technical magazine October 2019

#64 FAST Flight Airworthiness Support Technology

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FAST and Newsfeed apps are downloadable to your preferred device are downloadable toyourprefe rred device FAST andNewsfeed apps F AST via Airbus’Newsfeedapp. Now getthelatestnewsforcustomers Already havetheFASTapp? metals fromthecadmium, lead,mercuryorhexavalentchromiumgroup. The printinginksuseorganic pigmentsorminerals.Thereisnouseof basic dyesordangerous entirely recyclableandis producedfromtreesgrowninsustainableforest resources. It isproducedusingpulpthathasbeenwhitened withouteitherchlorineoracid.Thepaperis ISO 9001-14001,PEFCandFSCCoC. This brochureisprintedonpaperproducedinfactories thatareaccreditedEMASandcertified A330, A340,A350,A380andA400Mareregisteredtrademarks. competent jurisdiction.Airbus,itslogo,A220,A300,A310,A318,A319,A320,A321, infringement ofcopyrightoranyotherintellectualpropertyrightincourt of ()withoutprejudicetotherightAirbusbringproceedingsfor is governedbyFrenchlawandexclusivejurisdictiongiventothecourtstribunals even ifAirbushasbeenadvisedofthelikelihoodsuchdamages.Thislicence any damageinconnectionwiththeuseofthisMagazineandmaterialsitcontains, contacted toprovidefurtherdetails.Airbusshallassumenoliabilityfor is givenastotheiraccuracy.Whenadditionalinformationrequired,Airbuscanbe Airbus informationandareexpressedingoodfaithbutnowarrantyorrepresentation made hereindonotconstituteanofferorformpartofanycontract.Theyarebasedon this documentorwithrespecttotheinformationdescribedherein.Thestatements representation. Airbusassumesnoobligationtoupdateanyinformationcontainedin involves anumberoffactorswhichcouldchangeovertime,affectingthetruepublic or otherinformationthatiscorrectatthetimeofgoingtopress.This third partysubjecttopaymentornot.ThisMagazinemaycontainmarket-sensitive materials itcontainsshallnot,inwholeorpart,besold,rented,licensedtoany nor reproducedwithoutpriorwrittenconsentofAirbus.ThisMagazineandthe information. ThisMagazine,itscontent,illustrationsandphotosshallnotbemodified by thedeliveryofthisMagazinethanrighttoreadit,forsolepurpose of yourcompanytocomplywiththefollowing.Nootherpropertyrightsaregranted By takingdeliveryofthisMagazine(hereafter‘Magazine’),youacceptonbehalf © AIRBUS2019Allrightsreserved.Proprietarydocument Anthony Pecch,J.Vuillei Jean Argaud, Aerotheque, Shutterstock,MasterFilms,HervéGousset,PhilippeMasclet,BenjaminMouchet,Pierre- Photo copyrightAirbus.credits:AirbusPhotographicLibrary,CorporateHeritage, ISSN 1293-5476 www..airbus.com/support-services/publications/ Airbus website: On theFASTapp(seeQRcodeoppositepage) FAST magazineavailability: [email protected] Authorisation forreprintingFASTmagazinearticles: • Printer:Amadio • Coverimage:J.VUILLE • Design:PontBleu Geoff Poulton ing, JandeHeus,ParkinsonStephensEditorial,MarcStephens, • Writingsupport:Beetroot,TomWhitney,JKFContent&Edit • ChiefEditor:DeborahBuckler Airbus technicalmagazine light AlexandreDoumanjou,FrederickLancelot,SylvainRamadier,PascalPigeyre, irworthiness

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upport echnology #64

- requests lining andaligningcommunicationinresponsetoyour in oneplace,withcontentfromacrossAirbus,stream Newsfeed byAirbusapp.Thisconsolidateskeynews And forshortnewsupdatescustomers,getthe to yourfieldserviceortheeditor. and comment.Anychangesinpreferencecanbesent prefer toswitchtheFASTapp,enablingyoushare Although theprintedcopyremainspopular,youmay Then FASTforwardtosomeinnovationsofthefuture. flight backin1974. has changedforcustomerssincethatfirstcommercial With Airbuscelebrating50years,takealookatwhat and preparethefuture. players intheindustry,tocontinuesupportcustomers And seewhereAirbusisworking,sometimeswithkey performance. aircraft, aswellbestpracticestohelpoptimisefleet Learn aboutinnovationsandevolutionstoAirbus interesting andusefultooperators. technical expertsandfocusonwhatisinformative, commercial aircraftcustomers,arewrittenbyour FAST magazinearticles,primarilydedicatedtoAirbus

and trainingcentres Customer Services contacts around theworld Around theclock, FAST fromthepast FAST forward 50 years new fasteningsystem Strong, easyandefficient Structural blindfasteners and troubleshooting Architecture, functions Cabin Communication Rethinking airtrafficmanagement Sky control Training pilotstopreventandrecover Undesired aircraftstate (see opposite). Chief Editor Deborah BUCKLER

