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Customer Services Events Spare part commonality Ensuring A320neo series commonality 2 with the existing A320 Family AIRBUS TECHNICAL MAGAZINE Andrew James MASON Publisher: Bruno PIQUET Graham JACKSON Editor: Lucas BLUMENFELD Page layout: Quat’coul Biomimicry Cover: Radio When designers learn from nature 8 Picture from Hervé GOUSSE ExM Company Denis DARRACQ

Authorization for reprint of FAST Magazine articles should be requested from the editor at the FAST Magazine e-mail address given below Radio systems Customer Services Communications 15 Tel: +33 (0)5 61 93 43 88 Correct maintenance practices Fax: +33 (0)5 61 93 47 73 Sandra PREVOT e-mail: [email protected] Printer: Amadio Ian GOODWIN

FAST Magazine may be read on Internet http://www.airbus.com/support/publications ELISE Consulting Services under ‘Quick references’ ILS advanced simulation technology 23 ISSN 1293-5476 Laurent EVAIN © AIRBUS S.A.S. 2012. AN EADS COMPANY Jean-Paul GENOTTIN All rights reserved. Proprietary document Bruno GUTIERRES By taking delivery of this Magazine (hereafter “Magazine”), you accept on behalf of your company to comply with the following. No other property rights are granted by the delivery of this Magazine than the right to read it, for the sole purpose of information. The ‘’ initiative This Magazine, its content, illustrations and photos shall not be modified nor Setting the tone 30 reproduced without prior written consent of Airbus S.A.S. This Magazine and the materials it contains shall not, in whole or in part, be sold, rented, or licensed to any Axel KREIN third party subject to payment or not. This Magazine may contain market-sensitive or other information that is correct at the time of going to press. This information involves Eric DAUTRIAT a number of factors which could change over time, affecting the true public representation. Airbus assumes no obligation to update any information contained in this document or with respect to the information described herein. The statements Altimeters made herein do not constitute an offer or form part of any contract. They are based on 36 Airbus information and are expressed in good faith but no warranty or representation From barometric to radio is given as to their accuracy. When additional information is required, Airbus S.A.S can be contacted to provide further details. Airbus S.A.S shall assume no liability for any damage in connection with the use of this Magazine and the materials it contains, even Customer Services Worldwide if Airbus S.A.S has been advised of the likelihood of such damages. This licence is 37 governed by French law and exclusive jurisdiction is given to the courts and tribunals of Around the clock... Around the world (France) without prejudice to the right of Airbus to bring proceedings for infringement of copyright or any other intellectual property right in any other court of competent jurisdiction.

Airbus, its logo, A300, A310, A318, A319, A320, A321, A330, A340, A350, A380 and A400M are registered trademarks. This issue of FAST Magazine has been printed on paper produced without using chlorine, to reduce Photo copyright Airbus Photo credits: waste and help conserve natural resources. Airbus Photographic Library, ExM Company, Airbus France, Getty Images Every little helps! FAST 49 1 SPARE PART COMMONALITY - ENSURING A320NEO SERIES COMMONALITY WITH THE EXISTING A320 FAMILY

Spare part commonality Ensuring A320neo series commonality with the existing A320 Family

Commonality is one of the key drivers of the The A320neo series is a programme which uses A320neo development. The A320neo series, innovative new engine and aero-structural where neo stands for ‘new engine option’, has a technologies to provide a significant improvement target of over 95% spare parts commonality with in performance for the A319, A320 and A321 the existing models, enabling the new aircraft to aircraft. Whilst striving to deliver this benefit to fit seamlessly into existing A320 Family fleets the operators, Airbus is also keen on minimizing and customers’ operations. This will help the changes to a proven product. Changing only to achieve significant savings in the areas of what is necessary to integrate the new engines, Initial Provisioning (IP) investment and keeping the rest of the aircraft in with maintenance training, compared to an all new the operators’ existing economic and logistical aircraft series. models, can ensure the future operators a simpler, lower cost service entry.

Andrew James MASON Graham JACKSON Project Manager New Programmes IP A320neo Operability Airbus Material, Logistics and Suppliers Technical Integrator Airbus Engineering FAST 49

2 hsicue h specific investment. commonality RSPL* the overall both and on includes objectives phase. spares’ definition This aircraft as the du- ring commonality such and investment factors cost drive to development A320neo for targets the clear set has Airbus of this, recognition In aircraft. an lifecycle of the cost on impact services huge a have and investment Spares’ development A320neo the of drivers Key PR ATCMOAIY- COMMONALITY PART SPARE

uniyadcs fprsi the in parts of RSPL. cost with and quantity overall the increase don’t agreements suppliers and that reliabilities ensure contractual component to order both com- in individual ponents, to then down was broken It aircraft. Family standard A320 the for as series A320neo was setatthesamelevelforthe investment RSPL overall The INVESTMENT RSPL OVERALL A3320 NUIGA2NOSRE OMNLT IHTEEITN 30FAMILY A320 EXISTING THE WITH COMMONALITY SERIES A320NEO ENSURING o h is ero operation. of year first the for planning maintenance unscheduled the for recommendations gives list This parameters. customized on based fleet given a for holdings spares’ concerning data provisioning material with customers provides Airbus List) Parts Spare (Recommended RSPL notes 3 FAST 49 SPARE PART COMMONALITY - ENSURING A320NEO SERIES COMMONALITY WITH THE EXISTING A320 FAMILY

COMMONALITY STUDIES Generation of a The 95% commonality of parts Recommended defined in Airbus’ objectives is not Spare Parts List just a marketing figure. An initial verification exercise has been (RSPL) conducted to ensure that it is measurable, achievable and value To generate RSPLs as a basis of adding. The following sections comparison, key assumptions were define how this was carried out. defined relating to the fleet size, aircraft utilisation, logistics and Airbus has compared the standard economics. The assumptions are engine variants, CFM (joint based on experience with all venture between General Electric Airbus operators and represent the and SNECMA) and IAE (Inter- average A320 Family mission. national Aero Engines), with both ‘neo’ engine variants - ‘CFM Leap Four RSPLs were generated based X’ and ‘PW1100G’, as shown in upon the defined assumptions and figure 2. The operators of both using the same methodology as a standard engine variants have typical customized ’s RSPL expressed an interest in both new for the following configurations: engine options, meaning all fleet combinations must be considered. • A320 CFM56-5B Variant, • A320 IAE V2500 Variant, The technical scope of the • A321 CFM56-5B Variant, assessment covers the whole • A321 IAE V2500 Variant. , including all systems impacted by the introduction of the Recommended new engines, but excluding the engines and themselves. Spare Parts List: Airframe spare part commonality study The analysis does not consider Short-listing considering A320 with different engine variants structural parts.

Figure 2 The Recommended Spare Parts List contains a huge range of different parts from large assem- blies such as an APU () to small ‘nuts and bolts’. It is critical to filter these parts to get a representative view of the commonality, as hundreds of small standard hardware part numbers with very small financial impact can falsify the results.

Airbus therefore considered the number of recommended parts, multiplied by the respective part number price, to determine the spares’ financial impact of each part.

Through this exercise, standard simple items such as filters, light bulbs, placards, seals, switches and sensors with little financial impact, are removed from the calculation allowing the exercise to focus on the valuable and high impact items. FAST 49

4 olwn aeois(e iue3): figure (see categories the following using graded been have engine commo- nalities determined all The for variants. designs been series baseline A320neo has the for RSPL determined on short-listed part each the of commonality The identification commonality Parts’ PR ATCMOAIY- COMMONALITY PART SPARE sesdt aiaieo the on capitalize opportunities. commonality to being continuously assessed is series the ‘neo’ on application for parts Family • • The • • onl hardware - common Partially 2. common Fully 1. .Non-common 4. standard) interchangeab - common Partially 3. common* y utblt feitn A320 existing of suitability NUIGA2NOSRE OMNLT IHTEEITN 30FAMILY A320 EXISTING THE WITH COMMONALITY SERIES A320NEO ENSURING e(no to (‘neo’ le n ot‘e’arrf series. aircraft ‘neo’ post pre and the both on embodied be to hardware existing the allows It required. is update Software at omnlt identification commonality Parts iue3 Figure notes 5 FAST 49 SPARE PART COMMONALITY - ENSURING A320NEO SERIES COMMONALITY WITH THE EXISTING A320 FAMILY

