FAST47_COUV.qxp:couvFAST41 rectoverso06/01/1111:36Page2 TECHNOLOGY SUPPORT AIRWORTHINESS FLIGHT JANUARY 2011 FAST 47 AIRBUS TECHNICAL MAGAZINE FAST 47 FAST47_COUV.qxp:couvFAST41 rectoverso 20/12/10 11:15 Page 3

Customer Services events

Just happened Material, Logistics, Suppliers & Warranty sym- posium This event was held in October 2010, gathering impact of such services on the aircraft residual 97 customers and 39 suppliers in Paris, France. value. A very productive lessors’ caucus Various presentations, live demos and inter- emphasized our ability to react quickly to active sessions highlighted the latest innovative lessors’ queries and specific requirements. developments and initiatives in the material, Finally, a satis faction questionnaire showed logistics, suppliers and warranty fields. A very that lessors were very satisfied with Airbus’ customer support and by its special active exchange of views took place during the consideration for leasing companies. 12 interactive sessions and caucus discussions on different material management topics. Coming soon Together, the attendees had the opportunity to shape the future requirements and business Airbus Corporate Jet (ACJ) forum models in the material, logistics, suppliers and The next Airbus Corporate Jet forum will be held in Hong Kong, China, from 29 to 31 warranty domains. March 2011. The invitations and programmes A380 symposium will be sent at the beginning of 2011. This symposium took place in Singapore, in November, and featured an airline caucus Performance and Operations conference where the operators were able to provide The 17th Performance and Operations conference detailed feedback on their A380 operational will take place in Dubai, from 9 to 13 May 2011. experience and expectations, for a review by Organized by Airbus Flight Operations Support Airbus and the suppliers. and Services since 1980, this biennial event Airbus representatives responded that the provides flight crews, operations specialists, flight ongoing enhancement of maintenance and operations engineers and performance specialists operational procedures were well on the way to with a unique opportunity to constructively meeting its objective of 98.5% operational exchange views and information, and increase reliability for the A380 fleet, by the middle of mutual cooperation and communication. The 2011. The operators recognized the efforts invitations will soon be sent out. made by Airbus teams, pointing out their exceptional support, commitment and excellent work. A320 Family symposium The next Airbus A320 Family symposium will Airbus Leasing Support conference be held in Toronto, Canada, from the 23rd to The 7th Airbus Leasing Support conference took 26th May 2011. An Operators Information Telex place last December in Miami, U.S.A., with (OIT) with the programme will be sent out at more than 130 participants coming from 43 the beginning of 2011. different leasing companies. Airbus Family symposiums are held for each A particular focus was put on upcoming rules Airbus programme every two years and target and regulations and the associated upgrade airline engineering and maintenance managers. solutions. The A320, A330/A340 and The prime function of these meetings is to A300/A310 families’ issues, solutions and new enable two-way communication, leading to an developments were presented. Airbus detailed all the new services for lessors ever safer and more efficient fleet. to ease aircraft transfers. An Flight Hour Services-Tailored Support Package (FHS-TSP) presentation was given to highlight the benefits FAST 47 FAST of Airbus services to lessors and the positive FAST47.qxp:FAST MASTER LAYOUT 20/12/10 10:19 Page 1

JANUARY 2011 4047JULY 2007

FLIGHT

AIRWORTHINESS

SUPPORT

TECHNOLOGY

Customer Services Events Demonstrating the green trajectory Fuel efficient trajectory management tested 2 on revenue flights Tom MAIER Automatic Dependent Surveillance

AIRBUS TECHNICAL AIRBUS TECHNICAL MAGAZINE Broadcast (ADS-B) 8 Publisher: Bruno PIQUET Communications development for Air Traffic Editor: Lucas BLUMENFELD Management Page layout: Quat’coul Christine VIGIER Cover: Optical fibre used on aircraft Picture from Hervé GOUSSE Optical fibre on aircraft E M Company x When the light speed serves data transmission 14 Authorization for reprint of FAST Magazine articles should be requested from the editor at the FAST Magazine e-mail address given below Stéphane BOUYSSOU Customer Services Communications A300/A310 Family optimized air-vent inlet Tel: +33 (0)5 61 93 43 88 21 Fax: +33 (0)5 61 93 47 73 NACA Duct e-mail: [email protected] Printer: Amadio Continuous engineering solutions for fuel savings Charles VALE FAST Magazine may be read on Internet http://www.airbus.com/en/services/publications/ Hannah RINGROW under ‘Quick references’ ISSN 1293-5476 Radio Frequency Identification (RFID) Airbus business radar 24 © AIRBUS S.A.S. 2010. AN EADS COMPANY All rights reserved. Proprietary document Carlo K. NIZAM Paul-Antoine CALANDREAU 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 Jamil KHALIL delivery of this Magazine than the right to read it, for the sole purpose of information. This Magazine, its content, illustrations and photos shall not be modified nor reproduced without prior written consent of Airbus S.A.S. This Magazine and the Enhanced spare part engineering support materials it contains shall not, in whole or in part, be sold, rented, or licensed to any Smart spare parts’ design for a part standardisation 30 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 Tanja BUCHHOLZ a number of factors which could change over time, affecting the true public representation. Airbus assumes no obligation to update any information contained in Andy J. MASON this document or with respect to the information described herein. The statements Kay JASCHOB made herein do not constitute an offer or form part of any contract. They are based on Airbus information and are expressed in good faith but no warranty or representation is given as to their accuracy. When additional information is required, Airbus S.A.S can Electrical installations be contacted to provide further details. Airbus S.A.S shall assume no liability for any 36 damage in connection with the use of this Magazine and the materials it contains, even Past to future if Airbus S.A.S has been advised of the likelihood of such damages. This licence is governed by French law and exclusive jurisdiction is given to the courts and tribunals of Customer Services Worldwide Toulouse (France) without prejudice to the right of Airbus to bring proceedings for 37 infringement of copyright or any other intellectual property right in any other court of Around the clock... Around the world competent jurisdiction.

Airbus, its logo, A300, A310, A318, A319, A320, A321, A330, A340, A350XWB, 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 Every little helps! 47 FAST 1 FAST47.qxp:FAST MASTER LAYOUT 20/12/10 10:19 Page 2

DEMONSTRATING THE GREEN TRAJECTORY - FUEL EFFICIENT TRAJECTORY MANAGEMENT TESTED ON REVENUE FLIGHTS

Demonstrating

the green trajectory EN-ROUTE EN-ROUTE Sector A Sector B Fuel efficient trajectory management

tested on revenue flights TMA Terminal Area At the 5th Aviation and Environment Summit in obtained when airlines, airports and Air Navigation Service Providers work hand in hand, Geneva, Switzerland, in September 2010, one often with the support of the aircraft could get an impression of the multitude of manufacturer. This article depicts, through initiatives which our industry is pursuing, to fulfil examples, how revenue flights can be its engagement for an environmental compatible AAR

instrumental to trial more fuel efficient Air Traffic SIDE view growth. Besides research looking typically into RIVAL Management procedures with the objective to improved airframe, engine designs and alternative DEPAR implement them on a regular basis. fuels, the optimization of the flight trajectory is Surface • Direct routings/less airways operation identified as an area where quick wins can be • Optimum altitude • Opti • Minimum time tracks • Idle descent • Reduced clim • Dynamic re-routing • Reduced engine taxi in/out and • Improved coordination track miles • Gate hold • Dep - Amongst ATC sectors • Unimpeded taxi proc - With military cust • Required Time of Arrival (4D) aircr foot

Tom MAIER Senior Manager CNS/ATM System Sales & Marketing

Airbus Engineering TOP view • Curved RNP approach - Noise abatement FAST 47 FAST - Track mile savings • RNP to ILS transition 2 FAST47.qxp:FAST MASTER LAYOUT 20/12/10 10:19 Page 3

DEMONSTRATING THE GREEN TRAJECTORY - FUEL EFFICIENT TRAJECTORY MANAGEMENT TESTED ON REVENUE FLIGHTS

present aircraft capa bilities in the Background Communication, Navi gation and Surveillance (CNS) domain. The Asia and Pacific Initiative to One of the programmes which Reduce Emissions (ASPIRE) is the takes systematically advantage of equivalent programme for that revenue flights is the Atlantic region and was launched in Febru- Interoperability Initiative to ary 2008. Reduce Emissions (AIRE), which was signed on highest level at the These programmes have to be seen Paris Air Show in 2007, between in the wider context of SESAR the Administrator of the FAA (Single European Sky ATM (Federal Aviation Administration) Research) and NextGen, its sister and the European Union Vice initiative in the United States. Both President/EC Transport Commis - started their respective develop - sioner. This initiative aims to ment work for redesigning the ATM airborne and ground system, reduce CO2 emissions and to glossary accelerate the pace of change by with the objective to enable sustained air traffic growth at a taking advantage of best Air ATC: Air Traffic Control Traffic Management (ATM) prac- reduced service unit cost for the RNP: Required Navigation Performance tices, as shown in figure 1. It airspace user, reducing the impact ILS: Instrument Landing System enables the implementation of fuel on the environment without com - efficient procedures for all phases pro mising safety. of flights, taking full advantage of

Green trajectory portfolio Optimum trajectory Time Metering Fix Figure 1 Traditional trajectory Waypoint

EN-ROUTE EN-ROUTE EN-ROUTE Sector A Sector B Sector C

TMA Terminal Area

AAR SIDE view SIDE RIVAL DEPARTURE Surface • Direct routings/less airways operation • Direct routings/less airways • Optimum altitude • Optimum • Optimum altitude • Minimum time tracks • Idle descent • Reduced climb speed • Minimum time tracks • Dynamic re-routing • Reduced engine taxi in/out and profile • Dynamic re-routing • Improved coordination track miles • Gate hold • Departure • Improved coordination - Amongst ATC sectors • Unimpeded taxi procedure - Amongst ATC sectors - With military customised to - With military • Required Time of Arrival (4D) aircraft's noise • Required Time of Arrival (4D) footprint TOP view TOP • Curved RNP approach - Noise abatement - Track mile savings 47 FAST • RNP to ILS transition 3 FAST47.qxp:FAST MASTER LAYOUT 20/12/10 10:19 Page 4

