual Head-UpDisplayispartofAirbus’symmetricalcockpitphilosophy

as ICAO (InternationalCivilAviationOrganization)classifiesILSapproachesasbeinginoneofthefollowingcategories: Airports arecategorizedCATI,II,III,SpecialIandbasedontheirInstrumentLandingSystem. • • • Special CATIoperation CAT IIIc CAT IIIb CAT IIIa CAT II CAT I category Approach including pilottraining (nominal CATI=DH200 feet/RVR1800feet) flown toaDH150 feetandRVR1400 using theInstrumentLandingSystem(ILS) Must beflownwithaHUDdowntotheDH Requires operationalapprovalfromflightstandards Standard instrumentapproachprocedure threshold ortouchdownzone) (minimum aboverunway or alertheight Decision Height(DH) No DH No DH No DH 100 feet(30metres) 200 feet(61metres)

No RVR 150 feet(46metres) 700 feet(210metres) 1,200 feet(370metres) for singlecrewoperations to 1,600feet(800metres) at someairports),increased (1,200 feetisapproved 1,800 feet(550metres) Range (RVR) Runway Visual - • • • • Special CATIIoperation including pilottraining flown toaDH100 feetandRVR1200 Must beflownwith: Requires operationalapprovalfromflightstandards Differs fromCATIIbecauseit: Standard instrumentapproachprocedureusingILS - - - - touchdown lighting. indicator lights(MALSR) Lighting System(MIALS)withrunwayalignment Allows reducedgroundlightinginfrastructure Or aHUDprovidingguidancetotouch-down Automatic landing Does notrequirerunwaycentrelineor Can beflownwithMediumIntensityApproach N/A N/A N/A N/A in Canada or 1,200feet (800 metres) 1,600 feet minimum Visibility Notes ICAO andFAA: zone andcenterlinelighting (550 metres)onrunwaywithtouchdown (RVR) notlessthan1,800feet (800 metres)orarunwayvisualrange Either visibilitynotlessthan2,400feet mentioned inEU-OPS. visibility aswell.CategoryIIIcisnot as itrequiresguidancetotaxiinzero in operationanywheretheworld As of2012thiscategoryisnotyet or JAA:980feet(300metres)

1 , 150 feet (350metres)

Head-Up Display

15 FAST#56 Head-Up Display

Innovation catalyser The widespread use and appreciation of HUD by pilots has led to new concepts in information display. The HUD guidance is based on trajectory and energy management while the HDD (Head-Down Display) traditionally provides pitch and thrust data. These differences in flying reference brought a general reflection on the possibility to extend HUD symbols on HDD displays. The operational concept and the technical feasibility are being assessed in Airbus’ design offices with the objective to have a mock-up this year that will be evaluated by test pilots with the support of operation and human factor experts. This “enhanced Primary Flight Display” (PFD) will ease HUD to HDD transitions. In the same mind-set that instigated the CAAC’s directive for Chinese airspace, there are several projects to implement new display features to ease guidance during take-off and landing manoeuvres. As a see-through display technology, the HUD enables augmented reality such as synthetic vision, enhanced vision, etc., but also a lot of possible conformal symbols to improve situation awareness. Airbus is assessing the feasibility of new symbols.

Boresighting The aim of the HUD boresighting, or ‘harmonisation procedure’, is to adjust the components making up the HUD to guarantee the conformity of the HUD display with the outside world and component interchangeability. Pitch/roll measurement on the Air Data Inertial The Mounting TRay (MTR), support of the HUD projector and combiner, is mechani- Reference System (ADIRS) rack and on the cally installed with an accuracy of 5 mrad (milliradian) on the aircraft’s pitch, roll and MTR using a clinometer. yaw axis. Yaw calibration measurement is done using a panel aligned with the aircraft axis and a The projected image is then electronically calibrated by the HUD system itself bringing telescope mounted on the MTR. the tolerance down to 3.5 mrad

Head-Up Displays can group information from several HDD screens 16 FAST#56 Head-Up Display

Aircraft HUD Forward Fit Retrofit

Single Dual Single Dual Dual HUD on A320 Family neo A318 Yes Yes version as of Entry-Into-Service A319 Yes Yes Yes 2015

New line fit dual HUD offer A320 Yes Yes as of March 2015 on A318 / A319 / A320 / A350/ A380 A321 MPP* Yes Yes Yes 2016 (A321 in 2016) A330 Not offerable 2015/2018** Not offerable 2018

A340 Not offerable Not offerable Dual HUD on A330 in 2018

A380 Yes Yes N/A Yes HUD Low Visibility Take-Off available A350 A350 Not offerable Yes N/A On request on A318 / A319 / A320 / A350

* MPP: Multi Programme Project equipment ** 2015 for complete provisions / 2018 for full installation