Commonality SOME EXAMPLES feasibility study A320neo series’ commonality can results be seen on many of the control computers such as the FAC (Flight Augmentation Computer), ELAC The percentage of commonality ( Computer) and between each pair of variants is the DMC (Display Management visible in figure 4. Computer), where the hardware will remain exactly the same, benefits In order to clearly determine the requiring only a software update to commonality percentage, the allow full compatibility with the The principal benefits of the results were classified into two new engine options. The new A320neo aircraft series are: categories, to reflect the required software will be such that once • Reduction in fuel burn of 15% customer investment: versus the standard A320 Family loaded onto the part, it can be installed on either the ‘neo’ or aircraft. • Either, new hardware, including: standard A320 Family aircraft, • Minimum additional spares’ - Parts which are completely easing parts’ management for a investment required due to the different, mixed fleet. synergy between A320 Family - Parts which are new for the types. A320neo but can also be Furthermore, the Integrated Drive • Minimal additional maintenance retrofitted on the standard Generator (IDG) on the A320neo training required, owing to A320 Family aircraft. retention of existing components. ‘CFM LEAP-X’ is currently commonwiththeIDGonthe • Inter-operable with current A320 • Or, common hardware, standard A320 ‘IAE V2500’. An Family aircraft. including: investigation was carried out on the • Benchmark reliability. - Parts which are completely the feasibility of adding functionality same, to the IDG (see figure 5), which - Parts for which the hardware is would have changed the part the same (enabled by a number. The change has since been software upgrade). rejected, retaining commonality of this exceptionally expensive item of the Initial Provisioning (IP).

Commonality feasibility Common hardware study results Comparison New hardware (%*) (%*) Figure 4

The A320neo series A320 CFM56-5B 95.6 4.4 is currently under and A320neo LEAP-X development and the detailed design is yet to be frozen, the A320 CFM56-5B commonality 95.6 4.4 percentages will and A320neo PW1100G evolve as the design definition progresses. A320 IAE V2500 95.9 4.1 and A320neo LEAP-X

A320 IAE V2500 95.5 4.5 and A320neo PW1100G

*Percentage calculated over the current A320 parts' baseline FAST 49

6 SPARE PART COMMONALITY - ENSURING A320NEO SERIES COMMONALITY WITH THE EXISTING A320 FAMILY

This shows that Airbus can make informed decisions, based upon the overall fleet lifecycle costs for the customer, and obtain the best solution for the aircraft parts' commonality.

IDG example

Figure 5

CONTACT DETAILS

Andrew James MASON Graham JACKSON Project Manager New Programmes IP A320neo Operability Airbus Material, Logistics Technical Integrator and Suppliers Airbus Engineering Tel: +49 (0)40 50 76 24 34 Tel:+33(0)561931640 Conclusion [email protected] [email protected]

During the A320neo development, Airbus The new engines for the A320neo series, has set objectives for both the RSPL cost sharklets and a continual aerodynamic and the systems’ commonality, and has optimisation allow reductions in fuel burn, accurately projected the spare parts’ delta and therefore significant savings. The between the standard A320 Family implementation of this, whilst retaining and the A320neo series. system commonality, is a true demonstration It is clear that 95% commonality for of engineering excellence which is critical airframe systems is a tough target, but the in today’s competitive ‘single aisle’ systematic and practical approach made market. Alongside the aircraft market possible by using spares provisioning data leading performance, the success of the shows how this can be achieved. A320 Family is also a recognition of Innovation in Airbus does not stop with Airbus’ constant strive to improve the the introduction of new technologies. product with the customer in mind. FAST 49

7 BIOMIMICRY - WHEN AIRCRAFT DESIGNERS LEARN FROM NATURE

Biomimicry When aircraft designers learn from nature

Asked to design a flying object of about 1kg central pacific region from Alaska to New capable of a non-stop flight over more than Zealand. This small but elegant migratory sea bird 10,000km in less than 10 days, many engineers is indeed capable of an incredible efficient flight. would cautiously answer that these requirements This is just to illustrate that nature is constituted cannot be met with current technologies. Some of biological solutions and behavioural strategies others might even demonstrate that it is physically that are extremely efficient, such as energy saving impossible to carry the required energy. But by in flight. simply raising eyes towards the sky, researchers In this article, you will be convinced that nature have observed that migrating sea-birds, such as inspires aircraft designers, engineers and manu- the bar-tailed godwit is achieving this outstanding facturers in many ways. performance, and even beyond, when crossing the

Denis DARRACQ Head of Flight Physics Research & Technology Airbus Engineering FAST 49

8 rdcinb 5 vrtels 40 noise last years the and over 75% 70% by production by have reduced aircraft been Airbus of emissions a and consumption As the powerful aircraft. consequence, pro- efficient to more more duce permitted and has computers more of exploitation techno- the to combined of logies progress Continuous billion the two across year world. than air per passengers the more carries of which now industry emergence transport the later decades to few a powered yielding controlled flight a enabled more has It problem. a the of approach through rational acquired has been knowledge scientific the Then of attempts take-offs. human first as by consequences, experienced dramatic Sometimes aviation”. with of basis as the “Birdflight Otto in 1911 by in described imitation Lilienthal as of pioneers source for direct often a have been achievements these human flying, natural to as challenge such a intelligence, of front In at carefully looking nature. are those of who admiration the arouse achievements that remarkable the their to yield to driving has process species long This environment. is of adaptation evolution mechanism of key this Darwin three that Charles explained than ago. more years been Earth, billion on life has signs of first the since ever selection happening Natural creations human for model A Nature: utos uha narrf,for pro- aircraft, human on Airbus. as on such them ductions, apply and them to adapt to world, living a of the mechanisms the share understand idea to is basic to The language. learning common by together, working firstly new and are a biologists engineers which as in scientific be more approach full but not a discipline, as should considered Biomimicry improve to performance. designers for aircraft inspiration of source emissions. a is Nature and consumption of terms fuel meet in to objectives future, transport away air far so not required a is in that efficiency in step aircraft radical the deliver to not permit will it Moreover, soon. saturate to begin will technologies standard with obtained performance the But IMMCY- BIOMIMICRY HNARRF EINR ER RMNATURE FROM LEARN DESIGNERS AIRCRAFT WHEN 30i flight in A380 9 FAST 49 BIOMIMICRY - WHEN AIRCRAFT DESIGNERS LEARN FROM NATURE

We cannot copy precisely nature: But species adapted to extreme An aircraft is not a bird and conditions or born to a strategy of aeronautical engineers are not long distance migrations have also expected to transform themselves developed some clever solutions into butterfly hunters. Commercial that also should be looked at by aircraft are indeed operating in an engineers. extreme environment at transonic speeds, high pressures, very low Denominations of recent and temperatures and are much larger future technologies are a revealing and heavier than any animal on indicator of this attraction of Earth. For example, at these engineers for the models of nature. speeds, air compressibility is In aeronautics, we speak of playing a major role on aero- “morphing” shape, “natural” lami- dynamic performance. Therefore narity, “health” monitoring, “self- the objective is not to simply healing” and “smart” materials, “mimic” but to understand and to “memory” shape alloys, “genetic” get inspiration from “techno- algorithms, Airbus “sharklets”, etc. logical” solutions and strategies of The purpose of this article is not to the nature. make an exhaustive list of Honeycombed-like structures are innovations inspired from nature, used for aircraft panels to save weight The adaptation from the living but more to give a status and a world to aircraft production may perspective in the field of flight require several years of research sciences. and development. At Airbus, we are following attentively all these Flight control and potential sources of innovation for our future products. flight performance

But where to look? Assuming that a At the end of the 19th. century, the predator must be tougher and faster Wright brothers observed that than its prey, it seems therefore birds were manoeuvring and reco- sensible to look first at the vering from gust destabilisation by creatures on top of the food chain, slightly twisting the tip of their such as flying raptors and sharks. . FAST 49