DEMONSTRATING THE GREEN TRAJECTORY - FUEL EFFICIENT TRAJECTORY MANAGEMENT TESTED ON REVENUE FLIGHTS

In May 2010, the SJU awarded another 18 contracts for the ‘Performance of flight trials validating solutions for the reduction of CO2 emissions’. This second wave of AIRE revenue flight trials (AIRE2) started in fall 2010 and involves 42 partners, with Airbus leading one of the projects (A380 Transatlantic Green Flights) and contributing as a partner to two further (Green Shuttle and VINGA). SESAR and NextGen put the business trajectory in the centre of their operational concepts, which implies that the airspace user’s preferred way of flying is compromised to a minimum by Air A380 Transatlantic Traffic Management (ATM). Ena - Green Flights bled by enhanced on-board and ground systems, the adherence to This project addresses shortfalls the most efficient trajectory caused by congestion on ground becomes the baseline for all flights. and in oceanic airspace on Air France flights from New-York to In the light to ensure a smooth Paris. The average departure taxi transition to this target concept, time at JFK is more than 40 revenue flight trials started in the minutes long which justifies a two, meantime to demonstrate locally instead of four engines taxi in most some of the concept elements - as cases, saving typically 23kg of fuel far as current equipment levels per minute. However, a prerequisite allow - under involvement of small for this procedure is to inform the but representative stakeholder flight crew on the estimated take- consortia. off time which is provided in the frame of this trial to demonstrate On the European side, the AIRE one benefit of the airport flight trials are overseen by the Collaborative Decision Making SESAR Joint Undertaking (SJU) - (CDM) concept. the management body which was set-up by the European Com- In the oceanic phase of flight, mission and Eurocontrol as the most efficient trajectory is founding members and which compromised by the North counts now 15 more members Atlantic Oceanic Track System coming from air navigation service (OTS), which imposes to stick to providers, airports and industries - one of the predefined lateral , including Airbus - with a strong tracks. Climbing to an optimum involvement from airlines. AIRE is flight level is frequently hindered building the first blocks of the by other traffic. The A380 SESAR Concept of Operations by Transatlantic Green Flight trial testing 4D trajectory-based ope - takes advantage of the A380’s rations and Performance-Based rather high optimum cruise level Navigation (PBN). A batch of six (between FL390 to FL430) where revenue flight trial projects was little other traffic is encountered. executed in 2009 involving 18 The oceanic Air Traffic Control partners and accumulating more Centres of Gander (NAV CANADA) than 1,000 trial flights (known as and Shanwick (NATS) make the European AIRE1 Exercise). arrangements to free the aircraft This article will exemplary look at from the OTS. This allows one of them, namely the Minimum planning the flight on a minimum CO2 in Terminal area (MINT) time track and to choose the most project, in which Airbus had a economic speed and cruise level. partner role. FAST 47 FAST

4 FAST47.qxp:FAST MASTER LAYOUT 20/12/10 10:19 Page 5 procedure in combination with allows flying the RNP AR 0.3 latest ‘Release 1A’ standard, which (FMS) on their the A321 fleet to the Flight Management System MINT project, recently upgraded Novair, in the the airline partner descent. the most fuel efficient constraints are not compromising and ensured that speed altitude analysis through simu lator sessions with fly-abilitycontributed publishing the procedure, Airbus 2). Before in figure chart Stockholm, Sweden (see approach of noise abatement at the purpose approach (RNP curved AR 0.3) for nautical miles lateral accuracy in a Required (RNP AR) for a +/- 0.3 with Authorization Performance aircraft’s Navigation Required the time in Europe for the first of these issues. It used good part area' (MINT) project addressed a The 'Minimum CO profiles. descent the most energy efficient properly planning and executing route which is a prerequisite for prevents following a predefined vertically, nor laterally. This is not fixed,trajectory neither loop’ situation, in which the arrival the flight crew in a reactive ‘open lower altitudes and vectoring put up. Successivebuilt clearances to means to get the landing sequence ultimate Air (ATC) Control Traffic lengthy lateral ‘trombones’ are the of the flight path; 360° holdings or results in a considerable stretching to the TMA. Noise avoidance often transition from the En-route Sector Area (TMA) as well as the flowthe traffic within the Terminal restrictions are frequent to manage flight. Speed and altitude constrained phase of the whole The arrival is often the most optimization potential for with a high Arrival flight phase DEMONSTRATING THE GREEN TRAJECTORY - FUEL EFFICIENT TRAJECTORY MANAGEMENT TESTED ON REVENUE FLIGHTS 2 in Terminal management. of the time aspect for trajectory enablers are related to the addition NextGen. Some of these technical are developed in SESAR and requires additional means which is more complex and trajectory optimization of the arrival situations, the sides in high traffic For and ground both, airborne dimension navigation Time as the 4 (ANSP) and airports. Navigation Providers Service obtain buy-in from the Air airline to improve the situation and project can be a good means for the Suggesting a revenue flight trial habits, rather than technical. nature and a question of changing hurdles are more of an institutional hours. Often, the main traffic low at or for major airports airports which is feasible for many regional constitutes an operational concept Descent Operations (CDO) Navigation (PBN) with Continuous Combining Performance-Based procedure. Landing System (ILS) Instrument compared to the standard reduced track miles when Further, 20kg were saved through average 145kg of fuel per arrival. with engines at idle, saving in an profile vertical the most efficient Therefore, the aircraft could follow avoiding altitude instructions. Descent Operation (CDO) by the ATC enabled a Continuous leaving flight level the cruise and Malmö (Sweden), well before ATC sectors of Stockholm and MINT flights was with the agreed of the 10 The lateral trajectory System (EFIS). Flight Instrument generation Electronic their first

th

approach chart approach Stockholm RNP AR 0.3 AR RNP Stockholm Figure 2 regular basis. and is now applied on a procedure was published the MINT project, the After having been tested in approach into Stockholm: noise abatement Curved 5 FAST 47 Courtesy of Navtech FAST47.qxp:FAST MASTER LAYOUT 20/12/10 10:19 Page 6

DEMONSTRATING THE GREEN TRAJECTORY - FUEL EFFICIENT TRAJECTORY MANAGEMENT TESTED ON REVENUE FLIGHTS

As the Continuous Descent at and departing from Gothenburg Operation (CDO) prevents the Air Landvetter airport, in Sweden. En- Traffic Controller (ATCO) to apply route, the flight follows a planned the traditional altitude and heading direct routing, which becomes now instructions during the descent, the possible with the implementation concept previews that additional of the Free Route Airspace Sweden Required Time of Arrival information be provided in return, concept. Improved service level (RTA) page on MCDU in the form of arrival time for a agreements amongst adjacent significant metering fix. This control sectors, including the Figure 3 waypoint is defined from a traffic Danish Air Traffic Control, shall flow management point of view enable that the arrival trajectory be and may typically be a merging known to the flight crew already point or a Terminal Area (TMA) before the end of the En-route entry point. On-board, the phase. The crew then plans an idle adherence to the trajectory’s time continuous descent choosing the schedule is ensured within a optimum top of descent point. certain tolerance by the Required Considering the traffic situation, Time of Arrival (RTA) function, vertical ATC clearances shall not which is accessible through the compromise the most fuel efficient Multi-purpose Control and Display vertical profile. Unit (MCDU), via the Flight Plan (FLP) menu pages, as shown in The arrival trajectory leads then figure 3. On the ground side, the into a noise and fuel optimized This capability is rarely used RNP AR 0.3 procedure, followed today but will increase in ATCO is assisted by an Arrival importance as operational Management (AMAN) tool which by a transition to the Instrument concepts emerge based on 4D helps to build up, at an early stage, Landing System (ILS) approach. trajectory management. the sequence of incoming traffic Through this new combination, it is and which alerts in case of ensured that even under conditions conflicts. of low approach minima, the most efficient arrival trajectory can be In anticipation of this operational followed. Another particularity is concept, the MINT trials looked that a RNP procedure will be also at the adherence to the designed, not based as usual on estimated time of arrival over a very conservative theoretical wind waypoint which was chosen around models, but on observed statistical an altitude of FL100, representing winds which results in a further a typical altitude for entering the optimization. Comprising an TMA. The observed deviation was important Performance Based below 10 seconds compared with Navigation (PBN) element, what has been predicted about 20 partners to the VINGA project are minutes earlier, well before leaving not only the typical revenue flight the cruise level. More flight trials trial triplet consisting of the airline will be undertaken building up (Novair), airport (Swedavia) and confidence in the aircraft time Air Navigation Service Provider performance, in order to start using (LFV), but also Quovadis, the PBN it for the sake of a smooth service company. This recently transition to the initial 4D formed Airbus subsidiary provides operational concept of SESAR and a complete set of RNP services NextGen. including RNP procedure design and testing, flight operation safety assessment, documenting air worth - i ness compliance, training, RNP monitoring, and cost-benefit ana - Optimization lysis. from En-route to The optimization of ground En-route movements is addressed in the trial through single engine taxi-in and VINGA (Validation and Improve - ment of Next Generation Airspace) addresses all flight phases, arriving FAST 47 FAST

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DEMONSTRATING THE GREEN TRAJECTORY - FUEL EFFICIENT TRAJECTORY MANAGEMENT TESTED ON REVENUE FLIGHTS

Air Traffic Controller strips

are kept on sub-optimal lower out, whenever feasible. In case of altitudes, in favour of overflying delays, ‘gate holding’ with engines long haul traffic. Here again, an off will be preferred over queuing- improved coordination between the up on the taxiway. national ATC sectors managed by the French Air Navigation Service VINGA looks also into the Provider DGAC/DSNA was key to feasibility of more flexible and obtain a more fuel efficient efficient departure trajectories, trajectory. which shall be tailored to the noise footprint of the individual aircraft The Green Shuttle trials which type. Instead of applying an unique were undertaken in fall 2010, Standard Instrument Departure demonstrated the feasibility to (SID), aircraft with better noise obtain under certain conditions values shall be allowed to Courtesy of DFS optimum cruising levels and more accelerate earlier to the most direct routings, thanks also to a economic climb speed and to turn better coordination with the earlier to the target heading. military stakeholder. Continuous Descent Operation (CDO) could information Gothenburg, Sweden, could be also be demonstrated from top of taken as representative for a typical descent into both, Paris-Orly and Quovadis single runway regional airport and Toulouse. Airbus contributed with the described measures are a 100% Airbus subsidiary, was ‘CDO fly-ability’ analysis and certainly worthwhile to be studied launched in July 2009 to support advised on best speed and vertical in similar circumstances. airlines, airports, air navigation windows for the hand-over service providers and authorities between ATC sectors in descent. in Performance-Based Navigation (PBN) deployment, as well as to Quantified findings of the fuel The Green Shuttle provide related services. savings obtained in the AIRE2 Contact: Paul-Franck BIJOU exercise will be published by the The context is more challenging in [email protected] SJU through a dedicated the busy parts of central Europe, dissemination event in the first half such as between the French cities of 2011. It is expected that the of Paris-Orly and Toulouse, where tested ATM procedures have a Air France operates up to almost saving potential, which justifies 50 flights a day with an A320 CONTACT DETAILS their consideration in any airline’s Family fleet. Although each flight fuel saving action plan. duration is only around one hour, Tom MAIER three ATC En-route Sectors are Senior Manager CNS/ATM Airbus Engineering concerned and the shuttle flights System Sales & Marketing Tel: +33 (0)5 61 93 12 45 Fax: +33 (0)5 61 93 41 25 [email protected] Conclusion

Revenue flight trials are an excellent efficient trajectory throughout the different means to experience and adjust more flight phases. Partnerships between the efficient Air Traffic Management (ATM) main stakeholders - airlines, Air Navigation procedures, in a perspective to transit Service Providers and airports - is the key smoothly to their application on a daily for improvements. basis. Airbus in general and Quovadis The current context of ongoing major ATM specifically for matters related to development programmes such as SESAR Performance-Based Navigation (PBN), are and NextGen favours to challenge legacy prepared to support revenue flight trials operations in order to migrate to more through customer services and expertise. efficient target operational concepts, There is a whole register of measures for which will be enabled by new bringing a flight nearer to the most fuel technologies on-ground and on-board. FAST 47 FAST