Available HUD configurations on new aircraft • Single structural provisions - Overhead structural drills on Captain’s side • Dual structural provisions - Overhead structural drills on Captain’s and Flight Officer’s sides • Complete provisions - Mechanics, wiring, A-bay space • Full installation - HUD fully installed and activated

Retrofit Airbus Upgrade Services proposes Service Bulletins (SB) to install the HUD. The installation of a HUD requires an adaptation to accommodate the HUD equipment, the harnesses and controls, as well as an accurate positioning to ensure conformity of the display with the outside world. Since the first HUD development, Airbus aircraft are currently fitted with structural provisions for the installation of a HUD on the captain’s side. Each aircraft programme has a separate Service Bulletin for the system’s provisions that simplify HUD retrofits, and a further one for the actual HUD installation. For the aircraft without structural provisions, the SBs are under study. The accuracy of the symbology provided by HUD requires specific installation procedures (boresighting). Technical contact for sales Already deployed in Airbus’ Final Assemble Lines (FAL), these procedures are also Maurice GARNIER listed in the SBs applicable for retrofit. Today this operation is only performed in Airbus’ Display, Warning and HUD Systems Manager FAL and requires specific skills and tooling. Support services are working on solutions AIRBUS to qualify Maintenance Repair and Overhaul (MRO) organisations and simplify the [email protected] operation.

CONCLUSION

Head-Up display is an evolving technology that provides pilots with the ability to read flight control data projected onto a transparent screen. The main operational benefit is situational awareness due to the exact alignment of guiding information with the pilot’s forward-field view. Recent air traffic constraints coupled with a symmetrical cockpit philosophy have accelerated Airbus’ policy to integrate dual Head-Up Displays into all of its manufactured aircraft before 2018. Head-Up Display has a huge potential. Two technologies that are currently being developed are the Enhanced Vision System (EVS) and the Sythetic Vision System (SVS), that will allow pilots to see runways in otherwise extremely poor visibility conditions. Head-Up display retrofits are available for all A320 Family aircraft starting from MSN 3000. 17 FAST#56 18 FAST#56 and expertiseneededinapaintshoptorealizethese‘worksofart’. considerations -whicharealldirectlyassociatedwithcostthetime of airlines.Butwhateverthebrandingstrategyanairlinemaychoose,major The variationsofaircraftliveryareasendlessthecreativityandinventiveness a particularlyeye-catchingdesignforshort-termpromotionalcampaign. colourful, exoticdesignthatrepresentstheirwarmcorporatevaluesorindeed to beastrictinterpretationoftheircompany’svisualidentity,ormaybefun, Depending onbrandorientation,anairlinemaysimplywishthisexternaldecoration brand istheliveryofitsaircraft. and byfarthelargestvisualapplicationofanairline’s important tohaveamemorableandattractivebrand, In today’scompetitivemarket,ithasneverbeenmore Airline liveries Airbus’ innovationtoreduceliverypaintingtime

Pascal CORNET Article by [email protected] AIRBUS Fleet ManagerEmbodimentOperations X The sameprojection seenfromaxisXisperceived asacircle. A circleprojectedontothetophalfofacylinderresultsinan egg-shaped surface. Airbus PaintingandLiveryservicesworkedwithairlinestodefinetheirpriorities: adaptable solution. requiring weeksofaircraftdowntime.Airlinesclearlyneededabetterandmore Complicated designstookseveraltimeslongertopreparethanactuallypaint, was achievedbyhighlyexperiencedpaintshoptechnicians,oftenworkingeye. Until veryrecently,themulti-stepplottingandmaskinginvolvedinaircraftdecoration ‘progressive surfaces’). and tail-cone,whicharemorecomplexformswithmultipleaxiscurves(knownas simple 3Dform:acylinder.Aircrafthavesomeareassuchasthenose,tail-plane The figurebelowillustrateshowa2Dshapeisdistortedwhenprojectedonto optically perfectimageryonceappliedtothereal3Daircraft. projection ontothe3Dshape,andthenusestheseremappedimagestocreate The softwarethenre-flattenstheimagekeepingdistortionscreatedby projects a2Dimageontovirtual3DAirbusaircraftwithconicprojection(seefig1). the paintcycleforliveries.Thesolutionincludesdevelopmentofsoftwarethat As adirectanswertoairlinerequestsAirbushasdevelopedmeansofaccelerating Airbus’ innovationtoreduceliverypaintingtime provides thecertifyingdocumentsassociatedwithanewlivery. organisations. InitsroleastheOriginalEquipmentManufacturer(OEM),Airbus management ofworkingpartiesatselectedMaintenanceRepairandOverhaul(MRO) services thatnowallowalltheserequirements,butstillundertakes-ifrequiredthe Airbus hasnotonlyinvented,patentedandputinplaceamodularsetofturnkey • • • • Fig 1:Conicprojection in anypaintshop An adaptablesystemforallAirbusaircraft An attainablequalityidenticaltothatofAirbus’finalassemblylines Tools thatallowarepeatableprocess A fastandpreciseplottingof2Ddesignsontoa3Dsurface