10 mrsielrefahr nwing tips. on feathers large deployingimpressive are storks, such and raptors birds, as extremely large been Some given inventive. has a nature for span, drag induced the minimize to order in Therefore, albatross"). "The in Baudelaire nicely Charles by (as described manoeuvrability for bird handicap a are wings large Very ground. on manoeuvrability other as by such offset penalties, are from reduction benefits the drag 9 beyond about as to 10, up to the ratio aspect pushed of limits have com- aircraft Modern mercial soaring. through ex- dynamic effortlessly are direction in 15) any glide to to energy wind sea up ploiting ratio albatrosses (aspect bird, living any wing a of higher span a for to Thanks drag lift. given induced less generate span) over chord Wing ratio: by aspect an terms aeronautical of (cha- in drag racterized wings narrow total Long the aircraft. about of of third source the induced one be can or It drag. drag lift-induced called drag the some generating of is lift production the Unfortunately, the energy. with minimum forward move to speed) to opposed (force up drag lowering go while flight to lift gravity) to enough opposed (force efficient producing requires an Globally, time. that at exist not did word in the though biomimicry, application of aeronautics successful the likely is first for This all aircraft. on spoilers today modern norm or the still is rolling The of wing. use the on located surfaces moveable by replaced wing- was rigid, warping more wings as becoming later, were years flight. ten than controlled Less the to powered considered 1903, first is in what aircraft complete a “Flyer” on the warping implement wing of to system similar decided They elyeto slats. of deployment the through used aircraft is commercial that on concept this exactly It lift). is more the produce To of (i.e.: stall wing delay is to birds function enabling this that Current is edge. leading speculation create the to on order slot in a wing, front the the of covered on part located digit feathers a with alula, deploying are birds some astonishingly, more More the is solution advanced. bird the maybe But birds strategies: similar and adopt aircraft Hence attack. angle of the aircraft increase and flaps the deploy performance, low achieve speed To speed. the lower required to is speed. drag low and lift at Additional completed be landing must a controlled, and safe be To in 2011). performed December flight test fuel (first reduced burn 3.5% least at to in expected result is that - - “sharklets” devices the tip wing innovative from benefit soon its also will The Family A320 improve performance. to aerodynamic aiming tip requi- wing fences, to with space equipped 80m is gate rements, to airport limited meet is whose span A380 induced wing the Similarly, generate tip drag. that wing is creating vortices that tip of the responsible near airflow the of smoothing mix are feathers These IMMCY- BIOMIMICRY HNARRF EINR ER RMNATURE FROM LEARN DESIGNERS AIRCRAFT WHEN 11 FAST 49 BIOMIMICRY - WHEN AIRCRAFT DESIGNERS LEARN FROM NATURE

Some sea birds, evolving in areas On the contrary, commercial of strong winds and turbulence aircraft are based on a fixed-wing have developed a passive control structure that is primarily designed capability of the flow - passive for optimum cruise performance. because it does not require any The rest of the aircraft mission is energy from the bird. Some achieved through dedicated add-on feathers located on the wing of moving devices such as spoilers, skua birds are deployed by reverse flaps, slats, and landing flow, preventing a local separation gears, that are generally retracted from spreading across the whole during almost all the flight dura- wing. Large flow separation is tion. responsible for stall. This passive Even though the deployment and concept is not applied on aircraft the retraction of aircraft flaps and but wings are equipped with active slats can be seen as “primary age” moveable surfaces (e.g. spoilers) to in morphing evolution, we know control the flow on the wing. that we cannot go beyond with the current structural technologies, due Biomimicry is very promising in to the impact on cost and weight. terms of new perspectives. Nevertheless, novel technologies such as “smart” materials are Morphing raising the prospect to morphing aircraft concepts. Amongst various concepts enabling technologies, shape memory alloys sustain large A common characteristic of life is deformations and recover their the flexibility of shapes that human initial form through temperature industrial implementation struggle variations, and piezoelectric mate- to reproduce. The rigidity of a rials produce mechanical stress robot, an aircraft or a submarine, is when submitted to a voltage. striking compared to a man, a bird Therefore, suitably designed struc- or a fish. Birds are characterized tures made from these materials by continuously varying the shape can be accurately controlled to of their wings which guarantee manage seamless deformation of optimum performances for various the aircraft weight. This will purposes: Landing, gliding, revolutionize the aircraft perfor- The first test flight with "sharklets" flapping, manoeuvring for hunting, mance and will make them on an A320 took place in December 2011 diving, etc. In aeronautical terms, definitively look like birds. these are “multi-functional” wings. FAST 49

12 of mi concluded rsie‘ pressive

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Surfaces fac s Beyond Pa kn o co innov tre ev olutions bservat en ploiting nstitute ntine mpared gi rti wtha ow gra ayc nary m ooth ainfihs( flights mation ew re es ir eiasin pelicans neers cularl endou aeal have onme ly f ally, h v the sconfi es at tory fe g often h f the e tlrou ntal ion twit rt . ou at of ene e nofe s cou ts) o of ion tthe dofmi a . eg ap ld all ,mate y, ’formation V’ nt very soflea birds lowe lth ll pote s th to captured tlw etal abilit spe Shar ollow for observed l ea be tfo at bu migh g)produc rgy) liding ma missi light ha dbe ld er r heart r opportune rmed cetfcstudie Scientific . a to ci te es bird k r s cro rine ding formation ies sw es ntial s, fut actua llower or nthe rials insp t e solita er ti ep me d co ld, n ntr on ons than sk ur fr applied vnt even macros f an mv om tru flights birds eai ni in ra or lly that birds signi t n are and ate contrar fro ire an so yflig ry t th ith imals db the by ed id ar birds en ns ytelift the ly flig cture flapping the din urce inverte m revo titute lyt alty . s hough irc rcr ari fic copic to ht oair to ,we have such ans si ,is y, raft an im- ter ou aft. not an ar the ht. lu eir of d o n d e e a s s f - - - t , b smo 0 fteaircraf the of 70% r drag den t t d clean con Lotus mai (resist produc units perfor e a cl Drople wate a surfac i al p kable curiosit challe Nev h s the en partic prope sha g " s h ibsB Airbus the e enh ebelie he shap he ndeed epres riblets", ig ve ccr fficienc ircraft ecov a.De rag. ov str roove ea viron nifica nbe ks rk ticles sump ancin ntenance etion te th other er ring r ur c rty le nges ents theles a sa es ance manc ould rdby ered sare ts in ope tion, dropl face yas nd m plant rope kin of demo fd of eof fofa yo .T cabi ina tion gspe tailed sse is tyth ntly ent aeco have ex nw on th d re cue a uctures lk s -like esur fsha pl a ef i w his te.They rties. eredu be esu yin ry ets ,ther s, .Mi . fthe of oadd to strigg r.This irt. n sl tto grooves oited th per nstrated d a ed, oerosio to erodyn el nd signi ings. ippin euigth reducing these investigatio ypre ey fittin rational uga k.Flig rks. ae h lo the face, spre or equi nfirme esk cro centa IMMCY- BIOMIMICRY rfa emissi sgoi as a dtee the nd surf t urfac fican e ce gove op to evsp leaves essu ress ef ce er dirty ad gs, amicists pc sur stru :The an aircra ereducing re self-cle dby nfrictio in are etrema sent ge ing that d t n.Abo ons. r alw are gagai ng oatin eng faces rev es hat ts ttests ht ac reliabil ctu rom or rt n) a a nergeti sh ns cou e twith ft wer n i ent several dw nd ircra dermal se ele he acr ineers ef tep e o res ch w call reven gs could anin .The these veral -the such hic os an an ave ay u the nst for ity HNARRF EINR ER RMNATURE FROM LEARN DESIGNERS AIRCRAFT WHEN on ed ft. ce as of ld ut af n, el et r- s. h d n y g c s t ’ 13 FAST 49 BIOMIMICRY - WHEN AIRCRAFT DESIGNERS LEARN FROM NATURE

This article is dedicated to our sadly missed colleague, Frédéric PICARD, who was a world class connoisseur of orchids. During his time in the Airbus Innovation Cell, he used to conceive biomimicry as one of the exciting levers for innovation.