39 38 36 30 26 20 10 04 -

03 FAST#64 - 2019 04 FAST#64 - 2019 effective andrealistic training. Training Deviceshave alsobeenissuedtoenablemore requirements. Newrequirements forFlightSimulation aviation authoritieshaveintroducednew UPRT the In linewithICAO,theUSFederalAviation Authority, Prevention andRecoveryTraining(UPRT). published in2014aseriesofrecommendations forUpset flight, theInternationalCivilAviationOrganisation (ICAO) In anefforttoinvestigateandmitigateloss ofcontrolin Training pilotstopreventandrecover aircraft state Undesired

European AviationSafetyAgencyandother national [email protected] AIRBUS Synthetic FlightInstructor A320/A330/A380 Eric [email protected] AIRBUS Expert inSimulatorQualificationand Regulation Eric Article by(lefttoright) DENOUX FUILLA-WEISHAUPT

focuses onunderstandingthe startle istheinitialshort-term, performance indynamicand involuntary physiologicaland conceptual frameworkthat inter-relationship between Management modelisa human stressresponse. commences thenormal cognitive reactiontoan challenging operational unexpected eventthat * TheThreatandError **As definedbyICAO, safety andhuman contexts.

the ICAOwebsite,promotesanewdefinitionofupsetasnolongercharacterisedby Upset PreventionandRecoveryTrainingAid(AUPRTA).Thisdocument,availableon More recently,in2017,AirbusactivelycontributedtoarevisededitionoftheAirplane in 1998;Revision2waspublished2008. Training Aid(AURTA),publishedbytheFlightSafetyFoundation.Edition1wasissued Results ofthisinvolvementincludethefirsttwoeditionsAirplaneUpsetRecovery Airbus hastakenpartinUPRTindustryandrulemakinginitiativesformanyyears. and trainingmedia tobeused. methodology, trainingexercises recommendations relatedtothe training These twodocumentsinclude dedicated tocoursedesigners. Training Standards(FCTS),amanual They alsoappearinthenewFlightCrew Operations TrainingTransmission(OTT). prevention andrecoverytraininginaspecific recommendations forundesiredaircraftstates Airbus hasrecentlypublishedtraining for preventionandrecovery Training recommendations become partofthecompetentpilot’sDNA. to performactivemonitoringthroughoutalloperationsandphasesofflight.Thisshould From theearlystagesoftraining,pilotsshouldacquireknowledge,skillsandattitudes startle**. Anengagedcrewisinthebestpositiontocopewithundesiredaircraftstates. of undesiredaircraftstatesandprovidesthestrongestcounter-measure against monitoring. Thismakesactivemonitoringcriticalinensuringawarenessandavoidance Airbus believesthatflightcrewengagementcombatscomplacencythroughactive static ordynamicstability,auto-flightsystemresponsepilotintervention. stop thedivergence.Returntodesiredstatecanbeachievedthroughaircraft’s Deviations fromthedesiredaircraftstatewillbecomegreateruntilactionistakento inappropriate airspeedsfortheconditions. operating parameters.Itmayinvolvepitchand/orbankangledivergences,aswell An undesiredaircraftstateischaracterisedbyunintentionaldivergences fromnormal and whydoesithappen? What isanundesiredaircraftstate of to reinforce pilotconfidence is todevelopskillsand aircraft states.Theobjective recognition ofundesired the The and approach intoitspilot integrated thenewUPRT Airbus hasalready potential upsets. undesired aircraftstatesandtheTEMmodelisusedtoaddressrootcausesof model. Asaresult,moreimportanceisgiventopreventionandearlydetectionof aircraft states,whichareacomponentoftheThreatandErrorManagement(TEM)* pitch, bankorspeedvaluesexceedance.Rather,itassimilatesupsetstoundesired

resilience. achieve agoodlevel

prevention andearly training emphasises instructor training.