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AUTOMATIC DEPENDENT SURVEILLANCE BROADCAST (ADS-B)SURVEILLANCE - DEVELOPMENT FOR AIR TRAFFIC MANAGEMENT

Automatic Dependent Surveillance Broadcast (ADS-B) Surveillance development for Air Traffic Management (ADS-B) is all about communications between As air traffic is predicted to increase steadily over aircraft, and also between aircraft and ground. the coming years, there is a clear need to ensure Both are vital in ensuring safe flights and that standards of safety and efficiency are efficiency in terms of fuel use, time and maintained, or even enhanced. This is recognized emissions. ADS-B is an integral part of the by the Single European Sky programme in Europe planned efficiency drive towards 2020. (SESAR) and the NextGen programme in the Taking advantage of the latest technology, ADS-B U.S.A. (read FAST article - Demonstrating the is designed to be retrofit on aircraft flying today. green trajectory), the two major bodies driving the Here, we will look at aspects associated with the Air Traffic Management (ATM) development retrofit and take a look at the developments that over the coming years. are planned for the future. Automatic Dependent Surveillance Broadcast

Christine VIGIER Design Management Avionics Airbus Upgrade Services FAST 47 FAST

8 FAST47.qxp:FAST MASTER LAYOUT 20/12/10 10:19 Page 9 AUTOMATIC DEPENDENT SURVEILLANCE BROADCAST (ADS-B) - • ADS-B IN provides automated • ADS-B OUT provides a means as described: ADS-B is considered in two parts savings. mal flight levels leading to fuel fic awareness, allowing more opti- by ADS-B enhances the pilots' traf- In the air, provided the information capacity.ty and increasing airport approaches grows, enhancing safe- Control (ATC) as the number of designed to ease Air Traffic In its final form, ADS-B is ADS-B summary between aircraft themselves. aircraft parameter transmission the ATC.and transmission be tween the aircraft of automated aircraft parameter info in the cockpit Di s play of other aircraft ADS-B Step 2: ADS-B IN (ATSAW) ADS-B ADS-B GPS: FWC: FMS: FM: FCOM: EIS: EHS: DMC: ATSAW: ATC: System ADIRS: ADC: Flight Manual Electronic Instrument System Air TrafficControl Enhanced Surveillance Global Positioning System Air Data Computer Air Data Flight Management System Flight Management Flight Warning Computer Flight Warning Display Management Computer Display Management Flight Crew Operating Manual Flight Crew Operating Air Data/Inertial Reference Air Data/Inertial Air Traffic Awareness Situational glossary SURVEILLANCE DEVELOPMENT FOR AIR TRAFFIC MANAGEMENT receiver ADS-B broadca s ted for ground u s e Aircraft information Step 1: ADS-B OUT SPI: SATCOM: OMS: System OANS: Computer OANC: NRA: MMR: Unit MCDU: IRS: HFDR: ADS-B Special Position Identification Inertial Reference System Non-Radar Airspace

On-board Maintenance System

ADS-B First steps involved in involved steps First Multi-Mode Receiver High Frequency Radio Data On-board Airport Navigation On-board Airport On-board Airport Navigation On-board Airport Multi-purpose Control Display Figure 1 Satellite Communication Satellite Air Traffic Control 9 FAST 47 FAST47.qxp:FAST MASTER LAYOUT 20/12/10 10:19 Page 10

AUTOMATIC DEPENDENT SURVEILLANCE BROADCAST (ADS-B)SURVEILLANCE - DEVELOPMENT FOR AIR TRAFFIC MANAGEMENT

STEP 1: ADS-B OUT STEP 2: ADS-B IN (ATSAW)

ADS-B OUT automatically The Airbus approach to ADS-B IN transmits aircraft parameters from is named the Air Traffic Situational the aircraft to the ATC on ground. Awareness (ATSAW) which There is no need for the pilot’s enables the reception of ADS-B action and it conforms to EASA information from other aircraft in regulations on ADS-B OUT, for the vicinity. As for the ADS-B Non-Radar Airspace (NRA) OUT, the capability must also be operations. The capability must be declared in the FCOM and the FM declared in the FCOM and the FM updated (figure 4). ADS-B OUT shall be updated (see figure 2). ATSAW is splited in two steps: Figure 2 - Step 2A: ATSAW operation in flight DO-260 DO-260B - Step 2B: ATSAW operation on ground • ATC transponder enhanced capable • ADS-B OUT DO-260B Equipment required STEP 2A: ATSAW OPERATION IN FLIGHT • MMR (with GPS capability) • FWC • Wiring provision EHS a) ATSAW As per mandate Availability date Now • Improves cooperation with ATC (refer to figure 10) (better understanding of ATC instructions), Example on MCDU • Improves the detection of opportunities for flight level changes in standard separation Figure 3 for reduced fuel savings and a reduction of CO emissions, In this example, the MCDU 2 (Multi-purpose Control and • Improved efficiency on Display Unit) shows the approach, identity and the relative • Enhances identification and horizontal position of three information on target aircraft, aircraft. The pilot can see • Increases runway capacity. immediately that a flight level change to FL370 is not possible until 1412Z time, b) ATSAW with ITP (In Trail as computed by the TCAS Procedures) today defined on (Traffic alert and Collision the North Atlantic ocean Avoidance System). (see figure 3): • Enables more frequent altitude changes by temporarily reducing standard separation, • Enables flying at the optimum flight level, A different flight level • Provides significant fuel savings. can be requested as clearly indicated, taking into account the STEP 2B: ATSAW ON THE GROUND surrounding aircraft positions, trajectories • Enhanced situational awareness and speeds. during surface operations. FAST 47 FAST

10 FAST47.qxp:FAST MASTER LAYOUT 20/12/10 10:19 Page 11 AUTOMATIC DEPENDENT SURVEILLANCE BROADCAST (ADS-B) - rate of 0.5 seconds. Extended Squitter with a refresh using the Mode S 1090 MHz to the ground,aircraft information It uses ATC transponders to transmit ADS-B OUT work? How does ADS-B capacity.increased airport with heavy allowing traffic during the approach to airports regularity the enhanced traffic will be The operational benefit behind'. are 'remain behind' and 'merge The two principle maneuvers ignated aircraft. callygiven a spacing with des- achieve and maintain automati- is to enable the flight crews to The objective of the future step STEP 3: SEQUENCING AND MERGING NEXT STEPS Figure 6

Additional information shown on the MCDU. the oninformationAdditional shown Availability date Equipment required Figure 7 Wake vortex 2D distance SURVEILLANCE DEVELOPMENT FOR AIR TRAFFIC MANAGEMENT Heading/ Absolute category Tracking bearing/ • • • • • • capability) FWC standard EHS traffic selector Wiring provision EIS2 MMR (with GPS ATC transponder EHS Early 2011 Step 2A

The Pilot elects to see more informationmoreonsee to elects Pilot The AFR6512 by the menu selection.menuthe AFR6512by

Aircraft identification

Display and MCDU and Display

ADS-B IN (ATSAW)IN ADS-B Example on Navigation on Example Figure 4 As for Step 2A 2013 TBC Step 2B + OANC Figure 5 The NavigationThe Display (ND)Display shows the aircraftthe shows orientationand relative informationfrom aircraft in the in aircraft vicinity. velocity Vertical speed Ground altitude Absolute altitude/ Relative 11 FAST 47 FAST47.qxp:FAST MASTER LAYOUT 20/12/10 10:19 Page 12

AUTOMATIC DEPENDENT SURVEILLANCE BROADCAST (ADS-B)SURVEILLANCE - DEVELOPMENT FOR AIR TRAFFIC MANAGEMENT

ADS-B IN Aircraft On aircraft, it is the TCAS computer architecture that receives and treats the ADS-B information coming from ATC required for transponders of surrounding aircraft. ADS-B OUT DAL 024 The information is then displayed 15 H on the Navigation Display (ND) ADS-B OUT NEEDS and the MCDU (see figures 5, 6 & 7). When ATSAW is activated and if • ATC transponders at minimum the ADS-B information is available DO-260 standard. from aircraft in the vicinity, the • Additional wiring associated following information is available with peripheral equipment, for each pilot: • MMR in hybrid architecture • Aircraft identification with GPS capability. Figure 8 • Absolute bearing/2D distance The ND indicates • Heading/Tracking CURRENT FLEET STATUS the position and • Wake vortex category trajectory of other • Relative altitude/Absolute Aircraft currently flying in Europe aircraft on altitude taxiways are generally well equipped for • Ground speed the transition to ADS-B OUT as • Vertical velocity the prerequisite ATC transponders Mode S (DO-260) are already required to meet the former enhanced surveillance mandate. Architecture for Aircraft greater than five years of ADS-B OUT and for ADS-B IN age and operating outside of Europe are more likely to need a Figure 9 new transponder in order to achieve ADS-B capability.

Control OANC ADS-B IN panel STEP 2A FMS MMR • TCAS capable • Additional wiring Flight ID source ATC • Traffic selector in cockpit Transponders FWC • EIS2 capable ADC, GPS, IRS data ADIRS STEP 2B Heading, Audio Pitch, Other aircraft Roll, Step 2A + OANC GPS data systems (On-board Airport Navigation Computer)

MCDU TCAS ADS-B IN TRIALS Capable ATSAW To pioneer and test the new func- GPS position tions associated with ADS-B IN, DMC/EIS trials are scheduled with the involvement of Eurocontrol and certain airlines which will have the ATSAW capability, some from Traffic production and others by retrofit. selector The European trials will com- For ADS-B IN only mence in early 2011. FAST 47 FAST

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AUTOMATIC DEPENDENT SURVEILLANCE BROADCAST (ADS-B)SURVEILLANCE - DEVELOPMENT FOR AIR TRAFFIC MANAGEMENT

Mandates

Figure 10 2010 DO-260 2017 2020 DO-260B DO-260B

Date to be determined with a D0-260 minimum standard

2013 DO-260

ADS-B OUT MANDATES standard (DO-260B) which implies an upgrade to the FWC and con- nections between the MMR and the Current operational requirements ATC transponder. This will enable or mandates are already in service additional benefits in terms of safe- and others are anticipated. The fig- ty, flight efficiency and situational ure 10 shows areas where a man- awareness, thanks to the GPS data date already exists, such as the enabling the transmission of more Hudson Bay, and also shows antic- accurate information on aircraft ipated mandates in other regions. positions and the improved latency The upcoming mandates in Europe in broadcasts. CONTACT DETAILS and North America require a new Christine VIGIER Design Management Avionics Airbus Upgrade Services Tel: +33 (0)5 67 19 02 17 Fax: +33 (0)5 62 11 08 47 [email protected] Conclusion