Frédéric PICARD

CONTACT DETAILS

Denis DARRACQ Head of Flight Physics Research & Technology Airbus Engineering Tel: +33 (0)5 62 11 75 37 [email protected] Conclusion

Establishing historically the sources of to design innovative materials and progress of human flights is not an easy advanced interfaces. The further task. And if aircraft look like birds, it is exploration of nature in the perspective of sometimes impossible to distinguish drastically reducing air transport fuel burn whether a technology is really due to the is requiring a more direct collaboration observation of birds or to pure human between aeronautical engineers and abstraction. Actually, it does not really experts of all disciplines of biology. matter: The lesson is that human The extinction of any species caused by deterministic methodology and natural human activities - that is a tragedy in itself selection often converge to the same - represents a definitive loss of knowledge solutions. and therefore a potential loss of source of But the bird flight is only the emerged part progress for humanity and for the of the iceberg that has been captured so protection of the environment. This is the far. The rest of the living world, including reason why the preservation of plants, is a huge tank of potential biodiversity is a priority for industries that innovations for aeronautical engineers, will face tremendous technological particularly to control and exploit the challenges in the future, such as Airbus. turbulence of flows, FAST 49

14 orc aneac practices maintenance Correct systems Altimeter Radio nw,i hti aycssteeeet could investigation events cause these root The cases prevented. many little been the have in is that damage What is to known, operations. contributed landing have during aircraft system failures this where reported of been have system. events Altimeter Several Radio the phases is flight landing, critical aircraft. including during the used system, of key operation One safe continued can the systems aircraft harm key of maintenance Incorrect AI LIEE SYSTEMS ALTIMETER RADIO eal h etpatcst upr h continued aircraft. Airbus the and of support key, operation to safe is practices system best Altimeter the proce- Radio details maintenance the the on why practice explain dures best being to of correctly aims application cleaning article This the maintenance out. as simple carried such by could prevented that practices, degradation a been to due have was system malfunction the the for of reason the that identified often ai a/o aaLn Systems Data-Link & Nav/Com Radio utmrSpotEngineering Support Customer adaPREVOT Sandra ORC ANEAC PRACTICES MAINTENANCE CORRECT - ibsS.A.S. Airbus Manager Enhancement Safety Product GOODWIN Ian 15 FAST 49 RADIO ALTIMETER SYSTEMS - CORRECT MAINTENANCE PRACTICES

How does a Radio Altimeter function?

The barometric altitude, used during cruise phases to determine an aircraft’s altitude, is by its nature imprecise due to the variation of the atmospheric pressure. Whilst this is not a problem in cruise, during the approach phases, it is however necessary to have a greater precision which is not possible using the barometric altitude. A Radio Altimeter is therefore used to provide an accurate height above ground when the aircraft is between 0 and 2,500ft. The Radio Altimeter functions by means of radio waves. It transmits towards the ground a radio wave, and measures the time taken to receive the reflected wave in return. The time between the Antenna R2 Antenna R1 emission and reception allows the Antenna T2 Antenna T1 calculation of the height of the aircraft above ground level. The Radio Altimeter system consists of two(threeontheA380)inde- pendent systems, each system consisting of a transceiver, a transmission antenna and a reception antenna. Interaction of the Radio Altimeter with (A320 used as example)

Figure 1 Capt FO PFD PFD

GPWS

FWC 1 FWC 2 TCAS Radio Radio Alt 1 Alt 2

ELAC 1 ELAC 2

XMSN Receipt antenna FMGC 1 FMGC 2 antenna Receipt XMSN antenna antenna

Capt: Captain - ELAC: Elevator Aileron Computer - FO: First Officer - FMGC: Flight Management and Guidance Computer - FWC: Flight Warning Computer GPWS: Ground Proximity Warning System - PFD: Primary Flight Display - TCAS: Traffic Alert and Collision Avoidance System - XMSN: Transmission FAST 49

16 • the two of system: RA modes are operating There common provides. well review (RA) Altimeter Radio let’s the feedback studies, been what case some reviewing before have but documented, Altimeter failures Radio of Consequences wrong? go can What aircraft with systems. system Radio Altimeter find the of will interaction the you typical 1, the of figure height In to the aircraft. on systems, these a aircraft advise to of feedback number provides also (PFD) Display and on Flight shown Primary is the data height radio The • • on effect system: negative aircraft received, the a is have can value this incorrect an If • h is scddNormal Operation coded is first The v NCD transmitted incorrectly An effect. operational other or hard landing stall, aircraft to lead could corrected, not if which of attack, angle aircraft the in an increase to lead could which flare prah hscudla to lead could in this or approach, ground the on is the aircraft when occurs this If cruise altitude. in is it that believe lead can (erroneous), value low Too NCD. becomes output RA the and longer transmitted no therefore is height The computed. be to height aircraft the allow not does antenna reception the by received signal level the 30°)), > Roll (i.e.: phases flight specific or during 000ft 5, than (more altitude Data Computed Non is second The ground. the above height aircraft’s the of indication an provides therefore and waves, radio the receives and transmits correctly Altimeter Radio lewl edtearrf to aircraft the lead will alue oa al ciainof activation early an to ND:Aoeacertain a Above (NCD): N) nti ae the case, this In (NO): law flare the of non-activation the r ecie ntbe1. table in described are causes different with cases, Three of typical period. out lengthy a being for aircraft service the in can result which incidents or spurious to indications to cases, lead lead such can can these In which values. of erroneous all prac- tices, incomplete maintenance or of application incorrect follo- an or aircraft, wing the of daily operation normal from coming wear tear Altimeter either and from Radio occur can the system to Damage operation? in occur this Does esgso ground. on messages Monitoring) Aircraft Centralized (Electronic ECAM multiple * edn oati tieor strike tail a to leading , naircraft on Examples A321 A320 A319 AI LIEE SYSTEMS ALTIMETER RADIO alsrk ihmultiple with strike Tail nieyRTR call RETARD Untimely otnosRETARD continuous UOADada and AUTOLAND ev adn in landing Heavy prosECAM spurious Symptoms warnings. alout. call out. ORC ANEAC PRACTICES MAINTENANCE CORRECT - rvosyosre on observed previously 4t osueingress Moisture -4ft. lae tgt,s no so gate, at cleared bevdgigNCD. going observed aearrf u had but aircraft same t<2t Aantenna RA <22ft. at bevdi h RA the in observed edakfoe at frozen feedback 5 stearrf lw down. slows aircraft the to as reduced 25° is which -15° to from +30 limited is attitude pitch The when extended. 0G are to slats 2G the or -1G, to be 2.5G to from permitted is factor load The angle protection. bank and protection attack angle of high a provides Law Normal flare, the During nose down. the slightly trims aircraft the 50ft. At ground. above 100ft. indicates Altimeter Radio the when engaged automatically is mode This mode Flare trouble-shooting ohR signals RA Both ai Altimeter Radio Observations dnie dirty. identified iia effects Similar osqecso ai liee failures Altimeter Radio of Consequences EADcall RETARD transmitted installation. performed. al 1 Table information upce olwn an following suspected orce ycleaning by Corrected plcto.Antennas application. orc re-installation Correct norc rmigon crimping incorrect Arrf Maintenance (Aircraft ntle sprAMM per as installed eisaldcorrectly. re-installed aul,wt akof lack with Manual), eep ftesignal. the of receipt orcieaction Corrective fteR,including RA, the of Acnetr not connectors RA aepofigand waterproofing itipce the impacted Dirt rnmsinand transmission h Aantenna RA the waterproofing. ntlainof installation n antenna, one norc SB incorrect surface. 17 FAST 49 RADIO ALTIMETER SYSTEMS - CORRECT MAINTENANCE PRACTICES

Maintenance New TSM procedures have been written to provide recommenda- aspects tions to cover: • Erroneous Radio Altimeter height indications, The operational consequences and • Radio Altitude set to Not what is observed when there is an Computed Data (NCD). erroneous Radio Altimeter reading has been covered in detail in Airbus’ Safety First edition #11. However, as an essential and Prevention is important piece of equipment, it is better than cure necessary to ensure that the main- tenance actions and procedures are with a correct correctly applied. maintenance

ACT NOW TO PREVENT LATER application DELAYS Root cause analysis in the three In the examples in table 1, whilst case studies in table 1 show that the the root cause is different, a key application of incorrect main- message to extract is that the tenance or installation procedures trouble-shooting and root cause could drive to the RA mis- identification only commenced behaviour so, prevention being after there was a significant better than cure, the following operational interruption. There- points detail the actions to take. fore, in the event that a Radio Altimeter failure is suspected, then trouble-shooting in accordance with the Trouble-Shooting Manual (TSM) should be performed.

information Radio Altimeter cleaning requirements • SIL 34-099 scheduled maintenance task recommendation for Radio Altimeter antennas’ external surface cleaning • 344200-0503-2 for the A300 MPD* • 34-42-02 for the A300-600ST OMP* • 344200-02-1 for the A300-600 and A310 MPD • 344200-03-1 for the A318/A319/A320/A321 MPD • 344200-04-1 for the A330 and A340 MPD • 344000-00000-01 for the A380 MPD