Airline liveries

19 FAST#56 20 FAST#56 or partofapromotionalcampaign. of aliverybasedonspecialevents This serviceisalsousedforthecreation requirements. especially createdfornewbranding designers. Thisservicehasbeen for airlinesincollaborationwithAirbus’ design anewlogoand/orlivery Airbus’ PaintingandLiveryservices (new design/redesign,specialdesign) New liverydesign Offer 1 A setofoffersforairlineliverypainting Airline liveries 1 design New livery Turnkey offer:Projectmanagementofalloffersselectedinthepackage 2

drawings Vectorized

3 cally forthisactivity.Theexactconfigu (CAD) softwaretooldevelopedspecifi a specificComputerAidedDesign onto avirtual3DAirbusmock-upusing New and .dwgor.ai. be generatedonrequestsuchas.dxf, bitmap images).Otherfileformatscan vectorized drawings(orrecalculated 3D aircraft,canbeconvertedto2D been mappedbyAirbusontoavirtual Existing or newlivery Services forexisting Offer 2 via webex. Liveries arevalidatedbythecustomer antennae, etc.) the externalsurface(bellyfairing, into accountanyevolutionthatimpacts ration oftheaircraftisensured,taking Bulletin Service : 2Dliverydesignsareconverted : Liveriesthathavealready 4 stencils & adhesive Mylar - - 5 modification. authority, tocovertheaircraft airworthiness approvedbytheaviation document (ServiceBulletin)whichis (OEM) Airbusprovidesthecertifying As theOriginalEquipmentManufacturer aircraft liverymodification Service Bulletintocover Offer 3 applying painting/ Livery 6 consulting Paint

Each setofMylar™ sheetsoradhesivestencils isdeliveredwithdescriptive layout any measurement. sheets andtheadhesivestencils allowtheirpositioningontheaircraftwithouttaking The guidesforphysicalelements oftheaircraftthatareprintedontobothMylar™ the precutadhesivestencils. from the3Dmock-upintoasetof2DsurfacestomanufactureMylar™sheetsand developed andpatentedmethodsdevice,itisthentranslatedtransferred Once thevirtual3Dliveryhasbeencalculated(inputfromOffer2),usingAirbus’newly Mylar™ sheetsandtheadhesivestenciltechnique Offer 4 documents inorder toexecutethejobaccurately. shapes arepeeledoffrevealingthemaskedareatobepainted. aircraft. Thenoncethewholesheethasbeenstucktoaircraft, thelettersor ing eachsheetisalsoprintedwithguidesforphysicalelements foundonthe shapes areprecutintothelow-tackadhesivesheet.Tosimplify accurateposition These precutmasksaremainlyusedtopaintlogosorcomplex areas.Lettersor Adhesive stencils used forarchitectplans,whichmeanstheycanbeagain andagain. Mylar™ isabrandofthesemi-opaque,non-tearableplastic sheet thatisoften seams, antennaorwindows. themselves, andlinedupwithvisibleorphysicalelementsontheaircraftsuchas when appliedtotheaircraft.Thesheetscanbepreciselypositionedbetween guidelines ontheaircraft.Theplasticsheetsarecut-outinordertoavoiddistortion Mylar™ sheetsareperforatedwithdashedlineswhichusedtomakemasking Mylar ™ sheets

(multiple usage) (single usage)

- Airbus’ productionpaintshop. optimization withspecialistsfrom for kitsapplicationandpaintprocess Airbus alsoproposesitsservices Paint consulting Offer 6 stations aroundtheworld. at selectedPart-145maintenance/repair if required,andorganizeworkingparties projects, integrateitsliveryoffers(1to4) Ideally placed,Airbuscanoverseelivery management role. proposes itsservicesinaproject Airbus’ PaintandLiverydepartment management Livery painting/applying Offer 5 Airline liveries

21 FAST#56 22 FAST#56 Airline liveries of theaircraftprintedontosheetsallowingperfectalignment Mylar™ sheetsandtheadhesivestencilshavephysicalfeatures Sheet-to-sheet positioningofstencils achieved withadhesivestencils Distinctive brandingthathasbeen livery New livery Existing Weeks 1 phase Offer 2 drawings, toolkitsandrealizingthelivery reactivity fordesigndefinitions,vectorized Airbus liveryservicesallowurgentrequest • • • • The added-valueofAirbus’PaintandLiveryserviceoffers on theaircraft. 1 livery projectmanagement. methods, meaningincreasedaircraftavailabilityandlesstimeinpaintshops. at theplotting-outstage. Any paintshopcanbeusedtoaircraftwithahighqualityresult. Airbus PaintandLiveryservicesprovidesasinglepoint-of-contactforairlines’ Overall aircraftgroundingtimeisreducedbyabout20%comparedtotraditional The simplicityoftheMylar™sheets’andadhesivestencilssavessignificanttime The sametechnologyasthatusedinAirbus’productionlineforfinalpainting. 2 3 4 Production phase 5 6 7 8 Service Bulletins Kits Drawings Purchase order Airbus offer Airline request (depending oncomplexity) Airline liveries