Training Standards Training

A320 Flight Crew Crew Flight A320

Undesired aircraftstate

05 FAST#64 - 2019 06 FAST#64 - 2019 and impactonaircraftbehaviour. regular ‘refresher’trainingontheautoflightsystemtomasteritsfull functionality In paralleltoimprovingmanualflyingskills,Airbusrecommendsthatpilotsreceive awareness ofangleattack. in UPRT,includingperformanceatlowandhighspeedaltitudeand,importantly, everyday operations.Trainingflightcrewstoexplorethefullenvelopeisseenaskey Moreover, barelytenpercentofacommercialaircraft’sflightenvelopeisusedin undesired aircraftstates. flying techniquesacrossthewholeflightenvelopethatenableavoidanceof automation maybecomeinoperative.Thisiswhyitimportanttoremindpilotsofbasic safety andoperationalefficiency.However,inveryrarecasesofabnormalconditions, Years ofexperiencehavedemonstratedthatautomationhassignificantlyimproved related toeachcorecompetencyshouldincludeelementsofactivemonitoring. ICAO corecompetenciesforpilotassessment.Consequently,observablebehaviours Active monitoringshouldbeencouragedduringtraining.Airbuspromotestheuseof • • • • • Practical trainingrelatedtoundesiredaircraftstatespreventionshould include: focus shouldbeonsituationawareness(SA)andknowledge. Pilots shouldbeabletoidentifyadevelopingundesiredaircraftstate.Thecompetency Prevention andearlyrecognition Undesired aircraftstate (engagement anddisengagement,operatinglimits,modereversions,etc.). at lowandhighaltitude; altitudes), withaspecificemphasisonangleofattackawareness; A reminderofAP/FD(AutoPilot/FlightDirector)andA/THRThrust)specificities Manual handlingskillsreinforcementinnormalandreconfigurationflightcontrollaws Energy managementatlowandhighaltitude; Exploration ofthenormalflightenvelope*(lowandhighspeeds,low Understanding oftheflightcontrollawprinciplesandprotections;

airspeed andload. in stable. Theenvelopeisdefined aircraft typeisaerodynamically parameters inwhichagiven *Flight envelope:theoperating

terms ofaltitude,attitude, the traineedecides totakeover. It enablesthereplicationofareal Airbusaircraftstallwithoutpilotintervention until This functionalityisvalidforall Airbus A320,A330,A350andA380Familyaircraft. Station (IOS)wherebyatthepress ofabuttontheinstructorcaninducestall. Automated StallEntry(ASE),which maybeimplementedontheInstructorOperation ‘hands-on’ stall.Tocounterthe riskAirbusrecommendstheuseofafunctioncalled deliberately flyingbeyondtheauralwarningorignoringstick-shaker tocreatea ‘Negative learning’iswhentraineesriskdevelopingbadhabits duringtrainingby Beyond thecriticalangleofattack the impendingstallcues.” will encouragethefurtherincreaseofangleattacktoreachfullstallwhilehighlighting AC120-109A advisesthat“uponpilotrecognitionoftheimpendingstall,instructor Aviation AuthoritiessuchastheFAAmandatefullstalltraining. advisorycircular be astallwarningorbuffet-whicheveroccursfirst.However,someNational Approach tostalltrainingassumesthatthepilotsreactfirst cue,whichmay • • • The practicaltrainingrelatedtoundesiredaircraftstatesrecoveryshouldinclude: Automation (FPA). on FlightPathManagement–ManualControl(FPM)and the correctprocedureortechniquetoexitstate.Thecompetencyfocusshouldbe When theflightcrewrecognisesanundesiredaircraftstate,itshouldbeabletoapply Recovery Approach tostallatlowandhighaltitude. Recovery fromunusualaircraftattitudeatlowandhighaltitude. Recovery fromspeedexcursion,particularlyathighaltitude.

Stall Undesired aircraftstate

07 FAST#64 - 2019 Undesired aircraft state

New requirements for Flight Simulation Training Devices and corresponding simulation package >0 heading N (0°) (SimPack) >0 Recent revisions to Flight Simulation Training Device (FSTD) Wind regulations specify enhanced modelling requirements with regards to stall (EASA: CS-FSTD (A) Issue 2; FAA: 14 CFR Part 60 >0 change 2), in relation to the new Undesired Aircraft State Prevention track Roll & Recovery Training (UASPRT) requirements. >0 DA<0 True Air Speed The FAA and EASA-mandated training requires updates to FSTDs in order to enhance models and to provide feedback to the instructor on the Instructor Operator Station. Airbus has developed a compliant SimPack that can be integrated by the training device manufacturers.

Ground Speed The SimPack for UPRT and Stall Training is composed of simulation models, documents and Qualification Validation Source Data (QVSD).