* MPD: Maintenance Programme Development * OMP: Operator

FAST 49 Maintenance Programme

18 nen otecable. the the to com- antenna enough to disconnect/connect quite length fortably be cable not available that may observed often Altimeter there is Radio it antenna, the when replacing aircraft, Family A320 the On ANSWER THE NECESSARILY NOT IS FORCE MORE landing. hard strike or tail a of and chances landing, the reducing at becoming erroneous data or RA NCD the is prevent this to of advantages reduced The a interval. then at antennas etc.) RA the periods, clean winter in larly particu- runways, contaminated slushy or on operating task if example MPD (for the by rate covered greater that a is than at occur accumulation to dirt observed that the In event months. 6 of interval an with being MPD Document) the Planning (Maintenance in periodic is scheduled a is dirt, cleaning data to due transmitted RA where position aircraft incorrect a into the getting its from prevent clean To to is antenna. data for erroneous first trouble-shooting a RA the the is of mode, action RA failure dirt the as common on and issue accumulation this address To functioning from correctly. and antenna them the prevent of surface residue the thick These on a drain. form can galley materials via onboard discharged the which liquids by being from stained dirt suffer they operation. addition, In by normal in accumulates covered to position the ideal get the on in gear are the A340), landing landing of main (centre gear the bottom behind antennas, the aircraft RA on aircraft located The is the to operation. antennas suited the correctly Altimeter of cleaning Radio task the to maintenance the associated your that ensure of to period is case first The DATA ERRONEOUS PREVENT TO CLEAN a lob moido aircraft Bulletin. on Service a embodied via be also the can This ease antennas. RA to of replacements cable free provide to has additional cable coaxial re- the which routes Airbus modification a A320 aircraft, certified the on cable Family RA the free access to difficult this on counteract To incident. issues an increasing of risk landing to the and lead approach and to transmit NCD, switch or may indications which erroneous the signal of disturbances RA the This cause 3). figure can (see the break connec- may tors the after replacement outside, cycles antenna flight the several from the look may undamaged it weakens whilst and connectors, harness the on antenna force extra This bit slack. little more that give to antenna, the on sometimes pull harder, bit to little that mechanic just the tempts This ABC AI LIEE SYSTEMS ALTIMETER RADIO :Bfr O :Wt diinlsak-C rknconnectors Broken C: - slack additional With B: - MOD Before A: ORC ANEAC PRACTICES MAINTENANCE CORRECT - ai Altimeters Radio around dirt of Accumulation iue3 Figure iue2 Figure 19 FAST 49 RADIO ALTIMETER SYSTEMS - CORRECT MAINTENANCE PRACTICES

WATER ALWAYS FINDS ITS WAY TO The evolution has taken various THE WRONG PLACES courses of action: • Installation of additional shrink One of the main causes for sleeves on the connector between incorrect RA readings comes from the RA antennas and cables the water ingress and the con- introduction of which are covered tamination of the connectors. by the issuance of appropriate Water ingress can cause for modifications (see figure 4). example an erroneous -6ft value by • The AMM (Aircraft direct coupling between the Maintenance Manual) transmitting and receiving antenna. installation tasks have been Also, NCD values may occur due updated, ensuring that the to water causing corrosion of the installation is correctly cables or the antennas themselves. waterproofed. So what can be done about this? Water ingress can be tackled in two To enhance the waterproof means: characteristics of the shrink sleeve • By ensuring that the correct installation, additional sealant at installation procedures are the top and bottom of the followed, installation is added. This ensures and that no water is able to ingress into • By applying the latest the assembly; either from the top or installation recommendations bottom of the installation (refer to Addition of shrink tubes to improve and appropriate waterproof associated AMM procedures and waterproofing of the RA installation materials. SIL 34-087). When introducing the sealant, a key aspect is to make Figure 4 The latest installations have been sure that the sealant has time to designed to identify and remove dry. Not drying the sealant may weak points in the water proofing impact the waterproof abilities of of the harnesses. the installation. The appropriate AMM tasks now reference this as a standard installation.

Shrink sleeve

Enhancement of water proofing by the addition of sealant Shrink sleeve

Figure 5

Lock nut Additional sealant

Optional shrink sleeve (depending on model)

Gel gasket FAST 49

20 • • consist and of: cable antenna the into ingress water been prevent to have introduced modifications Further effects. with consequential system its the be correctly into to ingress not likely water is is there parts then If installed, the installed. of correctly one be parts all to protection, need full the that get note to to important is waterproof It Altimeter antenna. the Radio the on of installation up building Thefigures4and5showthe •

pol current the of Replacement pipe. the on sealant Adding

iue6). figure to (refer ingress water external eventual against sealed are boots protective the the of that entrances sure make to ends both at clamps and tape additional putting by boots, protective applied proofing water Additional conditions. environmental by caused cracking and deformation to less disposed is which one metal longer liee nen n h icatstructure aircraft the and antenna Altimeter

iue7 Figure tp o diinlsaatbtenteRa the between sealant additional for Steps aiepoeto iewt a with pipe protection yamide 2 1 2 oteedo the of end the to ieadskin and pipe between sealant Apply ue flange outer around sealant Apply 4 1 Rivet 3 • nrdcino e e gasket betw gel new a of Introduction n 7). and 5 figures in (detailed installation the of waterproofness improve to structure aircraft the and antenna

e h ai Altimeter Radio the een dio 4 3 inner gapofpipe/skin in sealant Apply fterivets the of head the over sealant Apply AI LIEE SYSTEMS ALTIMETER RADIO nen 'O'ring Antenna rtcinpipe Protection Sealant PR1436GB Varnish

ORC ANEAC PRACTICES MAINTENANCE CORRECT - rtcieboots Protective iue6 Figure 21 FAST 49 RADIO ALTIMETER SYSTEMS - CORRECT MAINTENANCE PRACTICES

The continued operation of the Radio Altimeters located The replacement on the belly of the aircraft aircraft with old cables installed is of cables - getting not recommended. Therefore, as a old gracefully precaution, Airbus has addressed this issue by including in the MPD a regular task to replace the cables Like all equipment, after a life time and antennas. This is scheduled to of wear, tear and exposure to the take place every 144 months (12 environment, the Radio Altimeter years), during the heavy inspection antenna cables may become dama- for structural items (refer to SIL ged, the water proofing may 34-097 for additional information). become less efficient and corrosion In addition, it ensures that the can set in. Water ingress that has Radio Altimeter cables and occurredmayhaveaffectedthe antennas are installed to the most shielding or the wiring, causing recent specification, with the latest corrosion and thus perturb the standard of waterproofness, ensu- signals. Water present in the RA ring continued efficiency and cables may cause cross coupling accuracy of the Radio Altimeter and erroneous values occurring. system.

documentation

Installation improvements Service Bulletins: for the Radio Altimeter: • SBs for improvement of electrical • SIL 34-087 Radio Altimeter antennas, installation for antennas (Issue 2 or protection against water subsequent): contamination - A320-92-1030 • SIL 34-097 Aircraft Scheduled - A330-92-3044 Maintenance Task Recommendation - A340-92-4054 relative to Radio Altimeter antennas’ - A340-92-5005 installation • SBs for installation of gel gaskets: • For the A320: - A320-34-1476 AMM 34-42-11-400-001 - A330-34-3218 • For A330/A340: - A340-34-4222 AMM 34-42-11-400-801 - A340-34-5064

CONTACT DETAILS

Sandra PREVOT Ian GOODWIN Radio Nav/Com & Data-Link Product Safety Enhancement Systems Manager Customer Support Engineering Airbus S.A.S. Tel:+33(0)561188319 Tel: +33 (0)5 61 93 33 66 Conclusion [email protected] [email protected]

To ensure thattheRadio Altimeter system installation of the Radio Altimeter,the continues to provide accurate and correct instructions are fully followed(including information,itis necessary to recognize, respectingsealant cure times). report and trouble-shoot symptomsofthe By following the points identified in this RadioAltimeter misbehaviours as soon as article anddeveloped in the referenced theyappear. Airbus documentation, the integrity of the The operators mustadapttheir RadioAltimeter system can be ensured maintenanceregimetothe environmental and the continued safe operation ofthe conditions and makesurethatduringthe aircraft supported. FAST 49