23 FAST#56 Airline liveries 24 FAST#56 Airline liveries

Aircraft branding - the sky’s the limit No matter how imaginative an airline’s creative people are, a technical solution exists to realize the most complex painted aircraft liveries. If you add adhesive, or printed adhesive into the equation, the sky is the limit. Adhesive plastic also offers a quick solution to realize a new aircraft livery (e.g.: a late production change or livery development) and can be applied in any closed hangar environment. Because adhesive decals can be removed, this solution also provides airlines with an excellent marketing and communication interface for events and promotions.

From personal experience of three recent repaints of A330-200 by a MRO which has never applied this livery to an A330 before, I can tell you that the work your team puts in and delivers has resulted in immeasurable benefits; to their paint shop’s turn-around time, ability to rework the livery and ultimately to the Qantas brand. ‘‘ Qantas Airlines ’’

CONCLUSION

The Airbus Paint and Livery service now provides a complete range of Find out how Airbus’ Painting and Livery services that allow any airline’s paint shop to reproduce aircraft liveries services can help you boost your brand to the exact same high standards as those performed in the Airbus paint image by contacting our generic email shop. Airbus patented technology allows perfect repeatability between address: aircraft, and the use of Mylar™ sheets and/or adhesive stencils reduces [email protected] the overall time to realize a new aircraft livery by 20%. The same simple-to-use technology allows shorter lead times and a more reactive service. Airbus Painting and Livery service offers are “à la carte”. Customers can choose a single offer or the entire package as a turnkey solution. This innovative service allows Airbus’ design teams to work with airlines to create and install original, high-quality liveries. 25 FAST#56 26 FAST#56 performance aerodynamic airframe Managing [email protected] AIRBUS and FuelEmissionsPerformanceManager Aerodynamic AuditToolProjectManager Simon WESELBY [email protected] AIRBUS and FleetReliabilityManager Aerodynamic AuditToolProjectEngineer Dominique GAREL Article by(lefttoright) It doesn’thavetobeadrag

losses canprovetobe valuablefortheairline. US$6 millionworthoffuelannuallyminimizing efficiency is tinybutwithanA320typicallyconsuming around mission. Inpercentagetermstheadditional fuelburnt the aircraftburnsalittlemorefueltoachieve agiven with use.Insimpletermsalossofefficiency meansthat Like manymachines,aircraftcanbecome lessefficient

Managing airframe aerodynamic performance

Why do aircraft lose efficiency? For an aircraft to fly, it must generate enough lift to overcome its weight. Lift is created by the wings traveling, at speed, through the air. The aircraft’s engines push the aircraft through the air but as the aircraft travels through the air, resistance is created. This resistance is known as drag. Lift

Drag Thrust

Weight

Drag is the resistance of the air to an object passing through it. It is the phenomenon we feel as the force on our arm when we put it out of a moving car’s window. But, in the case of an aircraft, drag is also created when the wings produce lift (aerodynamic engineers refer to this as induced drag). So why should an aircraft’s drag increase in use? Sources of additional airframe drag can be categorized into four groups:

1) Steps between two parts of the aircraft’s surface: A small but sudden change in the aircraft’s exterior surface will disrupt the smooth flow of air over it and result in an increase in drag. Steps can occur between doors and the surrounding surfaces. They can also occur between the wing and flight control surfaces (ailerons, flaps, slats, spoilers, etc.). 2) Gaps: On a new aircraft, gaps between fixed structural elements such as the wing and the fuselage are eliminated by seals. These seals can become damaged over time, leading to gaps appearing. Gaps can also interrupt the smooth air flow and lead to additional drag. 3) Leaks: To prevent leaks, seals are used in many locations. As already mentioned, they can become damaged. For example, a damaged door seal can allow pressurized air to escape from the cabin to the outside of the aircraft. The resulting jet of air would be perpendicular to the fuselage. Similarly, a leaking seal around a wing spoiler can allow air to travel through the wing structure, passing from the high pressure under-wing area, to the low pressure over-wing area. This airflow undermines the efficiency of the wing and creates additional drag. 4) Surface damage: While the aircraft may remain completely airworthy with small dents and scratches on certain exterior surface, these defects can increase drag in the same way as steps and gaps (described previously). Paint peeling can also have a similarly detrimental effect.