Whilst the initial drivers from SESAR and ADS-B IN presents additional NextGen are motivated by the need to opportunities for fuel and time savings, maintain and where possible enhance in particular by the utilization of ‘In Trial safety standards, the commercial Procedures’ for long range flights in the implications for operators are not oceanic airspace, maintaining safety. forgotten. The benefits from the Automatic ADS-B is in the early stages of a roadmap Dependent Surveillance Broadcast (ADS- vision up until 2020 and has been adopted B) are not only for Air Traffic Control (ATC), by SESAR and NextGen. Airbus Upgrade but also for the airlines, flight crew and Services will continue to develop new passengers. solutions to ease flight operations, thus ADS-B OUT eases the flight crew and ATC contributing to reduce the congestion in workload, resulting in fuel and time future Air Traffic Management. savings thanks to more efficient approaches. FAST 47 FAST

13 FAST47.qxp:FAST MASTER LAYOUT 20/12/10 10:19 Page 14

14 FAST 47 OPTICAL FIBRE ON AIRCRAFT - constraints. had no better effects on the characteristic of aluminium wiring allowed saving weight but bandwidth limitations. The introduction by Airbus such as Electro-Magnetic Interferences (EMI) and some constraints in relation to their characteristics expensive of weight in terms and secondly, have based on copper conductors which are firstly electrical installations have been for many years inclined to increase significantly. Aeronautical on aircraft, the quantity of electrical cable is As more and electronic systems are installed When the light speed serves When the light speed serves WHEN THE LIGHT SPEED SERVES DATA TRANSMISSION data transmission Optical fibre electrical cable (4kg/km). but not least, lightweight compared to an attenuations lesser than electrical cables and last insensibility, complete electrical isolations, signal of a largeterms bandwidth capacity, EMI provides in largeuse of optical fibre benefits copper cables for data signal transmissions. The technology instead of introduced the optical fibre Therefore, electrical installation designs on aircraft Airbus Engineering Electrical Standard Items Aircraft Electrical Installation Stéphane BOUYSSOU FAST47.qxp:FAST MASTER LAYOUT 20/12/10 10:19 Page 15

OPTICAL FIBRE ON AIRCRAFT WHEN- THE LIGHT SPEED SERVES DATA TRANSMISSION

What is an optical To date, the optical fibre application in Airbus aircraft are: transmission Aircraft Family A320 A330/A340 A380 A350 assembly? Cockpit Display System (CDS) • Large displays (under development) • Head-Up Display (HUD) • • • • The principle is to convert the On-board Airport Navigation System (OANS) • • • • electrical signal to a light wave Taxi Aid Camera System (TACS) • • • signal, then to transmit it through a Concentrator Multiplexing Video (CMV) • physical pipe used as a wave guide, Network Server System/On-board Information System (NSS/OIS) • so called ‘optical fibre’. Therefore, Cabin Video Monitoring System (CVMS) • an optical fibre transmission Cockpit Door Surveillance System (CDSS) • assembly is composed of a In-Flight Entertainment (IFE) • • • transmitter, optical fibre, con- nectors and a receiver (figure 1). Aircraft Family A320 A330/A340 A380 A350 As a reminder, light is charac - terized by its ‘spectrum’ which is Cable length* Following chosen options 565 m* 2.4 km TBD the whole set of wavelengths from Nombre of links Following chosen options 41* 171 TBD ultraviolet to the infrared *average following chosen options (including visible light) and by its ‘index of refraction (n)’ which is Optical transmission an intrinsic property of a material assembly corresponding to the ratio between Figure 1 the speed of light in vacuum and its speed in the material. When light Transmitter Connectors Receiver encounters an environment, the light ray is reflected and refracted. Electrical E Optical cable Optical cable O Electrical The refracted ray (meaning signal signal transmitted inside the medium with O E a change of directions) depends on: • The refraction index of the Electric/Optic Optic/Electric conversion conversion parameters which are the medium, • The angle of the light ray (figures 2 and 3). However, it is possible to obtain a This is defined per the Snell complete reflexion (see figure 4) if Descartes Law: n1sin Angle of Incidence the above both conditions are = Θ1= n2sinΘ2. gathered, which will give us: Angle of Reflection Another physical phenomenon is • n1 value > n2 value (n1 and n2 when an object bumps on a plane refraction value of both medium). surface, its incidence ray angle is • Incident angle 1 trends towards the same as the reflection ray 90° (low-angled beams). angle. I R Normal point Normal point of incidence of incidence Incident ray Reflected ray Figure 2

1 1 Incident ray 1 1 Reflected ray

n1 medium n1 medium n2 medium n2 medium

General physical 2 Condition for a behavior of the light complete reflection

Figure 3 Figure 4 Refracted ray No refracted ray FAST 47 FAST

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OPTICAL FIBRE ON AIRCRAFT WHEN- THE LIGHT SPEED SERVES DATA TRANSMISSION

Optical fibre Transmitter and receiver An optical fibre is a wave guide information allowing transmission of a The transmitter and receiver reflected light signal between two modules are included in the Regarding optical fibre in equipments. This wave guide is equipment using the optical fibre telecommunication, cladding is made of two basic elements which technology and manufactured one or more layers of material of a are the core and the cladding. Each directly by the equipment suppliers. lower refractive index, in intimate of them is composed of the same contact with a core material of a material with different refraction The transmitter has to convert higher refractive index. The indexes which are chosen in order electrical data signal to light data cladding causes light to be to have ‘ncore value > ncladding signal. The signal is specified by confined to the core of the fibre by value’. Then the light is transmitted its power (<1mW) and its wave inside the core with a low angle to total internal reflection at the length. Wave lengths used by ensure the light wave will be totally boundary between the two. Airbus are 850nm and 1300nm reflected by the cladding and trans - (figure 7). The conversion is mitted along the core (figure 5). ensured by laser diodes or the The fibre can be made out of Light Emitting Diode (LED) Silica or Polymer. Airbus qualified technology. At the end of the line, a Sili ca (glass) optical fibre the receiver has to collect the light P/N ABS0963-003 Type LF (see data signal and reverse it to electric figure 6). data signal. This conversion is Fibre done using the Photodiode technology. Figure 5 Total reflection Cladding

Core nCore Silica or Optical contacts Polymer fibre and connectors n Cladding The optical connector is a Light mechanical element which allows the connection of two optical fibre Airbus Optical Fibre links. The optical fibre link is an P/N ABS0963-003 LF optical fibre fitted with contacts at each end, allowing the installation Figure 6 of the optical cable in a connector. The connector implementation has to ensure the optical signal propagation with the minimum of attenuation. In consequence, the Jacket N° ELEMENTS MATERIAL DIAMETER Ø connectors have been designed to ensure a perfect alignment of both Core 62.5 μm ± 3 μm Fibre Silica optical fibre contact end faces, but Cladding 125 μm ± 2 μm also a constant contact between Primary coating Silicone 400 μm ± 25 μm both fibres whatever the environ - Primary jacket Copolymer OHAL high temperature 900 μm ± 50 μm mental conditions (figure 8). Mechanical Polymer aromatic fibre braid N/A strength braid Two contacts, ABS1906-01 and Outer jacket Copolymer OHAL high temperature 1.8 μm ± 0.1 μm ABS1379-003, allowing the instal - lation of optical fibre in the μm: micrometre 1.000×10−6 m = 1.0000 µm connectors have been qualified by Light spectrum Airbus. Figure 7 Ultraviolet Visible light Infrared

400 nm 800 nm 850 nm 1300 nm nm = nanometer FAST 47 FAST CAUTION: Even in an infrared spectrum (not visible to the eye), the light ray could cause serious eye damage, therefore never look an optical fibre contact in front view. 16 FAST47.qxp:FAST MASTER LAYOUT 20/12/10 10:19 Page 17

OPTICAL FIBRE ON AIRCRAFT WHEN- THE LIGHT SPEED SERVES DATA TRANSMISSION

The particularity of the optical Optical fibre contact contacts, compared to electrical alignment contacts, is that they are ‘hermaphrodite’, meaning that the Figure 8 contact is the same on both sides of the connector. The contact alignment is ensured by a specific additional sleeve fitted in the female connector.

Since the A350 design, Airbus’ philosophy is to use only ABS1379-003 (the best one in terms of installation facilities, skew cleaning and installation on the correct optical fibre) and to design connectors in accordance with existing supports (rectangular, circular or square connectors, as gap lateral misalignment shown in figure 9).

Optical link manufacturing

The manufacturing of an optical link consists in fitting the optical Airbus optical contacts on each side of the optical components fibre. This process is complex due to some critical steps as the gluing Figure 9 of the ferrule with the fibre (contact robustness is highly dependent of this step) or the Contact ABS1379-003 Connector ABS1696 polishing (where the surface of the fibre needs to be plane). In case of a damaged optical fibre, operators have the possibility to order a new optical fibre link through Airbus Connector ABS1213 Spares. Depending on the Square connector EN4165 programme, the optical cable has its own Part Number (P/N) recorded in the Illustrated Parts Catalogue (IPC) and retrieved with the wire number as entry receptacle plug point (A350, A380, A340 TACS), or it is possible to request Airbus customers support to get the P/N associated to the wire number. Contact ABS1906-01 In addition, optical link manufacturing requires some specific tooling (oven, polish machine, interferometer, etc.). The on-shop process is described in the Process and Material Specifica- tion manual 01-05-63. FAST 47 FAST

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OPTICAL FIBRE ON AIRCRAFT WHEN- THE LIGHT SPEED SERVES DATA TRANSMISSION

To prevent such attenuation, either bobbin or tape must firstly be Optical fibre applied at each attachment point of installation and the optical fibre installation. Information concerning the connection on the installation of the optical fibre is aircraft available in the ESPM 20-33-11 (Electrical Standard Practices Manual). Optical fibre can be routed alone but also on a bundle with electrical A major difference with the wire. Due to the optical cable electrical wiring installations with specifications (-55° to 125°C), no a high impact on the optical optical cable is routed in fire or assembly performance concerns high temperature areas. the cleanliness of the connection. As for electrical wires, a minimum Due to the diameter of the optical bend radius has to be respected due fibre’s core (62.5µm, about the to the light’s reflection properties. thickness of a human hair), Indeed a short bend radius will contamination of the optical modify the incidence angle of the contact surface generates optical light ray, thus the total reflection attenuations or even, a complete conditions will no longer be loss of the signal. This is why respected, resulting to some cleaning and protecting the optical refraction of the light ray and cable contact surface is mandatory attenuation of the signal (figure 10). at each step of the optical fibre handling, to avoid contamination During maintenance actions on the of the contact surface (figure 11). aircraft or during its installation Usage of optical fibre For the cleaning, Airbus proposes phase, the optical fibre should not for In-Flight Entertainment three techniques: Dry, wet and dry be crushed at the attachment point. air cleaning, and two processes: In case of over tightening, effects Contact alone or contact fitted in a could occur on the fibre leading to connector. an attenuation of the signal.

Over-bent radius effects In addition, to allow the detection of an optical contact end face Figure 10 contaminated, a microscope with a minimum magnification of 200 can be used. All the above is Cladding Refracted light ray widely detailed in ESPM 20-55-60.