It contains enhanced simulation models that provide total free-play >0 capabilities. These models can be used in conjunction with the above- mentioned Automated Stall Entry IOS feature. True Air Speed The simulation models consist of an enhanced aerodynamics model, Yaw air>0 a stall buffet model and a roll-off model: Pitch • The aerodynamics model is an evolution of the existing Horizon model that simulates additional features occurring when flying ground <0 at a high angle of attack in approach to stall and into a stall. • The roll-off model accounts for the uncommanded Wind acceleration in roll and yaw that may occur when flying into a stall. This feature is to be triggered Ground Speed and monitored by the instructor. This is a new model. • The stall buffet model accounts for the vibration that occurs and amplifies when the angle of attack increases in approach to stall and stall situations. This is a new model that replaces former technical documents. The purpose of modelling this phenomenon with an Airbus-designed model is to ensure that the modelling is as per aircraft and consistent among all FSTDs that use this model. The documents include the FSTD Validation Envelope - information on the origin of the data used by the models (flight tests, wind tunnel, extrapolated). They provide a status of compliance of the models (information on the modelling techniques), as well as the result of stall characteristics assessment by Airbus subject matter experts.

Example of FSTD Validation Envelope 40

30

20

10

0

-10 Flight test validated

Sideslip Angle ( ) -20 Wind-tunnel/analytical

-30 Extrapolated for simulation

-40 -20 -10 -0 10 20 30 40 50 60 Angle-of-Attack ( ) 08 FAST#64 - 2019 Undesired aircraft state

>0 heading N (0°) >0 Wind

>0 track Roll >0 DA<0 True Air Speed

Ground Speed

>0 Yaw True Air Speed air>0 Pitch

Horizon ground <0

Wind

Ground Speed

The QVSD is the flight test reference data required for the objective validation of the FSTDs (the ‘Qualification Test Guide (QTG)’ tests). These elements are available for the A320 (CEO and NEO), A330, A350, A380 and A300-600. Airbus delivers a comprehensive description of these elements to customers, as well as a rollout schedule, in a Simulation Product Operators Transmission (SPOT) referenced S00500102 – SimPack for Upset Prevention and Recovery Training (UPRT) and Stall Training.

Glossary

AUPRTA Airplane Upset Prevention and Recovery Training Aid QVSD Qualification Validation Source Data

UPRT Upset Prevention and Recovery Training UASPRT Undesired Aircraft State Prevention & Recovery Training

TEM Threat and Error Management SimPack Simulation Package, the Airbus offer encompassing a data package, simulation software package and hardware. FSTD Flight Simulation Training Device It is used to design FSTDs representing an Airbus aircraft.

CONCLUSION

Airbus has long supported collaborative international initiatives aimed Get the FAST app

at mitigating the risk of loss of control in flight. The shared objective is Scan the QR code or search ‘Airbus FAST’ to increase pilots’ ability to recognise and avoid situations that can lead on your app store to an undesired aircraft state; and to improve their ability to quickly recover full control in the event of a flight upset. Finally, as an Approved Training Organisation Airbus has already integrated regulation-compliant Undesired Aircraft State Prevention & Recovery Training (UASPRT) into the majority of its recurrent programmes for the primary purpose of improving . 09 FAST#64 - 2019 Sky control

Rethinking air traffic management

Innovative technology alongside effective change management have helped safely manage air traffic at the second busiest in

Since its airspace was designed in the , Colombia’s El Dorado Airport FAST interview with (left to right): in Bogota has seen rapid growth. Now the second busiest airport on the South American continent behind Sao Paulo’s Guarulhos Airport, passenger Charles THORNBERRY numbers increased by over 70% at El Dorado from 2010 to 2016 while the Product Marketing Manager number of flights (operations) grew by 30%. Commercial & Communication NAVBLUE Colombia’s ANSP (Air Navigation Service Provider), Aerocivil, recognised [email protected] that changes needed to be made to accommodate this growth and commissioned the International Air Transport Association (IATA) to establish Luca ZUCCARINI what could be done to manage the airspace above Bogota more efficiently. Senior Project Manager In 2015, IATA partnered with Airbus flight operations and air traffic Airspace & management subsidiary, NAVBLUE, to develop and implement solutions NAVBLUE supporting the overall airspace management. [email protected] 10 FAST#64 - 2019 Sky control

To improve the efficient use of the airspace, ensuring safe future use that could be effectively managed by operators, NAVBLUE designed a new Sky control concept of operations (CONOPS). “We had an international cooperation agreement with IATA on this project. This was the first airspace for a full TMA (Terminal Manoeuvring Area) project delivered by NAVBLUE and we were responsible for delivering the CONOPS, implementation and training. We started work in April 2015, with the CONOPS deployed on 12 October 2017.”