22 technology simulation advanced ILS Services Consulting ELISE itracscue yojcscoet the and as buildings such to disturbances predicting aircraft, Accurately close cranes. other objects multipath including to by runway, sensitive be caused can disturbances system ILS emitted in the signal useful by The especially conditions. and is visibility and approaching reduced airport, provides the aircraft at a It to landing is airports. guidance (ILS) at reliable System system Landing ground-based Instrument The

ipr euaoyManager Regulatory Airport LS OSLIGSERVICES CONSULTING ELISE ipr Operations Airport arn EVAIN Laurent ibsS.A.S. Airbus iha nqaldlvlo cuayand accuracy of level unequalled reliability. advanced an disturbances this predicts with which uses software which simulation specialised service the airside describes of consulting article optimisation This usage. the land allows runway and increase to Interference capacity allow of can safety operations, Landing landing the enhances (Exact Environment) Simulation ELISE these, edo isd Operations Airside of Head

enPu GENOTTIN Jean-Paul L DACDSMLTO TECHNOLOGY SIMULATION ADVANCED ILS - ipr Operations Airport ibsS.A.S. Airbus ibsS.A.S. Airbus Nursery Business Airbus of Head GUTIERRES Bruno 23 FAST 49 ELISE CONSULTING SERVICES - ILS ADVANCED SIMULATION TECHNOLOGY

What is an ILS? ILS multipath interference An Instrument Landing System (ILS) is a ground-based instrument Any large reflecting objects at an approach system (see figure 1) that airport can potentially cause multi- provides precision guidance to an path interference to the ILS signal. aircraft approaching and landing These disturbances can make the on a runway. It uses a combination ILS signal deviate from its nominal of radio signals to guide the position, which would cause a aircraft during reduced visibility deviation of the aircraft in landings (Instrument Meteo- approach to the extent that it rological Conditions – IMC) such becomes unacceptable. as for low cloud ceilings, fog, rain Aircraft, cranes and large buildings or snowy conditions. The ILS is can produce an ILS multipath composed of the Localizer (LOC) interference that would exceed the antenna which provides runway required tolerances as set in centre line guidance to aircraft, and ICAO’s (International Civil Avia- the Glide Path (GP) antenna as tion Organisation) Annex 10 shown in figure 2, which provides document. the standard 3° slope guidance.

Approach slope: Intersection of Localizer (LOC) Localizer and Glide Path antennas and Glide Path (GP) signals

Figure 1 Figure 2

Approach slope LOC

GP 3°

Multipath disturbances of ILS signal caused by surrounding obstacles

Figure 3

Signal received = direct + multipath

Direct signal

LOC antenna Multipath FAST 49

24 W n h NC a developed has ENAC* with the and IW) (EADS collaboration Works Innovation EADS* in Airbus solution ELISE The ELISE 3D. in like objects latest models tools which the of for generation true particularly power, This required. is is computation time and memory tool, more predicting the ILS the more accurate is the incidence Generally, questionable. grazing at treating for obstacles validity simulation their but rapid times very rectangular of providing advantage optics flat the have They 2D physical plates. to of applied theory on the rely tools tools These of exist. prediction currently number disturbance disturbances A ILS objects. ILS by the caused of calculate and to duration magnitude location, used probable be softwarecan predicting ILS However, LS ehdi 3D in method ELISE • in: technologies advanced uses ELISE work? ELISE does How ftcnclcnrs including centres, electromagnetism. technical network global of a and (R&T) laboratories Technology corporate and EADS Research EADS the expertise. operates IW antenna ILS in excellence of centre aviation and civil university French renouned Interference a ENACis Environment). Landing Simulation ELISE using called (Exact disturbances service for ILS software simulation consulting advanced a capab is ELISE modelling: Object lts(e iue 4). & 3 figures (see flat plates 2D uses tools predicting ILS classic of generation previous the whereas dimensions, LS OSLIGSERVICES CONSULTING ELISE et oe h bet n3 in objects the model to le lsi ehdi 2D in method Classic L DACDSMLTO TECHNOLOGY SIMULATION ADVANCED ILS - elAito Civil l’Aviation de ENAC: company Space and Defense EADS: ehd fojc modeling object of Methods iue4 Figure uoenAeronautical European cl Nationale Ecole notes 25 FAST 49 ELISE CONSULTING SERVICES - ILS ADVANCED SIMULATION TECHNOLOGY

• Core computing: ELISE uses The advanced levels of accuracy Methods of resolution of ILS propagation equations an exact method of resolution and reliability of the ELISE (Method of Moments) for the software have been validated by Figure 5 radio signal propagation more than a hundred ground and equations (Maxwell’s flight measurements performed at equations), whereas previous several airports (see figure 6), in classical methods are based coordination with the reference of only on approximations European Air Navigation Service (physical optics) of the Providers - ANSP (DTI in France, Maxwell’s equations. The DFS in Germany, NATS in the UK ‘Method of Moments’ is the and SkyGuide in Switzerland). most advanced and accurate method to model the behaviour These measurement campaigns of ILS signals. have demonstrated that ELISE Simplified classic method simulations deliver a better corre- Based on those two advanced lation with these measurements, technologies, ELISE consulting which translate into direct ope- services offer a step change in rational and tangible benefits to accuracy and reliability on ILS ELISE users. signal predictions compared to the existing classic ILS predicting tools.

Better correlation between results from the actual measurements and ELISE

Exact ELISE method Figure 6

Error between results from classic method and actual measurement

Measurement classic method

Error between ELISE results and actual measurement

Measurement ELISE FAST 49

26 ocr o aey ELISE simulations. and reliable delivering accurate situations all safety. is predict can 3D a in for modelling is which concern predict fluctuations, 2D cannot those in tools aircraft classic only, the modelling surface. aircraft runway By the landing off veer on the could the where to aircraft landing point during the lateral or approach These to cause approach. deviations can any by the on fluctuations used in aircraft signal can fluctuations Localizer it takes-off generate aircraft an When FLUCTUATION ILS UNPREDICTABLE OF RISK THE REDUCING BY SAFETY IMPROVE TO 1. points. following in three described the consultants) opera- and tors airport Navigation Providers, Air Service (i.e.: target the customers to benefits financial operational and direct delivers ELISE benefits ELISE a oecnevtv eut than ELISE. results conservative provide more far tools prediction classical the angles, to grazing angle At signal. grazing Localizer a at the taxiway, is the aircraft On runway. taxiways the protection parallel to any the near is of areas inter- One multipath be ference. to from needs protected signal Localizer The AREAS PROTECTION ILS THE SIGNIFICANTLY REDUCING BY CAPACITY GROUND INCREASE TO 2. aeyisewe eut rmcascmtosudretmt h elimpact real the under-estimate methods obstacles classic of from results when issue Safety LS OSLIGSERVICES CONSULTING ELISE iuainwt LS hwn u ftlrnedisturbance Simulation withELISEshowingoutoftolerance CAT 1 ICAO of Limits Simulation withclassicmethod L DACDSMLTO TECHNOLOGY SIMULATION ADVANCED ILS - iue7 Figure 27 FAST 49 ELISE CONSULTING SERVICES - ILS ADVANCED SIMULATION TECHNOLOGY

Unhelpfully and as shown in figure ELISE advanced technologies have 8, classic tools can even predict permitted the development of out-of-tolerance disturbances (in elegant “stealth” solutions for red), which in reality, are well building facades to prevent the within the tolerance defined by the building from causing the loss of ICAO Annex 10 specifications (in Category III operations at airport green). By using classic tools, the runways. The solution is based on ANSP could impose unnecessary diffraction gratings that redirect operational constraints to the the incident wave back to its source airport, even to the point of not rather than the specular direction. allowing the use of a parallel Diffraction grating has been ex- taxiway which would adversely tensively studied in the 1980s but impact the runway’s capacity. has never been applied on ELISE can significantly help an buildings for the ILS problem. The ANSP take decisions that optimize shape of the diffraction grating is aircraft operations with sound and optimized for the specific position reliable predictions. and orientation of the building toward the runway. 3. TO ALLOW THE CONSTRUCTION OF By using this stealth technology on BUILDINGS CLOSER TO THE RUNWAY buildings located within previously forbidden areas, land-constrained The ICAO European guidelines for airports are now in a position to sig- managing Building Restricted nificantly increase their land Areas (BRA) define a volume income (up to 100 hectares can be where buildings have the potential saved). to cause unacceptable interference to the ILS signal. Within the BRA, Way forward it is necessary to demonstrate (using simulation or other means) that any proposed building for The ELISE software is being example will not cause distur- introduced in the ICAO Working bances in excess of the predefined Group in the Navigation Systems’ ILS protection areas around runway limits. Panel (NSP) in charge of updating optimized with ELISE the ILS Protections Areas in ICAO Annex 10. Figure 8