Core Optical fibre troubleshooting

Optical fibre cleanliness and repair

Figure 11 In order to ease the operator’s task for the optical fibre’s malfunction troubleshooting, some specific tools were designed in strong partnership with the manufacturers. The troubleshooting is similar to one that would be done for an electrical cable, by performing a continuity check. It is performed using the Visual Fault Locator (visible light source emitter) or a Power Meter, with or without a calibrated light source (figure 12). Dirty optical fibre Clean optical fibre FAST 47 FAST

18 FAST47.qxp:FAST MASTER LAYOUT 20/12/10 10:19 Page 19 protection. splice to ensure a mechanical application - is then glued on the designed for this specifically its shape and to in relation ABS1632-003 - called ‘crocodile’ kind of protective sleeve P/N fusion of the cable. the correct A a ‘tension test’ system, checking The tool kit contains also the fibre. result is a complete continuity of 14). The each other (figure facing welding ends two fibre optical An electrical arc is generated fusion technology. ‘Fusion Splice’ which uses the this kind of repairs called the Diamonds allowingmanufacturer tooling developed byspecific the a repaired. Airbus qualified can be Airbus broken optical fibre specialists for interpretation. directlysend the curve to Airbus allowingcurve, the operator to offers the possibility to record defect on the line). The OTDR (signal attenuation resulting of the loss connectors) and the insertion cut-off at the level of the reflection due to the optical line between loss (light the return 13) allows to make the difference The displayed (figure result curve the repair.perform localized on the line in order to high accuracy where the damage is with such, it is possible to find distance point of the cable. By optical signal’s attenuation at each provides showing a curve the With one screenshot, the tool wing. environment and can be used on precision measures in the aircraft to provideInstruments high designed by Luciol specifically boxinformation below), was photon counting method (see the The OTDR LOR220, using the the most reliable and accurate way. Domain Reflectometer (OTDR) is the use of Optical Time line, located on the optical fibre To where is determine the default OPTICAL FIBRE ON AIRCRAFT - SOURCE TEST LEAD EQUIPMENT LIGHT (OTDR) screenshot Optical Time Domain Reflectometer radiation. other forms of electromagnetic and the basic unit of light all interaction of the electromagnetic particle,elementary the quantum In physics, a photon is an EMITTING SYSTEM VFL/VLC LIGHT Figure 13 / CONNECTOR CONNECTOR CONNECTOR A A OPTICAL POWER MEASUREMENT TEST CONNECTION METHOD information A CONNECTOR TEST LEAD OPTICAL CONTINUITY TEST CONNECTION METHOD INSERTION LOSS TEST CONNECTION METHOD CONNECTOR CONNECTOR B B OPTICAL FIBRE UNDER TEST CONNECTOR CONNECTOR WHEN THE LIGHT SPEED SERVES DATA TRANSMISSION C C CONNECTOR CONNECTOR CONNECTOR CONNECTOR D D TEST LEAD TEST LEAD CONNECTOR Practices Manual (ESPM 20-52-25) Extracted from the Electrical Standard CONNECTOR CONNECTOR E Figure 12 E E TEST LEAD TEST LEAD POWER POWER METER METER 19 FAST 47 FAST47.qxp:FAST MASTER LAYOUT 20/12/10 10:19 Page 20

OPTICAL FIBRE ON AIRCRAFT WHEN- THE LIGHT SPEED SERVES DATA TRANSMISSION

plate, etc.) and the material This permanent repair restores the necessary to perform the repair on- full integrity and characteristics of wing. the optical cable (losses introduced by the ‘Fusion Splice’ are less than You may find information 0.1dB). concerning the repair of an optical Fusion Splice technology cable in the ESPM 20-53-28, but A complete kit P/N 1047320 also available in Airbus SIL (figure 15) was designed Figure 14 20-030. containing the Fusion Splice tools including the complete gear (pliers, scissors, light, support

On-wing repair kit

Figure 15

CONTACT DETAILS

Stéphane BOUYSSOU Aircraft Electrical Installation Electrical Standard Items Airbus Engineering Tel: +33 (0)5 61 18 55 75 Fax: +33 (0)5 61 93 44 25 [email protected] Conclusion

In the recent past years, the optical fibre faces to be scrupulously clean. The was introduced in the aeronautics. This continuous development of the optical has required to develop components and fibre’s use in the aeronautics requires new associated processes/methods to skills and competences for an airline maintain them during the aircraft’s life- electrician, likely to work on the systems cycle, like any other previous copper or using optical fibre. aluminium electrical cables. In the coming A specific training course (Optical Fibre years, no doubt that continuous Inter-System Code XMOF) dedicated to improvements and further developments optical fibre troubleshooting and will come to light. maintenance has been developed by The principles of optical fibre installations Airbus and will be available beginning of are similar to other technologies, copper 2011 in the Airbus Training e-Catalogue. and aluminium, but require the optical FAST 47 FAST

20 FAST47.qxp:FAST MASTER LAYOUT 20/12/10 10:20 Page 21 for fuel savings Continuous engineering solutions NACA Duct optimized air-vent inlet A300/A310 Family being in production, Airbus has been looking into A300/A310 Family programme, despite no longer economy for all its aircraft programmes. For the operators to look for ways to improve fuel environment. Airbus has been working with the prices in recent years and global awareness for the operators, particularly with the increase in oil Fuel economy has always for the been a concern A300/A310 FAMILY OPTIMIZED AIR-VENT INLET NACA DUCT aircraft’s fuel consumption. reduces drag, thus improvingin this article the investment. The improved NACA Duct described on with a quick return and be capable for retrofit, improvements need to be attractive to operators give a better fuel economy to its operators. Such potential hardware improvements which would A300/A310 Programme Site Chief Engineer Airbus Operations - CONTINUOUS ENGINEERING SOLUTIONS FOR FUEL SAVINGS Charles VALE Airbus Operations A300/A310 Programme Project Leader Continuous Product Development Hannah RINGROW 21 FAST 47 FAST47.qxp:FAST MASTER LAYOUT 20/12/10 10:20 Page 22

A300/A310 FAMILY OPTIMIZED AIR-VENT INLET NACA DUCT- CONTINUOUS ENGINEERING SOLUTIONS FOR FUEL SAVINGS

Meeting these design objectives NACA Duct location In-service ensures that the structural loads are on the wing kept to a minimum and therefore experience allow for a lighter wing. Maintai - Figure 1 ning the original design loads is Based on the A320 and A330/A340 essential to avoid any further Family programmes, improve- modifications to the wing struc ture. ments have been studied to reduce For the A300/A310 Family aerodynamic drag through the programme modification, we have introduction of a new NACA Duct. taken benefit from previous tes- The A300/A310 Family tings carried out on other Airbus programme team launched an programmes including on the fuel activity to optimize its own, but rig, the wind tunnel and flight tests with the constraint of a minimal (figure 3), thereby minimizing the impact to the structure and a cost of development and minimal installation time. qualification.

Fuel system Aerodynamic Current A310 NACA Duct, view requirements from underneath the wing optimization of the air-vent inlet NACA Figure 2 The NACA Duct is located near the wing tip, and counts one per wing Duct (see figures 1 and 2). As an air inlet, the NACA Duct ensures that the differential pressure between Using knowledge gained from the the interior of the fuel tanks and optimization of other Airbus the outside atmospheric pressure is aircraft families, a new aerodyna- kept to a minimum, particularly mic shape was created, which during climb and descent - the differs from the old shape emergency descent being the most particularly on the rear face of the severe design case. insert see figures 4 and 5. This new As a fuel vent system outlet, the insert still satisfies the fuel system NACA Duct is sized to permit fuel requirements. The resulting drag flow overboard in the event of an reduction is 0.3% of the total aircraft automatic refuel failure. drag, leading to an approximate fuel saving of 20-30kg per flight.

Flight test set-up for A340 Inverted NACA Duct aerodynamic supplement Inset installation

Figure 3 Figure 4

Current NACA Duct Flow cones is retained

Camera Rake

Improved NACA Duct is achieved by fixing the new machined insert to the exterior of the current NACA Duct FAST 47 FAST

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A300/A310 FAMILY OPTIMIZED AIR-VENT INLET NACA DUCT- CONTINUOUS ENGINEERING SOLUTIONS FOR FUEL SAVINGS

Industrialization NACA Duct with insert top view and cross-sectional profile

Aerodynamic supplement Several options were considered Figure 5 including a multi-part design. The chosen modifica tion is a single one-piece machined insert which is attached externally with new fasteners to the existing NACA Duct. This means that the current A310 fuel vent NACA Duct does not need to be Insert removed, minimizing the embodiment time for the retrofit solution. The complete retrofit can be achieved in eight hours elapsed time. This modification is fully inter-chan geable and requires no Insert Insert A310 Insert additional parts to be modified. ramp inlet 'Letterbox' rear inlet face

The original shape of the NACA Duct was analyzed and considered to be less than optimal, as put in evidence by flight tests performed on the A340.

The new shape of the NACA Duct was developed using analysis and testing to demonstrate the reduction in drag while maintaining a similar pressure differential. The benefit in the new Line-of-flight section through the A310 fuel vent shape results in the design changes and geometry insert brought to the rear face, from concave to convex of the inlet. This Airflow improves the flow aft of the inlet Concave and therefore reduces the drag. new design In addition, the frontal area of the duct is reduced which also contributes to the reduction in drag. Convex original shape

information

A NACA Duct, also sometimes called a NACA Scoop or NACA Inlet, is a common form of low-drag air CONTACT DETAILS Hannah RINGROW inlet design, originally developed by the U.S. National Charles VALE Continuous Product Development Advisory Committee for Aeronautics (NACA), the Site Chief Engineer Project Leader precursor to NASA, in 1945. A300/A310 Programme A300/A310 Programme Airbus Operations Airbus Operations Tel: +44 11 79 36 65 79 Tel: +44 11 79 36 04 74 Fax: +44 11 79 36 56 07 Fax: +44 11 79 36 56 07 [email protected] [email protected] Conclusion

The newly designed NACA Duct has taken installation time for retrofit to the advantage of the improvements made on A300/A310 Family programme. The other Airbus programmes and has been benefit to the operator is fuel savings with adapted to minimise the cost of parts and a short payback period (2 to 2,5 years). FAST 47 FAST