Congestion in the skies Dated air traffic management procedures alongside continuously increasing traffic combined to cause excessive holding times for operators at El Dorado, and a very high workload for the ATC (Air Traffic Controllers) controlling arrivals and departures across the airport’s two runways. “The rapid growth at El Dorado was beyond the airport’s planning. Airspace is not indefinite – you can make airports bigger on the ground, expand runways and terminals, but airspace is limited. So if you put more aircraft into the airspace, unless you have a CONOPS designed to move aircraft in and out efficiently, you will have delays, holds, challenging ATC workload and other difficulties. That is what happened in Bogota.” Flight planning at El Dorado was also difficult for ATC because all aircraft were vectored in (separating aircraft by a specified distance, to aid the navigation of flights) for arrivals, requiring frequent radio communications. “El Dorado airspace was working at its limits, with technology and procedures that they had been using for 15-20 years. They needed a change and wanted advice on available solutions from experts in airspace design.”

What does NAVBLUE do? Airbus services subsidiary NAVBLUE provides solutions for flight planning and aircraft performance, and is dedicated to Flight Operations and Air Traffic Management solutions. • Services include digital cockpit operations, Operations Control Centre (OCC) systems, Performance Based Navigation and ATM consultancy • It has developed hundreds of procedures to optimise airports capacity and efficiency around the world. From airports handling over 300,000 movements to remote and challenging airfields, it aims to improve access to airports and increase capacity

Radar tracks showing vectored approaches and departures in Bogota 11 FAST#64 - 2019 12 FAST#64 - 2019 As aresulttheorientationof runwayisreferredtoas13/31 compass orientation,whichinthisexamplewouldbe31. The oppositesideoftherunwayhasreciprocalmagnetic after therunwaynumber:L(Left),C(Centre),R(Right). parallel runwayswiththesameorientation,aletterisassigned with Runwaynumber13.Whenanairporthasmultiple round itdownanddropthelastdigitleavingyou If themagneticdirectionis132°,youwould are orientedtoandconsistoftwonumbers. the magneticcompassdirectionthey numbers operate theairspace)andregulation instruct andguideATConhowto • • • • • also constrainedbyseveralfactors: The capacityatElDoradoairportwas Limited space that couldbeimplemented. The mountainousterrainsurroundingtheairportultimatelyaffected theCONOPS at theairportthatcomplicatedairtrafficmanagement. As wellasthehistoricATCprocessesusedatBogota,therewerefurtherchallenges Mountains andmilitary Sky control Manuals (SOPsordocumentswhich Processes andcontrolstandards Ground operations Runway capacity Airspace limitations Bogota hasthesametworunwayconfiguration,italsoterrainchallenge.” maximum capacitymanagedbyotherairportswithtworunwaysandalthough That wasahugechallenge,as90operationsperhourmeansclosetothe operations perhourontherunway13configuration Bogota wantedanairspacethatworkedforalongtime.Andit90 go leftorrightofthemountains,asit’snotpossibletocrossthemdirectly. configuration ofoperationsatElDoradois13;whenaircraftdepart,theyhaveto “There werechallengeswithcrossingthemountainsandaltitude The militarywasverykeentohelp.” of theyearsuchasChristmas,whenairspacewasn’tinuse.Oratnight. For example,asastartthisairspacecouldbemadeavailableduringspecifictimes the militaryairspacethatcouldbeusedbycivilianaircraftundercertainconditions. of airspace–wheretogetherwedefinedspecificproceduresforcrossingthrough In aparallelchallengetotheproject,weworkedwithmilitaryonflexibleuse and closedtocommercialaircraft. a significantsectionoftheBOGOTATMAairspaceisusedformilitaryactivities “The airportislocatedinchallengingterrain Did youknow? are basedon

Runway 13R

and excessiveradiocommunications. management includingdifferentsectors were causingproblemsforairtraffic beacons). Theairport’sprocedures and bottlenecksatVOR(navigation and/or speed),holdingpatterns combination ofdistance,altitude keep aircraftseparatedbya (where airtrafficcontrollersmanually needed toaddressATCvectors Its airspacemanagementsolution . It’s highupandhot.Andtothenorth

(see diagrambelow)

. Runway 13L The mainrunway .