Today, we know that these phenomena can occur on our in-service fleet. Also, thanks to the work of the fuel efficiency working group, we know that airlines want to manage aerodynamic degradation on their aircraft. However, the members of the working group were confronted by a “chicken and egg” situation. They could not justify the development of a service to manage aerodynamic degradation because neither they, nor the airlines, have an understanding of how, and to what extent airframes degrade in service. The means to move forward was provided by the Airbus Research and Technology team who provided us with support and resources to develop the Aerodynamic Audit Tool for A320 Family aircraft. 27 FAST#56 28 FAST#56 been considered,againwiththeobjectiveofminimizingtimerequired. surfaces andallowaccesstospoilerslatseals.Theorderinwhichtheinspectionsareproposedhasalso aircraft systemscannotbeavoided,hydraulicpressurization,forexample,isrequiredtostabilizeflightcontrol defining “simple”inspectionsthatdonotrequirespecifictoolingordisassembly.However,activationofsome While developingthetool,Airbuswantedtominimizeinspectioncosts:particularattentionwaspaid Airbus’ AerodynamicAuditToolforA320Familyaircraft Managing airframeaerodynamicperformance and ergonomicscreens. aerodynamic auditviaintuitive of inspectionsforacomplete iPad® applicationhoststhelist for othercomputingdevices. to beimplementedandversionsofthetool functions tofurtheroptimizetheauditprocess programmes and,potentially,allownew applicability tobeextendedotheraircraft Commercialisation wouldallowthetool’s the toolcanbemadecommerciallyavailable. Airbus willbeinapositiontodecideifindeed Following thecompletionofinvestigation, will lastsixmonths. the thirdquarterof2015–investigation period. Airbusplanstoreleasethetoolduring free-of-charge basisduringtheinvestigation contact Airbus.Thetoolwillbeavailableona the AerodynamicAuditToolareinvitedto condition oftheirA320Familyaircraftusing Airlines wishingtoexploretheaerodynamic shown. Screen mock-up personnel. nominated airline made availableto computed and each defect associated with consumption Additional fuel Right wing Fwd Fus Aft Fus Zone wing Left

Upper wingpaint(fwd-inbd) Flap Seal-Outboardwing Flap Track Fairing4-Fixed Spoiler 1averagemis-rig Spoiler 1seal-cordwise Slat 1averagemis-rig Flap seal-outboard Inspection Flap seal-inboard to Movablesteps to surface ......

X:80 cm Y:60 cmP.50 % fwd-inbd =ForwardinboardFwdfusforwardfusilageTtextPpictures Finding 0.5 cm 0.2 cm 15 cm None 0 cm 0 cm 8 cm Recorded findings ------Managing airframeaerodynamicperformance None None None None T P info. Add P T T - - - - - (KGs perFH) Fuel Penalty 4 1 6 0 0 5 0 0 ------

29 FAST#56 30 FAST#56 to reviewprogress,sharenewideasandprioritizeactivities. To date,Airbushashostedfourannualface-to-facemeetingsinToulouse(France) from appropriatecontactsasthevariousopportunitiesareexploredanddeveloped. Airbus maintainsanextensivelistofstakeholdercontactsandwillinvitecontributions identify anddevelopnewopportunitiestosavefueloptimizeoperationalefficiency. traffic organisationsandairportmanagementcommunities)workingtogetherto power offuelefficiencystakeholders(Airbus,itsairlinecustomers,memberstheair Airbus’ fuelefficiencyworkinggroupisacollaborativeprocessthatharnessesthe Fuel efficiencyworkinggroup [email protected] AIRBUS and AerodynamicPerformanceEngineer Aerodynamic AuditToolProjectEngineer Tim CHANT Managing airframeaerodynamicperformance

further fromtheskinwillbepulledalong(byairtouchingskin)slightlymore of amovingaircrafttobepulledalongwithit,atthesamespeed.Theairslightly and eventuallystoprotating.Theviscosityofaircausesthetouchingskin viscosity. Itisthispropertyofcoffeethatcausesarecentlystirredcuptoslowdown Although itdoesnotfeellikeit,airhasstickiness;aresistancetomotioncalled Zoom onthephysicsofdrag surfaces anddoors). joints, minimisingstepsandgapsatthosejointsmovingsurfaces(control attention tosurfacefinish,paintsmoothness,cleanliness,carefulpositioningofskin Whilst thistypeofdragcannotberemovedcompletely,itcanminimizedby it isleftalone. The dragcausedbythespoonslowscoffeedownmuchmorequicklythanwhen rotation oftheliquidisspoiltbychaoticeddiescomingoffbackspoon. analogy; ifaspoonisdippedinrecentlystirredcupofcoffee,thepreviouslysmooth and itsthicknessisincreased,causinganincreaseindrag.Goingbacktothecoffee chaotic swirlingpattern.Thesmoothnessofairwithintheboundarylayerisdisturbed the feature.Theairformallynexttoskinwillseparatefromitssurfaceandforma If theirregularityisprominentenough,airwillnotbeabletosmoothlyflowpast A surfaceirregularitycancompromizethepreviouslysmoothboundarylayer. drag thanachaoticone. is alsoimportant;asmoothmovementofairwithintheboundarylayercausesless drag duetoviscosity.Thenatureoftheairmovementwithinboundarylayer The thicknessoftheboundarylayerandspeedairwithinitdetermine will notbedraggedalongatall.Thisistheedgeofaregioncalledboundarylayer. slowly, andtheairnexttothatslowerstill.Theatacertaindistancefromskin