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24 FAST 47 RADIO FREQUENCY IDENTIFICATION (RFID) - reader. automatically from a distance with an RFID quantities if required, and then can be read can be written and stored onto the device in large of deliveries into a warehouse, data confirmation example, you can automatically track the about the object’s or part’s activities. business For wayand a fast to record and collect information It providesobjects or parts. an accurate, automatic small wireless device that can be attached to (Auto-ID) that uses a of Automatic Identification (RFID) is a form Radio Frequency Identification Identification (RFID) Communication & Technology Communication Head of Value Chain Visibility of Value Head and Auto-ID Programme and Auto-ID Radio Frequency Airbus Information, Carlo K. NIZAM Airbus business radar AIRBUS BUSINESS RADAR Flyable RFID Project Manager Flyable quickly develop a competitive edge. taking advantage of such capabilities can very business operations. Consequently, companies and increase the productivity and quality of streamline business processes, reduce inventory RFID is recognized as a fundamental enabler to massive advances in the technology’s maturity, booths and animal tracking. Today, as a result of automatic payments for road charges at toll often associated with building access control, In the 1980’s and 1990’s, the use of RFID was Paul-Antoine CALANDREAU Value Chain Visibility Value and Auto-ID Airbus ICT Airbus ICT and Auto-ID Chain Visibility Value and EADS Coordination Head of Sourcing Jamil KHALIL FAST47.qxp:FAST MASTER LAYOUT 20/12/10 10:20 Page 25 partners. partners. airline customers and in-service sites onto Airbus manufacturing to Airbus, between the global Airbus value chain, from suppliers and measurability. Its scope is the chain through increased visibility ness processes across the value streamlined busi state-of-the-art - programme that is developing inspired business transforma tion The VCV programme is an Auto-ID programme Visibility The Value Chain company. date/prioritize activities across the of the technology and consoli - strategy, develop the optimum use was established a company to chart me. A dedicated transver sal team Chain Visibility (VCV) program - RFID). This was called the Value technologies (inclu fication ding collection of automatic identi lifecycle of the aircraft, using a me to increase visibility across the launch a company-wide program - decision was takencorporate to As a consequence, in 2007, maximize synergies. duplication of activities and to approach was needed to avoid across the company, a coordinated clear that to maximize the benefits enabled by RFID. However, it was looking at promising new benefits 15 projects across Airbus, each with airlines. By 2006, there were the year 2000, across its tool loans piloting the technology as early as for ‘Non Stop Innovation’, started early of its mantra on and as part Airbus recognized this advantage RFID in Airbus of The history - Fly-By-Wire” value chain. chain to what we call the “Digital analogue and paper-based value doing so, we move away from an other key business events. By materials/asset movements and automated visibility of processes, its customers with real-time and its industrial partners Airbus, The VCV programme is providing through continuous Operations Repair Process through data RADIO FREQUENCY IDENTIFICATION (RFID) - Optimisation Long term wins automation Quick wins Configuration Management Cabin improvement process & Warehouse Logistics & Warehouse Manufacturing Supply Chain & Assembly RFID, bar codes, etc. Business savings Business process Measurability Visibility Why RFID? Why increase visibility? Internal Asset Internal Asset Tracking Tracking Closed Loop Fly-By-Wire view of reality Airbus business radar: A digital AIRBUS BUSINESS RADAR Airbus Transport Network cost avoidance EBIT, cash, of working Improve the way working, not working? Where is it working, not working Information about efficient information Accurate and 25 FAST 47 FAST47.qxp:FAST MASTER LAYOUT 20/12/10 10:20 Page 26

RADIO FREQUENCY IDENTIFICATION (RFID)AIRBUS - BUSINESS RADAR

the more measurability and control it can have on its processes which The business in turn, help improve those processes which translate into radar concept savings and quality improvements.

This may seem like a radical Radio Frequency Identification concept at first glance, but the (RFID) helps us adopt the same following comparison illustrates principle in the same way that the potential benefits of the radar sensors provide visibility to industrial Fly-By-Wire value chain airports. It is our ‘business radar’ and Airbus’ business radar concept. that lets us see what is going on digitally, automatically and in real Airports use radar sensors (that use time, so we can optimize the way radio frequencies) to automatically we work and make the right track what is going on, in real-time. decisions faster. All the information from the radar sensors feed into the air traffic control system that informs the air traffic controllers what is happening, so they can make the The Value Chain right decisions faster. In other approach words, they have real-time visibility and measurability. Airbus does not wish to limit the For airport and air traffic benefits of this improvement controllers, the benefits are initiative to one specific function extremely clear. Without that level (e.g. logistics) or even itself. This is of visibility, without real-time because Airbus considers its value updates and without this chain to effectively be ‘profits in automation, it would be extremely motion’. These profits are not difficult to manage the skies limited to any particular function efficiently and prevent incidents, but are spread all along it; the same given today’s volume of air traffic. being true for costs. Costs arise from waste that does not The same is true for a global distinguish itself between functions, industrial company that has tens of nor limits itself to company thousands moving parts albeit the boundaries. So Airbus is focusing Tool tracking with RFID ground. The more visibility a on the big lifecycle picture in order company has into its operations, to make the big savings and develop an approach that maximizes the benefits to all actors Visibility, measurability and across the value chain. savings. They are all connected. Due to the large scale of this lifecycle based approach, the VCV programme is split into two main Automated visibility categories which are the ‘Non- with high level Flyable’ and ‘Flyable’. The ‘Non- of measurability (e.g. RFID) Flyable’ category refers to all the ground-based processes and includes the supply chain, transportation, logistics, manufacturing and Improved accuracy Semi-automated visibility Improved business with increased measurability assembly related applications. The control efficiency of processes savings (e.g. bar code) ‘Flyable’ category refers to all in- service processes and includes operational, maintenance and payload Manual based visibility tracking applications. with low measurability (e.g. manual data entry) FAST 47 FAST

26 FAST47.qxp:FAST MASTER LAYOUT 20/12/10 10:20 Page 27 RFID tags on parts. RFID tags on parts. (Ultra-High Frequency) passive savings was UHF the high memory of the critical enablers for these medium to strong savings. But one period of less than 12 months with All the projects had a payback found to be better than expected. airlines and MRO were partners processes with keyin-service and pilot analysis across a range of The results from an opportunity • • up fashion. strategy, but executed in a bottom- with a top downharmonization It is effectively process and solutions across the company. standardize both, the new process In this way, we re-use and a large scale across the company. proven, are repeatedly deployed on business location and then once piloted in an individual first Airbus the aircraft. These processes were processes that span the lifecycle of of newportfolio streamlined Within each category, there is a ‘Flyable’ project. of the the cornerstone formed priorities. Their inputs have feedback and their view of ideas and the attendees provided participants. Airbus presented its Overhaul) organisation MRO (Maintenance, Repair & was held with 34 airlines and Customer Focus Group specific In March 2006, a two day RFID Flyable: productivity and quality. and capital assets, improved include a reduction in inventory the higher level of automation induced by The tangible benefits most cases of less than one year. year, with pay back periods in order of millions Euros per in the benefits strong financial exception, have shown very these projects, without work in progress tracking. All to tooling management, the range from warehouse logistics the ‘Non Flyable’ that category almost 20 industrial projects in So far, Airbus has deployed Non-Flyable: less administrative work. improvedsignificantly and there is of data in the databases process is much faster, the quality his MIS. As a result, the overall any paperwork and later type it into in (MIS) without the need to fill System Maintenance Information into his upload this information will also be able to remotely mobile RFID handheld reader. He complete his work order via a replacement units in order to able to digitally and scan the faulty with a replacement unit, he will be unit mechanic replaces a faulty maintenance domain. When a For example, consider the line side suppliers and MRO organisations. for airlines, process visibility automation and enhance the in order to enable process throughout their entire lifecycle, designed to remain with the parts aircraft. These RFID tags are on each of its new A350 XWB tags to approximately 3,000 parts RFID suppliers to add permanent to request its manufacturer aircraft became the first As a result of this analysis, Airbus A350 XWB Inventory management Supply chain tracking Distribution tracking Warehouse logistics (3PL Centre, Toulouse) (3PL Centre, Toulouse) (A380 FAL, Hamburg) (A380 FAL, Toulouse) oitcDistribution Logistic RADIO FREQUENCY IDENTIFICATION (RFID) - Release 1 Non-flyable (A380+A400M Assembly, Filton/Hamburg) (A380 Hamburg, St Nazaire, Broughton) Value Chain Visibility and Auto-ID Programme (Beluga Transport, Hamburg Station) auatr Assembly Manufacture Configuration Management Tool tracking/Calibration (A330/A340 FAL, Toulouse) Global transportation Work In progress Release 2 Total lifecycle traceability Value chain visibility & Auto-ID: AIRBUS BUSINESS RADAR RFID tracking process from 'A to Z' Repair Shop processes Spares logistics/ FHS Lifecycle of parts Cabin configuration 3PL: Third Party Logistics FAL: Final Assembly Line Payload tracking Release 3 (Airline (Airline 3) (Airline 2) (Airline 1) Flyable 4 ) Cargo 27 FAST 47 FAST47.qxp:FAST MASTER LAYOUT 20/12/10 10:20 Page 28

RADIO FREQUENCY IDENTIFICATION (RFID)AIRBUS - BUSINESS RADAR

notes External services A successful example is the collaboration with Air Portugal’s If you would like further details Maintenance and Engineering (TAP Airbus has been approached by a about what Airbus is doing and M&E) department in Lisbon, number of companies, both in Portugal. TAP M&E and Airbus’ how RFID can benefit your aerospace and outside, for support team jointly studied and deployed a company, please contact us. We on RFID projects. Part of the added RFID solution for tracking parts in an would be more than happy to invite value is clearly to benefit from the engine repair shop. Work is now on- you to our Value Chain Visibility first hand experience of the Airbus going to expand to two additional industrial showroom in Toulouse, team and the proven portfolio of areas of TAP M&E's tracking France, where you can touch and processes and solutions that have operations (for tooling and life- see firsthand how Airbus is using already been deployed within vests). the technology to deliver Airbus’ industrial environment. improvements and savings across its global manufacturing sites.

more co r and mpet ane itiv Le iness process e bus es RFID + process monitoring: Enables process improvement

Productivity RFID Cycle time Quality Automation + = Identify variations Process optimisation Automated alerts reporting Real time

Process monitoring

information

The theory behind the not our end destination. The destination improved and is therefore an enabler benefits is fully automated and real-time for continuous improvement visibility and monitoring of our business Visibility, measurability and business processes. RFID is one of the main How does RFID achieve this? savings: They are all connected. vehicles that can help us reach this Firstly, RFID helps automate processes All business savings come from goal. by removing the need to manually (via process improvements. But we can’t paper or bar code) track the progress improve what we can’t measure. And What are the benefits? of a business process. This helps we can’t measure what we can’t see There are two categories of benefits accelerate the process, reduce the (i.e., visibility). short and long term. cycle times and makes it more lean. So visibility is a pre-requisite for all In the short term, RFID helps us Secondly, RFID enables long term business savings. Furthermore, the automate processes. Automation: improvements by allowing us to level of visibility and in an organisation a) Improves productivity, automatically “see” in real-time how determines the maximum level of b) Makes processes faster which our processes are actually performing. savings (i.e., if you can see so much, reduces cycle times and inventories, If we then compare the actual you can only measure so much, only c) Helps avoid manual errors which performance against our target improve so much and only save so therefore improves quality. So overall performance, we can see very quickly much). faster processes, less inventory, less what is working and what is not. This RFID helps us see more, measure efforts and better quality. helps us identify where we need to more, improve more and save more. In the long term, RFID can help identify take corrective actions in order to focus But while RFID is very important, it is areas where processes can be our improvement processes. FAST 47 FAST