Bogota -Colombia

El Doradoairport

Runway 31L El Doradoairportissurroundedbymountains TMA airspaceisusedformilitaryactivities and asignificantsectionofthenorthernBogota Runway 31R

Sky control

The solution One solution was to redesign the airspace and optimise airside capacity at El Dorado airport. “This project was about changing the airspace design to create a more orderly flow of aircraft, but also to implement this through change management. We wanted to position Bogota El Dorado as one of the most efficient international terminals in by increasing its capacity and airspace efficiency, keeping in mind safety as the top priority.”

The aim was to do this by:

• Introducing Performance-Based Navigation (PBN)

• Reducing aircraft separation within the TMA

• Implementing independent and simultaneous parallel runways operations

• Improving ground operations

• Updating regulations and operations manuals (SOPs or documents which instruct and guide ATC on how to operate the airspace)

• Enhancing ATC capability with theoretical, and practical on-the-job training.

“Before building the CONOPS, we worked closely with Aerocivil and IATA to fully understand their requirements. We then refined the CONOPS to make it acceptable to all the different stakeholders.” By observing ATC, interviewing operators, the Colombian Air Force and other stakeholders, NAVBLUE identified the airspace design constraints and ATC resourcing issues that needed to be addressed. “We found that 100% of arrivals were vectored, including speed, altitude and headings. That meant a lot of radio communications. In fact there were so many, it was difficult for people to get onto the radio because it was always busy. To create spacing between arriving aircraft, controllers were forming arcs (instead of sending them direct to the runway) of aircraft. The planes were sent to the VOR (similar concept to a ‘point merge’) where the aircraft come off the arc and to a point where they start their final approach to the runway. Technology at the time for point merge was used by few airports, but we thought it could work at Bogota. With this technology the approach is coded into the database and aircraft are positioned automatically. This reduces the amount of communications between controllers and the aircraft. So today, instead of flying to a normal conventional nav-aid for procedures, the airspace at Bogota is designed on PBN technology.” From its observations, NAVBLUE created a Current Situation Assessment and a Gap Analysis Report. These two activities allowed NAVBLUE to baseline operations at El Dorado and model them with simulation software. “From the Fast Time Simulation we got a theoretical 93 operations per hour in the airspace.” With this baseline in place, a new CONOPS could be designed and compared against the current situation and against other likely operational scenarios, including an increase in traffic growth. 13 FAST#64 - 2019 14 FAST#64 - 2019 Before theCONOPS,therewereoccasionalaircraftconflicts atBogota. Creating order cultural changemanagement,documentationupdatesandawarenessraising. begin implementation.Thisincludeddetailedproceduredesignandtesting,training, Once theCONOPSwasagreedbyallkeystakeholders,teamwerethenableto The implementation • • • • • • The CONOPStobedevelopedincluded: CONOPS timeline Sky control Concentrating arrivalaircraftontwomainflowstoreducecomplexity. and runway31departurestooperatesimultaneously Separating arrivalanddeparturetrajectoriestoallowrunway 31arrivals and allowingforefficientflightclimbdescenttrajectories Implementing procedurestoseparateflighttrajectories,reducing conflicts Helping reduceATCOworkloadandimprovingpredictabilityforpilots creating apointmergesystem Reducing therequirementstovectoraircraftandreduceworkload by and efficiency Using RNAVandbalancingsectorATCworkloadtoimproveaccess so uninterrupted.” all thewayto cruisingaltitude.Orwhenthey weredescending,theycould do could looktoseetherewasno conflictofaircraftarriving,theycouldthenascend example, adepartingaircraftto bekeptatacertainaltitudeandthecontroller Operations. Thatmeantputting insomealtitudewindowsthatwouldallow,for So weenteredintoContinuous DescentOperationsorContinuousClimb ‘dance’ couldbeavoided. arrival trajectoriesseparatedorcodedwithspecificaltitudes for separation,this at therightspeed,andconflictswerecreated.Butbyhaving thedepartingand some aircraftweredescendingatincreasedverticalspeedsand otherstakingoff while thedepartureswereRNAV “When aircraftwerevectoredcomingin,theydescending atamanualspeed, all havepredictablealtitude,speedandtrajectory.” on aircraftthatdon’thavethetechnologyandvectorit.Becauseother majority oftrafficwillbeflyingthesameprocedures.Controllerscanconcentrate The goodthingaboutPBNisthatit’spredictable,controllersknowthe approvals canstillusetheairport. the RNAV/PBNsystems,butthosethatdon’thavetechnologyoroperational and out.Todaythereisabalance,‘mixedseparation’,wheremostoftheaircraftfly are retainingsomeconventionalproceduresfortheseaircraftwhentheycomein There areaircraftthatflyintoBogotanotcapableofRNAV.SoAerocivil would doitifimprovedefficiency. It wasachallengegettingoperatorstoadoptthesystems,buttheysaid navigation) andRNPAR(RequiredNavigationPerformanceAuthorisationrequired) “The navigationtechnologywebroughtinatBogotaincludedbothRNAV(area Data survey, conceptual 2015 design