Taxiway parallel to the runway

With classic Scat. sideway position (m) methods Scat. forward position (m) % of ICAO limits

0 50 100%

Taxiway parallel to the runway Scat. sideway position (m) With ELISE

Scat. forward position (m) FAST 49

28 ELISE CONSULTING SERVICES - ILS ADVANCED SIMULATION TECHNOLOGY

After almost one year of business tests, Airbus’ ELISE Consulting Services receives very strong EADS IW and ENAC: positive feedback from several Two core partners for ELISE airports and Air Navigation Service Providers. Since last EADS Innovation Works (IW) The Ecole Nationale de quarter 2011, several studies have gathers the EADS corporate Research l'Aviation Civile (ENAC) been already done for customers. and Technology (R&T) laboratories that is a French civil aviation university. Year 2012 is expected to see a guarantee the group’s technical Since 1 January 2011, it has become confirmation of the interests of the innovation potential with a focus on the biggest aeronautical university huge capabilities of the ELISE the long-term horizon. EADS IW has the in Europe. The trainings provided at software. mission to identify new value-creating the ENAC involve each year an average technologies and to develop of 2,000 students composed of technological skills and resources. engineers, air traffic controllers, Gilles PERES (electromagnetic electronic engineers, technicians, air specialist) and Andrew THAIN (designer transport pilots and flight dispatchers. of stealth buildings) are part of the Bertrand SPITZ (ILS instructor) is part electromagnetic team that developed of the electronic department that a complete range of software items developed a worldwide expertise in ILS including ASERIS which is at the heart antenna knowledge. He has developed of ELISE. These software support the the ILS antenna modelling and the studies of electromagnetic human interface display of the ELISE compatibility, antenna sittings, stealth, software. and more generally, the effects of the electromagnetic aggressions on those systems.

Supported by

CONTACT DETAILS Jean-Paul GENOTTIN Head of Airside Operations Laurent EVAIN Airport Operations Airport Regulatory Manager Airbus S.A.S. Airport Operations Tel: +33 (0)5 62 11 80 83 Airbus S.A.S. [email protected] Tel:+33(0)561931162 [email protected] Bruno GUTIERRES Head of Airbus Business Nursery Airbus S.A.S. Tel: +33 (0)5 62 11 06 89 Conclusion [email protected]

Airbus is much more than the leading The ELISE team can provide detailed aircraft manufacturer. It delivers a large analysis and expertise to airports which rangeofservicesnotonlytoairlines,but want to maximize their ground capacity, also to Air Navigation Service Providers build new buildings closer to the runways and airports. ELISE is one such service, or operate new aircraft. If you would like with advanced simulation software that more details, please contact our specialists. predicts ILS disturbances with a level of accuracy and reliability unequalled today. FAST 49

29 THE ‘CLEAN SKY’ INIATIVE - SETTING THE TONE

The ‘Clean Sky’ initiative Setting the tone

Clean Sky brings together leading aviation to enable the validation of large-scale systems in companies and experts to form a truly European real flight demonstrations. technology platform. Its key objective? To mature Embedded in the 7th European Framework the most advanced green technologies in the Programme, the Joint Technology Initiative (JTI) fields of large commercial transport aircraft, that is Clean Sky offers a key opportunity to regional aircraft, rotorcraft, aircraft engines and accommodate Airbus Research and Technology aircraft systems. priorities, with the view to preparing the next For Airbus, Clean Sky is one of the most generation of ever more efficient aircraft. important elements of aeronautical research in The following article has been published in the Europe; not only due to its budget of 1.6 billion Air and Space Academy Newsletter (#72) and euros, but also due to the fact that for the first demonstrates Clean Sky’s active involvement in time in history, the Clean Sky initiative has paving the way for an eco-efficient future. created a 7-year partnership on a European level,

Axel KREIN Eric DAUTRIAT Senior Vice-President Executive Director of Research and Technology Clean Sky J.U. Airbus S.A.S. FAST 49

30 gna la k sasomewhat initiative. a unusual Research is Sky Clean Strategic Agenda, Europe) in Research Aeronautics for (Advisory Council ACARE the of out Born effects. CO terms of in environmental aircraft future the of footprint reduce to ned desig- talking technologies are aeronautical We of 2010. factory in the headlines with grabbed which coping ash our volcanic the even nor from chimneys, escaping waging of one waronthe(scant)smokestill The not is clear. here question be and sky Let's of question environment. a be will Whetheroff it straight that know tone. we blue, or the that green designation sets a clearly Sky”, “Clean Newsletter Academy Space and Air the in published article Sky’s Clean the or green Evaluator. Technology eco-design for systems operations, like demons- trators, technology other integrated to contributing also is Airbus transport the large aircraft. for generation reduction next a noise fuel and achieve in burn to improvement Open - substantial Rotating (CROR) most Contra Rotor the the - con- cept of engine innovative promising and integration concept the Wing“ low “Smart new all drag an mature to activities major pursuing integrated is Airbus Here Sky. mentioned Clean in demonstrators technology six of one is the which Wing platform, Aero- Fixed aircraft Smart Saab the coordination of with systems) the in done is role (jointly Sky Airbus’ of Clean example An 2 os,Nxadlf cycle life and NOx noise, , etrsac ra n the and 1). areas figure (see players interested research rent cohe- together grouping technological platforms De- (ITD), Technology monstrators Integrated into organized six is programme The etc. optimisation, path flight efficiency, propulsion aerodynamics, mass, of areas the in be made will Efforts level. technological a on objective federating a provides nadto odrc eeisto CO benefits of reduction direct the citizens, to European addition In field. any in the Union by European financed research ever largest programmes the of of three one or it two making euros, is programme billion the 1.6 of cost total The (Technology TRL Level). high Readiness a to demonstrators with aims integrated it deliver year (2008-2017), ten a of period course of the In industry Europe. aircraft about civil entire just the public-private and Commission Euro- a pean the on associating partnership hinges it Initiative”, Technological “Joint A 2 ITD: IntegratedTechnology Demonstrator nuldischarge Annual msin n os also noise and emissions representatives ainlstates National parliament. European Partners group ITD H CENSY INITIATIVE SKY’ ‘CLEAN THE ITD 2idsra edr associates 6 + leaders industrial 12 la k sserdb ulcadpiaestakeholders private and public by steered is Sky Clean ITD oenn board: Governing Ucommission EU + on Undertaking Joint xctv team executive Technology Evaluator iue1 Figure ITD ITD ETN H TONE THE SETTING - ITD dioyboard advisory eea forum General n technical and Scientific Partners 31 FAST 49 THE ‘CLEAN SKY’ INITIATIVE - SETTING THE TONE

Each one is directed by a tandem of Around this circle of ITD leaders is industrialists. Three of them con- a wider circle of associates: Over cern aircraft directly: 70 other industrialists, research • Smart Fixed-Winged aircraft, for centres, SMEs (Small & Medium commercial aircraft (Airbus and Enterprise) and universities, com- Saab) mitted like the leaders for the whole • Green Regional Aircraft (Alenia duration of the programme. These and EADS’ Spanish arm) include organisations as diverse as • Green Rotorcraft (Eurocopter Zodiac, MTU, Onera, Ruag, the and AgustaWestland) Universities of Milan and Cranfield with three further transverse or the Romanian INCAS. topics: • Sustainable and Green Engines Leaders, associates and the (Rolls-Royce and Safran) European Commission constitute • Systems for Green Operations the members of the Clean Sky (mission and flight path Joint Undertaking, or J.U., a management, energy peculiar legal creature whose management with Thales and unique mission is to implement the Liebherr) Technological Initiative of the • Eco-Design (Dassault and same name. They are represented Fraunhofer). by a governing board, which acts as both the management committee of The whole is topped by a the programme and the board of ‘Technology Evaluator’, a set of directors of the J.U. The essence of models intended to identify envi- the public-private partnership lies ronmental benefits on a level of an in the joint taking of strategic individual mission, an airport or decisions. Of course, shared the entire world fleet. This Eva- decision making also implies luator is directed by Thales and the shared funding. Funds are provided DLR. half by the Commission - from the FP7 (Framework Programme for research - Euro funding and indus- try co-funding) budget - and half by industry. (NB: The term “indus- try” is a simplification. It includes research centres and other public organisations sharing the same financing terms).