28 FAST47.qxp:FAST MASTER LAYOUT 20/12/10 10:20 Page 29

RADIO FREQUENCY IDENTIFICATION (RFID)AIRBUS - BUSINESS RADAR

Other EADS From left to right: companies Clive HOHBERGER Chairman Automatic Identification and Mobility (AIM) The solid RFID successes within Airbus, together with the spirit of Carlo K. NIZAM innovation across the EADS group Head of Value Chain Visibility & Auto-ID (of which Airbus is one company), Airbus has resulted in companies within Dr. Patrick KING all the group are also interested in Global Electronics Strategist using RFID to enable savings. So, Michelin in order to capitalize on the experience and lessons learnt, the different companies within the Airbus employee receives and Mobility (AIM) which is the EADS group are re-using and the highest award for international global association for building on the past of Airbus’ Radio Frequency automatic identification and mobility RFID work. Identification (RFID) technology. AIM was particularly activities impressed with Airbus’ wide vision for RFID and how far and fast Airbus had Carlo K. NIZAM received the pushed the boundaries for the distinguished Don Percival award in application of the technology. recognition of his outstanding “To be recognised by your own contribution to the advancement of company is one thing,” Carlo says. “To Automatic Identification (Auto-ID) be recognised by the Auto-ID industry solutions at the AIM conference in as a whole as best-in-class takes it to November 2010 in Chicago, U.S.A. another level”. The award was handed over by the Association for Automatic Identification

CONTACT DETAILS

Carlo K. NIZAM Paul-Antoine CALANDREAU Jamil KHALIL Head of Value Chain Flyable RFID Project Head of Sourcing Visibility Manager and EADS Coordination & Auto-ID Programme Value Chain Visibility & Value Chain Visibility & Airbus Information, Auto-ID Auto-ID Communication & Airbus ICT Airbus ICT Technology Tel: +33 (0)5 67 19 18 22 Tel: +33 (0)5 61 18 78 05 Tel: +33 (0)5 67 19 35 61 Fax: +33 (0)5 61 30 00 79 Fax: +33 (0)5 61 30 00 79 Fax: +33 (0)5 61 30 00 79 paul-antoine.calandreau [email protected] [email protected] @airbus.com Conclusion

Airbus is using RFID as a ‘business radar’ and solutions. The new A350 XWB aircraft to improve its business processes through will embed RFID capabilities from day one better visibility and taking a lifecycle on 3000 of its parts and be able to take based approach through a single advantage of the portfolio of processes corporate programme, that aims to that have already been developed. Airbus maximize benefits to all actors across the is ready to support its airline customers value chain. As part of this lifecycle based and industrial partners to benefit from its approach, Airbus has developed and proven industrial experiences. deployed a full portfolio of RFID processes FAST 47 FAST

29 FAST47.qxp:FAST MASTER LAYOUT 20/12/10 10:20 Page 30

ENHANCED SPARE PART ENGINEERING SUPPORT - SMART DESIGN OF SPARE PARTS FOR A PART STANDARDISATION

Enhanced spare part engineering support Smart spare parts' design for a part standardisation

Its approach to engineering solutions for material The Airbus Material and Logistics Engineering and logistics requirements and the services it team has developed the capability to create provides to the customers includes the initiation efficient engineering solutions for the design of and drive of standardisation and modular designs spare parts, maximizing their standardisation and of spare parts, for the Airbus spares’ aftermarket. harmonisation. Airbus defines innovative spare The service also aims to provide new part solutions leading to improved part delivery standardized part numbers and lead-time lead times, based on the combination of solutions based on customer requests. This article engineering expertise with the material and will explain the advantages and future of inter- logistics business experience. changeability between spare parts.

Tanja BUCHHOLZ Andy J. MASON Kay JASCHOB Manager Material and Logistics Engineering Material and Logistics Engineer Material and Logistics Engineer Airbus Material Logistics Airbus Material Logistics Airbus Material Logistics & Suppliers & Suppliers & Suppliers FAST 47 FAST

30 FAST47.qxp:FAST MASTER LAYOUT 20/12/10 10:20 Page 31 customers’ cabin specifications. to each cabin interior, specific for the colour and pattern final with the rendering the surface film by applying a panels are finished relatively high. Lower sidewall production lead times can be cabin design, the specific requirements of the customer’s customized to the specific sidewall panels are highly that cabin lowerDue to the fact 1). highlighted this point (figure commonly named ‘Dado Panels’, cabin lower sidewall panels, the lead-time for A340 aircraft regarding A recent customer query design. re- red to the time and cost of a part and more cost-efficiently, compa - global issues can be solved faster Once identified, the transportation. handling or on the installation and such as maintenance factors but on various other external not based solely itself, on the part many cases where the root cause is the part. Airbus has experienced the aircraft is not airworthy without code is ‘1’ or ‘No-Go’, meaning particularly when its essentiality always to replace the part, aircraft to continue its operations is immediate solution to allow the components are subject to. The other influences which aircraft static loading, wear, or corrosion that this occurs due to fatigue, aircraft, the usual assumption is on an When a component fails support Engineering and Logistics for the Material A typical case ENHANCED SPARE PART ENGINEERING SUPPORT - SMART DESIGN OF SPARE PARTS FOR A PART STANDARDISATION • • site: lower sidewall panel coatings on- are required to be able to add the The following two prerequisites improved the lead-time. customisation issue and greatly aircraft quickly. This bypassed the but enabling him to operate his customer to add the coating on-site panels, requiring the finished solution was to deliver semi- The only economically viable require ments. the customers’ safety to fulfil the business, airworthiness and whilst of maintaining the integrity reduce the replacement lead-time, into the various to opportunities available. In this case, we looked amongst the various other shades colour, others a sand-colour, Some customers use a light grey curing processes. the to perform The qualification process, An autoclave for the curing Figure 1 system. different locations, within a given the same time,installed at in standards can be modification Parts are mixable when different Mixability: • INC1 types: and function. There are three main when they are equal in form, fit Parts are inter-changeable (INC) Inter-changeability: • INC2 • INC3  replace new parts. replace old; old ones cannot changeable: New parts can parts parts which can replace old Old parts can replace the new  

information

(Lower sidewall panel) sidewall (Lower Dado Panel Dado One way inter- Not inter-changeable. Fully inter-changeable: 31 FAST 47 FAST47.qxp:FAST MASTER LAYOUT 20/12/10 10:20 Page 32

ENHANCED SPARE PART ENGINEERING SUPPORT - SMART DESIGN OF SPARE PARTS FOR A PART STANDARDISATION

a personal selection of a maintenance There are various maintenance provider for the customisation work. facilities and external providers which fulfil these requirements In this particular case, the solutions and satisfy external aftermarket resulting from the analysis carried needs. These are able to apply such out highlighted the additional coatings to internal Airbus added value provided by the Airbus proprietary panels. Material and Logistics Engineering team's inputs when tackling such Once Airbus had followed up the in-service root cause analysis. ‘Dado panel’ case, an internal There are many areas where initiative was launched to create a combining experience of new official Part Number (P/N) engineering processes and defining a standard procurable procedures within Airbus with the ‘non-coated’ version of the ‘Dado ‘logistics and spares’ expertise can panel’. This has been phased-in lead to efficient trouble-shooting with the respective inter- and the determination of the real changeability (ICY) links to the root causes, particularly when only customised ‘Dado panel’ variants indirectly design-related. The displayed in the customer's Material and Logistics Engineering Illustrated Parts Catalogue (IPC). team has been established in 2007 Airbus customers can now order a in Airbus to address and solve such non-customised part, greatly topics. reducing the lead-time, whilst giving the freedom to drive a cost/lead-time balance through The Airbus Material and Logistics Engineering team way forward

Objectives Approach

• React in case of Aircraft-On-Ground (AOG) with more Existing parts flexibility based on intelligent spares solutions. • Initiation of design changes to • Improve the part usability by ensuring specific market existing parts, creating spares which spare parts' inter-changeability (ICY), are far more flexible, covering - Production ICY - Defining which systems are installed multiple applications and complete on the production aircraft. P/N families. - Spares ICY - Connecting parts indirectly inter- • Reorientation of ICY codes to changeable through chains of modifications. expand the usability of parts and to - Specific spares ICY - Allowing the customer to choose optimize the effectivity scope of whether to use new systems installed in production. P/Ns, as for spares a P/N can be • Increase operational flexibility allowing increased effective through an ICY lin.k regional parts’ availability: - Reduce Part Number (P/N) variance in storage New parts warehouses, whilst covering the fleet requirements. • Ensure that design changes are - Same P/Ns serve more customers. carried out allowing the new parts to - Increased regional availability due to increased scope be inter-changeable where possible per Part Number. and initiating the creation of a • Reduce lead times: separate, fully interchangeable - Standardized designs and parts. spares’ solution. - Highly structured product lines and streamlined processes. FAST 47 FAST

32 FAST47.qxp:FAST MASTER LAYOUT 20/12/10 10:20 Page 33 the concept. A380 aircraft proves the validity of decisions for several in the parts the ongoing product development issues into the design process and ments throughout the life cycle, require of service incorporation - thus, to increase flexibility. The and function, to standardize parts and fit are similar in form, parts identify all areas where different Engineering team is working to Airbus Material and Logistics warehouse stocks. flexibility and leaner greater both applications, allowing a coversof this is that one spare part two separate locations. The benefit ‘B’ 2) can be used in part in figure Geared Rotary Actuator (shown as sation to explain this principle. The existing example of standardi A340 aircraft, is already an changeability. The wing of an standardisation and its inter- of ensuring the highest degree the standardisation of parts, operation's philosophy enabling design must meet the An efficient slightlyvery different tasks. twodifferent to perform parts only cost effective than designing two different locations is clearly more the same task in twoperforming bility. One standardized part inter-changeability and transporta requirements, such as mixability, and the spares logistics’parts aircraft of particular performance one between the in-service trade-off in aerospace design is the wing shape. Another important to allow the required aerodynamic design must be adapted structural requirements, and the the structural must be adapted to accommodate aerodynamic design of the wing solutions. To give an example, the specialists and innovative design trade-offs between various todayservice is the product of in The aircraft configuration principles Current work and ENHANCED SPARE PART ENGINEERING SUPPORT - SMART DESIGN OF SPARE PARTS FOR A PART STANDARDISATION - - programmes. all future and will benefit into the A350XWB programme time, it is also being incorporated familyAirbus aircraft. For the first to other porated already for parts is developing has been incor The design philosophy that Airbus positive impact on lead times. components it can have a huge paramount, as for large expensive the inter-changeability is through continuous improvements, to ensure the maturity of aircraft technology. Whilst it is important keeps us at the forefront of aircraft programmes whichAirbus and the technical advancement of for continued airworthiness, safety Design evolutions are important inter-changeability importance of long term Initial and - inter-changeability on an A340 wing Actuator The Geared Rotary Figure 2 three locations. can be used in all as the same part 5044CV and 5009CV the functions of 5055CV, Part ´B´ harmonized and standardisation: Harmonisation 33 FAST 47 FAST47.qxp:FAST MASTER LAYOUT 20/12/10 10:20 Page 34