Detailed design,Performanceanalysis, testing andvalidation,approval 2016 . publishing, trainingofATC What happenedatselectedwaypointswasthat 2017

. needed. runway configurationswhen to efficientlyswitchbetween addressed wascreatingasystem Another issuetheCONOPS and used configuration youfly,they regardless ofwhatrunway For for therunway13configuration. operations perhourmanaged almost thesamecapacityof74 per hour.Bringingitupto to approximately70operations operations –theywentfrom50 increased therunway31 trajectories, thisdramatically departing andarriving altitude separationsfor 15-20 minutes.Becauseofthe it wouldthusonlytakearound between runwayconfigurations, If altitudes atthepointmerge. thing thatchangesarethe 31 configuration. either runway13,or are exactlythesamefor ARCs intheCONOPSthat Consequently, lengthy. configuration waschaoticand reduced, andchangingrunway of same waypoint.Thecapacity was cominginthroughthe challenge becauseeveryone wind, butrunway31hadabig configuration becauseofthe need tochangerunway 13 configuration,ATCmight “If youarecomingintorunway

they neededtoswitch

the airportwouldthereforebe

the controlleritmeans SID transitions.”

the sameSTARs,ARCs, we introduced Theonly

TT TT A A S S T T AA AA S S SAT SAT AS AS A A SAA SAA ATAA ATAA A A S10 S10 AS AS AT AT S S S S AA AA S S ASA ASA T T Waypoint notification PTO mandatory Outbound routes Inbound routes Restricted Area Control Area Sky control A A A A A A AA AA S S 15 FAST#64 - 2019 Sky control

View from the Air Navigation Service Provider Colonel Edgar SANCHEZ, formerly working for Aerocivil as Deputy Director, talks about the successes of the project… What was your involvement? “I led air traffic control procedures and aeronautical information, as well as being directly responsible for the implementation of the new CONOPS allowing the operational increase of the most important airport in Colombia.” What changes have resulted at the airport since the project was implemented? “The operational capacity has increased, going from 70 operations per hour to 90 operations per hour.

The flight times were also reduced considerably, which has reduced fuel consumption and CO2 emissions, so it has benefited the , passengers and environment. Previously, when due to wind conditions the track was changed for approach and takeoff, the capacity of the airport was reduced by almost 50%, but now there is no capacity reduction.” What do you see as the main successes? “The increase in capacity of air operations from 70 to 90 per hour from the air side and the increase of safety standards for air traffic control and stabilised approaches.”

Balancing workloads Before the CONOPS, sector workloads by controllers were very unbalanced. “There were sectors that were very challenging and busy for the controllers. We needed a re-sectorisation for controllers to bring more balance. Pilots were telling us before the CONOPS, that they had little information about what to expect, they didn’t know which runway they were going to get, so they had to brief both runways and expect landing clearance just before the final approach. The new system is easy for the pilots to fly and for the controllers to manage. It’s more predictable which allows early preparation, raises awareness and safety.”

Clear information on obstacles Before the CONOPS, there was limited published information on obstacles (man-made obstacles or vegetation) at Bogota. “We carried out a partial data survey to provide information on the obstacles pertinent to departure and arrival trajectories, to be put in the aeronautical publications. The obstacles are very important, because if they are public, airlines can carry out performance assessments – for example, working out departure weight depending on where the obstacles are. We provided all the obstacle information through Electric Information Systems (EIS).”

Training programmes To ensure smooth implementation of the project, the participation of ATC teams was critical, so NAVBLUE oversaw a thorough training and change management programme using classroom, simulator and on-the-job training techniques. This ‘train the trainer’ approach has meant that knowledge transfer has become self-sustaining. “Once the project was launched, the challenge was how to make it operational. Aerocivil was very good at planning the start of operations with the required time in advance, so we planned it months in advance, with all operators aware of the changes and of the date of transition to the new CONOPS. Part of the success to be able to do this was the training of aircraft controllers. We worked with Aerocivil, coding all the procedures inside their training radar facility, running different training scenarios. All of the controllers were trained. We developed the curriculum and ground training simulators. We trained an initial batch of ATC instructors and a group of controllers, and after that IATA continued to repeat that training with the remaining controllers. A year after implementation, we reviewed with controllers and operators how they were doing and what the challenges were, providing a report based on their feedback (2019) for further improvements.” 16 FAST#64 - 2019 Sky control