A third circle exists, of crucial technological and political importance: The “Partners”. These are selected by means of regular (more or less quarterly) calls for proposals. They must meet precise technical specifications stemming from the requirements of the de- monstrators. Today, after seven calls for proposals and the related evaluation processes which are carried out according to European Commission rules, it would appear that the SMEs are doing well, representing about 40% of a total of almost 300 identified partners (and rising): Clean Sky is gradually involving not only the major aeronautics players, but also a

FAST 49 significantnumberofnewcomers. 32 em h eynx eeainof shorter generation next the aircraft: very for the aims term, rather propulsion, hydrogen but solar nor wings, planes rhomboidal flying neither wings, includes Sky Clean OBSERVATION FIRST • some make examples observations: to general few order in A suffice ITDs. will six the the included in projects cite demonstrator to 30 and technologies key tedious so or be hundred would It Euro- the Parliament. pean to responsible is Director directly the exe- activities; proper of cution ensures and and members partners to J.U. contracts The issues his team. and Undertaking twenty-member is Joint this director programme of executive the the the to entrusted of by mana- the gement while wielded board governing is authority highest the governance, regards As pnRtr(e iue2 sthe is 2) most figure (see Rotor Open nteps ure facentury. a of quarter past the in out carried developments from benefit though does It today. than short-lived more prices, in fuel surge 1980s’ the during United States the in tested having been new, already entirely not fact in is concept This A340-600. Airbus an on tested flight subsequently and 2015, in tested bench be will demonstrators these of One encouraging. is information latest the but course, of resolved be to have certification and vibration noise, of Problems example. for penalties weight of because installed once less little a consumption, fuel specific engine in reduction 30% approximately with very promising is Rotor Open benefit, CO of terms In propulsors. pusher counter-rotating with geared both Snecma, by other the Rolls-Royce, by One projects: parallel two finances Sky Clean egt,t h xetthat extent the to weighty, 2 • ocpsResearch Concepts Aircraft New NACRE: project, large-scale another is Laminarity h ih time. right the at steps technological required large the making timeframe, and platform the provides Sky Clean 2025. horizon the around market the enter could that generations aircraft future for relevant be will that technology promising very a is laminarity Rotor, Open mosquito Like strike! first the with lost be not must which laminarity, of this robustness the of the verification as well as essential, more the all aspects manufacturing makes of which laminarity, question natural a is it moment the For element. wing metre-long 8 an of installation and the realisation with A340, an on 2015 in planned also is demonstration n flight a and H CENSY INITIATIVE SKY’ ‘CLEAN THE otarttn pnRotor Open Contra-rotating iue2 Figure ETN H TONE THE SETTING - 33 FAST 49 THE ‘CLEAN SKY’ INITIATIVE - SETTING THE TONE

SECOND OBSERVATION cockpit technologies which will enable real time optimisation of Clean Sky, by definition, is related an individual mission. to industrial strategies. It aims to prepare, from the viewpoint of THIRD OBSERVATION environmental technologies, future generations of planes and rotor- SESAR is interested in traffic, craft. This provides an essential Clean Sky with the vehicle. Since guarantee - disregarding unfore- the one cannot advance without the seen factors which are always other, the two programmes are possible in research - that public partially linked: expenditure will not be frittered • Research concerning composite away on superb but unapplicable materials (and therefore weight) technologies. It is also the objec- is carried out within the tive of shared governance: framework of regional aircraft. • Flight path optimisation is Some examples include carbon another effective means to nanotubes in order to improve reduce both CO2 emissions and conductivity and shear strength, noise. In addition to the SESAR and multi-layer, multifunction (Single European Sky ATM materials. Admittedly, Clean Sky Research) programme, another is far from being the only party J.U. comprising the technical involved in research activities on side of the European Single Sky composites! For commercial initiative, which will optimize air aircraft, it is carried out in other traffic and achieve environmental contexts. benefits by avoiding fuel waste, Clean Sky is also looking into FOURTH OBSERVATION

Clean Sky is not an island, on the contrary, it has many partners, many connections with the classic FP7 or national programmes; betterstill,CleanSkyaimstohave some leverage on the latter. Let us note that in France, for example, the CORAC (COnseil pour la Recherche Aéronautique Civile) takes this necessary complemen- tarity very seriously: • Business aircraft, regional aircraft and helicopters coordinate part of their “all electric” activities since “all electric” or “almost all”, is easier to achieve in these sectors (for reasons, in particular, of dissipated power) than for commercial aircraft, although the latter are not entirely absent. Corresponding architectures will all be tested on a “Copper Bird” belonging to the “eco-design” ITD.

FIFTH OBSERVATION

Clean Sky is a coordinated pro- gramme, with many interactions between the different ITDs, and not

FAST 49 a simple juxtaposition of interests. 34 THE ‘CLEAN SKY’ INITIATIVE - SETTING THE TONE

This, together with the global nature of the technology evaluator, demands a “systems” approach which has not been a feature of European programmes until now.

Clean Sky being an aeronautical enterprise, one might say that it has now reached full cruising speed, after a delayed take-off. Initial hurdles have been overcome and the necessary budgetary flexibility and operational effectiveness achieved. Later, it will be up to the market to put these technologies into operation. The first inter- mediate achievements are emer- ging: Partial tests in flight, produc- tion of innovative parts, etc.

These parts of the puzzle will begintobeassembledtowards 2013, when the largest demon- strators start to turn over. In the meantime, the environ- mental benefits must be secured. Clean Sky has proven to be a very essential instrument in driving substantial technology advancement for the future of aeronautics.

Article written by Eric DAUTRIAT (Copyright used by permission - Clean Sky)

CONTACT DETAILS

Axel KREIN Eric DAUTRIAT Senior Vice-President Executive Director of Research and Technology Clean Sky J.U. Airbus S.A.S. [email protected] [email protected] Tel:+3222218152 Conclusion Tel:+33(0)562110644

Clean Sky has already proven itself to be creating high skilled jobs, increasing an essential instrument in driving transport efficiency, sustaining economical technology and innovation for the future of prosperity and driving environmental aviation. Given the ambitious targets set improvements worldwide. out in Europe’s vision for aviation, Indeed, a second generation J.U. will "Flightpath 2050", it is essential that we undoubtedlyberequiredunderthenext keep our foot firmly on the accelerator. Framework Programme if we are to A commitment to delivering the most maintain our current trajectory, whilst promising technologies in aviation - the embracing ever-more ambitious fastest growing transport sector with objectives, such as using large-scale >4,8%/a - at the earliest possible integrated demonstrators for new opportunity, – necessarily means configurations. maintaining technological leadership, FAST 49

35 ALTIMETERS

From barometric to radio In 1928, Paul Kollsman invented a barometric altimeter making it possible for pilots to fly using only their gauges, such as in heavy fog or at night when visibility is limited. The aviator, James H. Doolittle, became the first pilot to take off, fly and land during the first all-instrument flight on a Consolidated N-Y-2 biplane, on September 24 1929.

What time is it? Well, I’m not quite sure. Can’t you tell with your sophisticated “ watch showing time all over the world? No, Sir. This isn’t a watch but one of the earliest barometric altimeters ever invented. ”

The history of the altimeter begins with the invention of the mercury barometer, the first device to measure air pressure. As early as in 1643, Italian physicist Evangelista Torricelli (a pupil of Galileo), filled a tube with mercury. One end of the tube was closed; the other open end was turned upside down and inserted in a cup of mercury. Because the air exerted pressure on the mercury in the cup, about thirty inches of mercury remained in the tube.

Nowadays, the Radio Altimeter sends out radio waves to a fixed point on the ground and then determines the altitude by the time it takes the wave to bounce back. Unlike the barometric altimeter, a Radio Altimeter won't be affected by the weather. However, a Radio Altimeter is usually only used when the aircraft descends below 2,500ft as detailed in this FAST magazine (Radio Altimeter systems - page 15), and regular maintenance practices are recommended. FAST 49

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