ENHANCED SPARE PART ENGINEERING SUPPORT - SMART DESIGN OF SPARE PARTS FOR A PART STANDARDISATION

throughout the aircraft lifecycle as Airbus Material and Logistics the pre-mod spares must continue information Engineering team is not just to be produced and stocked by looking at the technical perfor- customers, suppliers and Airbus Benefits for Airbus mance of the part, but is applying a (figure 3). customers particular focus on the inter- • Flexibility for high priority changeability (ICY) and main- demands: tainability of the part. This is to Material and - Parts can be used secure lead times and the future for numerous applications AOG (Aircraft-On-Ground) per- Logistics - Reduced Part Number variance formances and will allow Airbus to Engineering in warehouses whilst fully apply the lessons learnt from current projects to all future covering fleet requirements solution programmes. The long term impact • Shorter lead times and less of non inter-changeability (when complexity: design changes are carried out and We initiate and facilitate the - Modular design and spare part the new solution is not inter chan - creation of new engineering flexibility allows a lower geable with the old solution) is that solutions by working together with inventory to cover the same the pre-mod fleet cannot be system specialists, allowing fleet size, reducing complexity provisioned with post-mod spares. product developments to be inter- for Airbus operators’ fleets This can lead to challenges changeable, without compromising and maintenance customers their technical excellence. - The resulting budget savings allow re-investment in greater regional availability worldwide • Inventory reduction due to Spare parts engineering without inter-changeability reduced number of standards: - Focussing on full inter- Figure 3 changeability will allow Airbus to ensure the optimum Current design and configuration progression of its product

developments, whilst retaining Old fleet not covered simplicity and clarity of required by new part-more spares required spare parts thus driving operational efficiency and New Design change: spare part New design solution excellence. not inter-changeable Larger warehouse stock required to ensure the dispatch reliability

Future flying fleet

Spare parts engineering Current design with inter-changeability and configuration

New Design change: spare part New design solution is inter-changeable for spares

Maximized inter-changeability throughout full aircraft cycle FAST 47 FAST

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ENHANCED SPARE PART ENGINEERING SUPPORT - SMART DESIGN OF SPARE PARTS FOR A PART STANDARDISATION

Future activities: How to access Technical stock the support? optimisation Airbus Material and Logistics services Engineering team’s principle objective is to ensure that efforts are The processes Airbus is currently focussed on the parts which affect developing to optimize its its customers the most, in terms of warehouses, will show benefits in technical warehouse optimisation, terms of tailoring service goals, inter-changeability and material enhanced regional availability and planning. Airbus is available to cater operational flexibility. Airbus to your material and logistics intends to allow applications also aftermarket require ments. to customers’ spares warehouses. Looking towards the future, Airbus will be able to provide a technically orientated warehouse optimisation service, based on in-depth analysis notes with an initial focus on large, complex and high value parts. In the frame of Airbus consulting services, These are analysed based on Airbus offers two services addressing mate- consumption (essentiality), rial and logistics’ optimisation: depreciation and risk, allowing a • Inventory review: rigorous and firm decision process - Optimisation of inventory levels, to identify candidates for - Analysis of distribution of spares elimination. within the flight network This will extend the scope of - Support of preparation for fleet increase. Airbus’ current inventory consul- • Process efficiency review based on lean ting services, moving it to the next principles: level of service excellence and will include the following: - Increase of process efficiency • Inventory optimisation and output recommendations - Identification and elimination • Special offers of waste. • How to attract buyers • When to scrap parts CONTACT DETAILS Andy J. MASON • When does it make sense to Material and Logistics Engineer modify/upgrade parts. Tanja BUCHHOLZ Airbus Material, Manager Material and Logistics Logistics and Suppliers Engineering Tel: +49 (0)40 50 76 24 34 Airbus Material, Fax: +49 (0)40 50 76 28 29 Logistics and Suppliers [email protected] Tel: +49 (0)40 50 76 24 31 Kay JASCHOB Fax: +49 (0)40 50 76 28 29 Material and Logistics Engineer [email protected] Airbus Material, Logistics and Suppliers Tel: +49 (0)40 50 76 24 32 Fax: +49 (0)40 50 76 28 29 Conclusion [email protected] The Material and Logistics Engineering The Material and Logistics Engineering team is building up knowledge and team is the focal point within Airbus for experience to support its customers in the issues relating to the design of spare resolution of material and logistics issues parts, specifically for logistics, aftermarket relating to the design of spare parts. efficiency, mixability and inter- Airbus is aiming to build closer links with changeability which includes spare part its customers to focus on the parts which definition and spare part design. have the greatest cost impacts on its customers. FAST 47 FAST

35 FAST47.qxp:FAST MASTER LAYOUT 20/12/10 10:20 Page 36

ELECTRICAL INSTALLATIONS PAST- TO FUTURE

This picture - which can easily remind you that it’s close to lunch time and that you’re starving for a delicious plate of spaghetti after having read the FAST magazine - shows not less than the kilometres of electrical wire installed on aircraft. This particular photo was taken during the Concorde’s first electrical cables' dismantlement in April 1976. No doubt that the use of the optical fibre technology (article page 14) will help reduce the amount of tangled cables on future aircraft.

This magnificent aircraft was Concorde is easily recognizable manufactured by the former Concorde is a turbojet-powered with its drooping nose which Aerospatiale and British Aircraft supersonic passenger airliner was a compromise between the Corporation companies. and first flown in 1969. It need for a streamlined design In French, the common noun entered into service in 1976 and to reduce drag and increase ‘concorde’ means "agreement, continued commercial flights for aerodynamic efficiency in flight, harmony, or peace". 27 years. Twenty aircraft have and the need for the pilot been built. Concorde was the to see properly during first airliner to have a Fly-By- taxi, take-off and Wire Flight Control system. Its landing operations. avionics were unique because it was the first commercial aircraft to employ hybrid circuits. Concorde’s maximum cruising altitude was of 60,000 feet (18,000 m), subsonic airliners typically cruising below 40,000 feet (12,000 m). Photos courtesy of Airbus Flight Test Photo Lab Test Airbus Flight Photos courtesy of FAST 47 FAST FAST 47 FAST

36 FAST47_COUV.qxp:couvFAST41 rectoverso06/01/1111:37Page4 Fax: Tel: &CustomerSupport Services WORLDWIDE Fax: Tel: Beijing, China Fax: Tel: Miami, Florida -U.S.A. subsidiaries TrainingAirbus Fax: Tel: Centre Toulouse, TrainingAirbus France [email protected] Fax: Tel: North America shouldbeaddressedto: Spares relatedHMVissuesoutside [email protected] Fax: Tel: should beaddressedto: Spares AOGsoutsideAmericas [email protected] Fax: Tel: addressed to: Spares AOGs in Americas shouldbe [email protected] Fax: Tel: Airbus Technical AOG Centre(AIRTAC) operates24hoursadayAirbus every day. Shanghai andSingapore. in Frankfurt, Washington D.C., Dubai,Beijing, in Hamburg, andregional warehouses hasitsmainMaterialLogisticsAirbus centre & TRAININGSUPPORT TECHNICAL, MATERIAL LOGISTICS Fax: Tel: Field Management Service SUPPORT CUSTOMER RESIDENT ADMINISTRATION Fax: Tel: Customer Services CHINA Fax: Tel: +17038343484 Customer Services USA/CANADA Fax: Tel: Bangalore, India(Maintenance training) Fax: Tel: Hamburg, Germany Maintenance Airbus Training Centre +33 (0)5619318 +33 (0)5671980 +86 1080486576 +86 1080486340 +1 3058714649 +1 3058713655 +33 (0)561932094 +33 (0)5619333 +49 (0)4050764013 +49 (0)4050764003 50764011 +49 (0)40 +49 (0)4050764001 +1 7037294373 +1 7037299000 +33 (0)561933500 +33 (0)561933400 +33 (0)561934964 +33 (0)567190413 +86 1080486162 +86 1080486161Ext5020 +1 7038343464 +33 (0)561932094 +33 (0)5619333 +49 (0)4074388588 +49 (0)4074388288 CUSTOMER SERVICESWORLDWIDE London Lisbon Japan Lima Lagos Kuwait City Kuala Lumpur Kita-Kyushu Karachi Johannesburg Jeddah Jakarta Istanbul Indianapolis Honolulu Hong Kong Helsinki Hanoi Hangzhou Hamburg Haikou UnitedStatesofAmerica Guangzhou Frankfurt Fort Lauderdale Dusseldorf Dublin Dubai Doha Dhaka Dakar Colombo Morocco Cologne Chicago Chengdu Charlotte Casablanca Cairo Buenos Aires Budapest Bucharest Brisbane Bogota Berlin Beirut Beijing Barcelona Bangkok Netherlands Auckland Atlanta Athens Astana Amsterdam Amman Almaty Algiers Alexandria Abu Dhabi RCSM location Country United Kingdom Portugal Peru Nigeria Kuwait Malaysia Pakistan South Africa Saudi Arabia Indonesia Turkey United StatesofAmerica United StatesofAmerica S.A.R. China Finland Vietnam China Germany China China Germany Germany Ireland United ArabEmirates Qatar Bangladesh Senegal Sri Lanka Germany United StatesofAmerica China United StatesofAmerica Egypt Argentina Hungary Romania Australia Colombia Germany Lebanon China Spain Thailand New Zealand United StatesofAmerica Greece Kazakhstan Jordan Kazakhstan Algeria Egypt United ArabEmirates AROUND THE CLOCK... AROUNDTHEWORLD AROUND THE Zurich Xi'an Washington Vienna Tunis Tripoli Toulouse Toluca Tokyo Tel Aviv Tehran Tashkent Taipei Sydney Sofia Singapore Shenzhen Shenyang Sharjah Shanghai Seoul ElSalvador Sao Paulo UnitedStatesofAmerica Santiago Sana’a San Salvador San Francisco Roma Riyadh Quito Prague Phoenix Paris New York Newcastle New Delhi Nanjing Muscat Mumbai Moscow Montreal Minneapolis Miami Mexico City Memphis Melbourne Mauritius Marrakech Luxembourg Manilla Manchester Manama UnitedStatesofAmerica Madrid Luxembourg Luton Louisville Los Angeles RCSM location Country Switzerland China United StatesofAmerica Austria Tunisia Libya France Mexico Japan Israel Iran Uzbekistan Taiwan Australia Bulgaria Singapore China China United ArabEmirates China South Korea Brazil Chile Yemen Italy Saudi Arabia Ecuador Czech Republic United StatesofAmerica France United StatesofAmerica Australia India China Oman India Russia Canada United StatesofAmerica United StatesofAmerica Mexico United StatesofAmerica Australia Mauritius Morocco Philippines United Kingdom Bahrain Spain United Kingdom United StatesofAmerica 37 FAST 47 FAST47_COUV.qxp:couvFAST41 rectoverso 20/12/10 11:15 Page 1