Managing airframe aerodynamic performance

Zoom on engine efficiency In addition to the loss of efficiency due to increasing drag on the airframe, the aircraft’s engines can become less efficient with use. A contributor is the accumulation of tiny particles of dirt and other substances on the surfaces of the engine’s fan and compressor aerofoils. These aerofoils have very precise profiles that contribute significantly to the engine’s efficiency. So, particles accumulate, profiles change, efficiency reduces and fuel burn increases. Unlike airframe drag, engine degradation is a widely recognized phenomenon in the commercial aviation industry. Typically, it is controlled through an engine washing programme that removes most of the accumulated particles and restores some of the engine’s efficiency (efficiency is not fully restored as normal engine wear also affects efficiency). Note: Your engine maintenance provider can advise on washing programmes and cost effective engine maintenance schedules.

Economic assessment – a starting point While we do not yet have a clear view of the actual aerodynamic defects occurring on an A320 Family aircraft, we can evaluate the economics of the additional fuel being consumed and the cost of fixing the defect. By making some conservative assumptions about the size of the defects (step and gap sizes, length of damaged seal, etc.) we can express the cost of correcting a defect in terms of the time that defect needs to consume the same value in fuel. In some cases the figure may be as little as two weeks (i.e. in two weeks the defect has resulted in an additional fuel burn that is equivalent to the cost of finding and fixing it), the majority of defects are less than two months and for the lower impact or higher correction cost items, the figure may be of four months.

CONCLUSION

The Aerodynamic Audit Tool Research and Technology project will allow Airbus and operators of A320 Family aircraft to have a far more complete understanding of airframe in-service performance degradation. For success the project requires as many airlines as possible to perform audits on as many aircraft as possible - new and old, across the world. We have designed the audit process to be simple and low-cost. The audit tool and the analysis of the findings will be provided free-of-charge during the investigation period. Initial assessments suggest that, once the detected defects are corrected, net savings in excess of US$25,000 per aircraft per year might be possible. All A320 Family operators are invited to participate in the project and may contact Airbus at any time during the investigation (scheduled to run for 6 months from third quarter 2015). As ever, Airbus is looking for effective ways of helping its customers become more successful with its products – hoping that this project will demonstrate the added value of maintaining the aircraft’s aerodynamic condition for the benefit of the operators. 31 FAST#56 32 FAST#56 heights to new technology lithium-ion Taking [email protected] Saft Aviation Marketing Manager Jean-Marc THEVENOUD [email protected] AIRBUS Electrical SystemEngineer Mohammed-Amine MCHACHTI Article by(lefttoright) for batteries and lessmaintenance Less weight ?? shutdown andAPUstart,etc. urations betweentheAuxiliaryPowerUnit(APU)shutdownand enginestart, current busesinordertoensurecontinuouspowerduringelectrical networkreconfig function, meaningthatthebatteriesarepermanentlyconnected totheaircraft’sdirect bay. Alongwiththeirchargingrole,theyalsoprovidea‘nobreak power’(NBPT) There arefouridenticalandinterchangeablebatteriesinstalled intheA350avionics Batteries onA350aircraft in orbit,deliveringreliableon-boardpowerforover125different satellites. over manyyears.Forexample,morethan1.6MWhofSaftLi-ion batteriesarecurrently aircraft andsatellites,Li-ionbatterieshaveestablishedanoutstanding trackrecord large industrialapplicationsinrailways,telecommunications,electricvehicles,military Ranging fromsmallconsumerapplicationssuchassmartphonesandtouchpads,to battery technologyontheA350. Airbus aircraftandhasbeenselectedtoprovidethenewgenerationlithium-ion(Li-ion) batteries, sinceAirbus’origininthe1970s.Saftcurrentlyprovidesbatteriesforall Airbus hasbeenworkingincollaborationwithSaft,theworldleaderindustrial

- considerable timefortheoperator. Equipment (GSE),thussaving BattCARE® GroundSupport directly ontheaircraftusing advantage ofbeingperformed These checksalsohavetheadded two years. essentially capacitychecksevery maintenance operationsare sealed andneverneedservicing, As SaftLi-ioncellsarehermetically • Main battery2 • • Main battery1 • • • Emergency batteries1and2 vital functions: perform several the batteries On theA350, enabling therefuelling (+ mainbattery2):tostarttheAPU during thetowingofaircraft SSPC/RCCB technologies to open/closethenewlyintroduced enabling themaintenanceoperator Interface (PDMI)onbattery: and emergencyevacuation deployment, lastphasesoflanding during theRamAirTurbine(RAT) supply vitalpartsofthenetwork Electrical System(LMES),thebatteries Flame Out(TEFO)orLossofMain In caseofemergency-TotalEngine Refuel onbattery(+main1): Auxiliary PowerUnit(APU)start Towing onbattery:enablingpower Power DistributionMaintenance Aircraft poweronground Emergency Electricity(EMERELEC):

• • • • Advantages 6 yearsandthenonayearlybasis. types ofbatteriesarenowreplacedwithasinglecheckeverytwoyearsupto Less frequentmaintenancechecks and haveautonomousBuiltInTestEquipement. Real-time communications On-board controls by morethan80kg,contributingtoreductioninfuelconsumption. Lighter The regularchecks,periodicalcheckandgeneraloverhaulneededwithother The batterieschargeandhealthcanbeconstantlymonitoredinreal-time Direct controlfromcockpitpanel. By usingonlyfourLi-ionbatteriesontheA350,Airbushasreducedweight

Li-ion batteries

33 FAST#56 34 FAST#56 Li-ion batteries battery maintenance GSE forsimple time-saving ofabouttwohoursperaircraft. removing thebatteriesfromaircraft.Thisallows equip theA350tobemonitoredon-boardwithout The on-wingcapabilityallowsthefourbatteriesthat • • Discharge • • • and off-wingsuchas: Different operationscanbeperformedon-wing Battery statuscheck Storage charge Commissioning charge and impedancemeasurement Periodic batterycontrol,meaningcapacity Li-ion batteries

35 FAST#56 36 FAST#56 Li-ion batteries battery -J2beingthe‘controlpower’thatallowscommunicationbetweentwo being 110to264volts.TherearetwocablesJ1andJ2thatconnecttheGSE The GSEneedstobeconnectedwithanelectricalcable,thevoltagerequirement a) Plugging be safelyperformedbyoneperson. The verysimpleGSEtaskscan person thankstoitsfourwheels. the backofGSE.Despite GSEweighing100kg,itiseasilymovablebyone the batteriesandfromGSE. Thecablescanbestoredinsidethecompartmentat connector cableisunscrewed andthentheJ2J1cablesaredisconnectedfrom Once thecheckshavebeenperformedonbatteries, GSE isshutdown,the code. At theendoftransfer,Saftwillacknowledgereceiptby providinganunlockkey helpdesk services. contains thebatterytesthistory,technicaldocumentation, trainingsupportand using aUSBkeyanduploadedtotheSaftwebportalviainternet. TheSaftwebportal reached. Thedatamustthenbetransferredtowardsadedicated Saftwebportalby The GSEcanstoreupto16testrecordsandwilllockitselfwhen thisnumberis e) 45 minutes. The GSEallowsaveryquickcharge,from20%ofStateOfChargeto90%inlessthan followed byadischargewithStateOfCharge(SOC)of70%. order tobeinstalledintheaircraft,andforstorage,afullchargeshouldperformed; The GSEcanchargeanddischargethebattery.batteryshouldbechargedin d) aircraft. Alternativelyitcanbeputonlongtermstorageafteracharge. If theresultsarecorrect,batterycanberechargedbyGSE,ordirectly ance valueshavethentobecomparedreferencebytheoperator. and temperaturevaluesdisplayedontheGSEscreen.Thecapacityimped Record inthebatterylogbookdateoftestaswellcapacity,impedance Then youmustcompletethefieldsof‘TestConfiguration’screen. Periodic checksofthebatteryareperformedbyaccessingmenu->Test. c) through thebatterymenu. Saft hasdevelopedafriendly,easy-to-useinterface.Thebasicoperationsaredone The RJ45interfaceisusedtouploadanewGSEsoftwareversionwhenrequired. touch screendisplay,themainbreaker,USBportandRJ45interfaces. used outdoors,thefrontpanelisprotectedbyapolycarbonatecover.Itcontains Once theconnectionshavebeenmade,GSEcanbestarted.Asitalso b) J1 andJ2arefastenedtogether. lining upwiththeguidethentightenedintoplace.Thenfinally,twocontactersfrom to thebatteryandsecurelytightened.ThenJ2cableisconnected Connection isquitestraightforwardandeasytoperform.TheJ1cableconnected The J1andJ2cablesthenhavetobeconnectedthelithium-ionbattery. for off-wingorbatteryshopoperationsand18metreson-wingoperations. and J1thepowercable.Bothcablescanbeprovidedintwodifferentlengths:3metres Data transfer Charge anddischargeofthebattery Check ofthebattery Start-up oftheGSE

information suchastheStateOfCharge(SOC)andHealth(SOH)canbe tem (BMS)withdedicatedelectronicmonitoring,softwareandalgorithms.Battery just theVL30P®Li-ioncells,butalsocompriseafull‘smart’BatteryManagementSys systems. Inordertoguaranteeoptimumperformance,Saft’sbatteriesaremorethan research inLi-ionsolutions,10ofwhichspentdevelopingaviation-grade The cutting-edgeLi-ionbatteryon-boardtheA350isresultof15yearsSaft Technical requirement. an embeddedelectronicmodulebatterymanagementsystemtomeetthesafety level ofdesignrequirementsaccordingtoDO-254,DO-178BandDO-311,integrating from AtoE).Therefore,Li-ionbatteriesareconceivedincompliancewiththeDAL-A Assurance Levelonanaircraft(therearefivelevelsofcompliancethatrangeinseverity Li-ion batteryintheworldthatiscomplianttoDALA,highestachievableDesign Indeed, thebatterysystemdevelopedbySaftdevelopmentunitisfirst level ofsafety,theLi-ionbatteriesaresubjecttostrictdevelopmentmethodology. In ordertoguaranteeanoptimumperformanceandinthesametime,ensuringahigh highest levelofsafetythefinalproduct. regulatory authoritiesrequireanenhanceddevelopmentassuranceleveltoensurethe Due totheinnovativenatureofusingLi-iontechnologyincommercialaviation, Safety communicated inreal-timetothesystemdisplayofaircraft. saving considerabletimeandcosts forA350operators. well asonashopfloorwithSaft’s GroundSupportEquipment(GSE), maintenance, theusualverification taskscaneasilybedoneon-wingas Four batteriesequiptheA350. Althoughthebatteriesrequireverylittle to thehighestachievableDesign AssuranceLevelofsafety. batteries haveprovenagreattechnologicalleapforward.They adhere Robust, light,andeasytomaintain,thenewgenerationlithium-ion CONCLUSION description Li-ion batteries

37 FAST#56 FAST from the PAST There wouldn’t be any future without the experience of the past.

Before pilots relied on ILS signals (see stealthy building panels article) for their landing indications, many other techniques were explored.

Around 1937 a mechanical “landing feel apparatus” was tested on a Junkers G38. When crossing the field boundary, the pilot lowered a pole which was held in position by the slipstream. When the pole touched the ground, this was indicated in the cockpit by means of an instrument and/or acoustically. The pilot then knew his altitude, depending on the length of the pole (between two and five metres) and knew to round out and start the landing flare. It was a crazy low-tech idea, but it worked! Courtesy of Airbus Group Corporate Heritage 38 FAST#56 We’ve got it covered Around the clock, around the world, Airbus has more than 240 field representatives based in over 110 cities

WORLDWIDE TECHNICAL, MATERIAL & LOGISTICS TRAINING CENTRES Tel: +33 (0)5 6719 1980 Airbus Technical AOG Centre (AIRTAC) Airbus Training Centre Fax: +33 (0)5 6193 1818 Tel: +33 (0)5 6193 3400 Toulouse, France Fax:+33 (0)5 6193 3500 Tel: +33 (0)5 6193 3333 USA/CANADA [email protected] Fax: +33 (0)5 6193 2094 Tel: +1 703 834 3484 Fax: +1 703 834 3464 Spares AOG/Work Stoppage Airbus Maintenance • Outside the Americas: Training Centre CHINA Tel: +49 (0)40 5076 4001 Hamburg, Germany Tel: +86 10 8048 6161 Ext. 5020 Fax: +49 (0)40 5076 4011 Tel: +49 (0)40 7438 8288 Fax: +86 10 8048 6162 [email protected] Fax: +49 (0)40 7438 8588 • In the Americas: Airbus Training Centre Americas FIELD SERVICE SUPPORT Tel: +1 70 3729 9000 Miami, Florida - U.S.A. ADMINISTRATION Fax: +1 70 3729 4373 [email protected] Tel: +1 305 871 3656 Tel: +33 (0)5 6719 0413 Fax: +1 305 871 4649 Fax: +33 (0)5 6193 4964 Spares In-Flight orders outside the Americas: Tel: +49 (0)40 5076 4002 Fax: +49 (0)40 5076 4012 [email protected]

Spares related HMV issues outside the Americas: Tel: +49 (0)40 5076 4003 Fax: +49 (0)40 5076 4013 [email protected]

Spares RTN/USR orders in the Americas: Please contact your dedicated customer spares account representative [email protected] 39 FAST#56 How can I fly more passengers to the most popular airports at peak times?

Fly the A380. The world’s most spacious commercial aircraft. Capture more high-yield traffic on the busiest routes and offer the highest passenger appeal with 18+ inch seats in economy. Airbus is the answer.

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12206_AIR_QA_TowerBridge_Fast_297x210_1.0.indd 1 23/06/2015 14:31