17 FAST#64 - 2019 18 FAST#64 - 2019 updated TMAsectorswereproposedtobalancetheATCOsworkloadandmakeairspacecapacitymoreefficient. needed adjustment.Afterstudyingtheflowncitypairs,alongwithpeaktrafficandnewpointmergearrivalstrategy, Due toincreasedinboundandoutboundaircraftoperationsintheBogotaTMA,ATCOworkloadwasnotbalanced Balanced TMAsectors Sky control 1eforeS South sector Arrivals A

Central sector SKR10 South sector Departures SKBO North sector one monthafterCONOPSimplementation flown trajectoriesonthe24thofNovember2017, Representation ofdeparture 1afterS West sector A Central sector South sector SKR10 (green) andarrival SKBO North sector (red)

Sky control

Making a difference The project has resulted in multiple benefits for El Dorado airport:

Landing and take-off capacity • Increase in airspace potential capacity – runway 13 has increased by 29.2% from 74 operations per hour up to a theoretical 93, while runway 31 has increased by 40% from 50 operations per hour to 70

Efficiency • A reduction in ATC work rate, mainly in radio communications which were significantly reduced (60% fewer communications per aircraft) Glossary • Controllers (focus on management of aircraft separation and speed ATM Air Traffic Management instead of manually vectoring aircraft direction, altitude and speed) ATC/ATCO Air Traffic Controllers • Pilots (fewer communications to deal with: 3 to 4 per landing CCO Continuous Climb Operations instead of previous 7 to 8) CDP Continuous Descent Operations • Passengers feel the benefit from reduced delays and holding CONOPS Concept Of Operations • Improved climb locations RNAV a method of flight navigation that allows an aircraft to choose any course within a navigation network of beacons • Procedures to allow the flexible use of military airspace RNP Required Navigation Performance • Parallel independent runway operations as required RNP-AR Required Navigation Performance with Authorization Required • Peak sector workloads have been reduced so they are more balanced. PBN Performance-Based Navigation Today ATC have a base line, so if the sectors get busier in the future STAR Standard Arrival Route they can change some of their procedures to balance sector workflow SID Standard Instrument Departure Route TMA Terminal Control Area Economics VOR Very High Frequency Omni-Directional Range, the most standard air navigation system • The project is forecasted to bring financial efficiencies up to US$100m per year

CONCLUSION

“Implementing a new CONOPS is an art and a science. Get the FAST app We’re implementing a mixture of proven technology and innovation Scan the QR code or search ‘Airbus FAST’ methods, but nothing would work without the buy-in of the on your app store stakeholders. With a diverse team of ATC, pilots, instrument flight procedure designers, expert project managers you can overcome the trepidation of the stakeholders so they can become partners. Without their willingness to take on the challenge, it would have been impossible for Bogota Airport to imagine a significant reduction of holding time and ATC workload coupled with an increase in capacity and efficiency.” Bogota Airport now has a baseline CONOPS that will continue to improve over time. 19 FAST#64 - 2019 xyz Cabin Communication Architecture, functions and troubleshooting

For all Airbus aircraft types, it is the CIDS Article by Stéphane GUIRAUD Thierry SCHENTEN (Cabin Intercommunication Data System) Smoke Detection System A320/A330/A340 which is the key system for the & A350 CIDS Specialist CIDS Specialist AIRBUS AIRBUS and enables management of cabin lighting, [email protected] [email protected] passenger service system functions, EVAC (evacuation) signals, cabin interphone and cabin system monitoring. How does it work, what does it control and how can operators get the best system performance? 20 FAST#64 - 2019 Cabin Communication [email protected] AIRBUS A320 ProductLeader Pierre MONTANIER

passenger lighted signs,readinglights,calls,automaticannouncements, interphone, EVACsignalsandallfunctionsofthepassengerservicesystem: to their overallcomfortandsafety.TheCIDSallowscontrolofcabinlighting,service functions. Itisquintessentialinkeepingpassengerswellinformedandcontributes The CIDSisthecentraldigitaldatasystemforcabincrewtomanageall The backboneofcabincommunication has been embeddedintotheCIDS Director. detection. StartingwiththeenhancedCIDS,SDF(Smoke DetectionFunction) armed/disarmed status,waterandwastetankquantities,air conditioning andsmoke AAP etc.):emergencylight,doorbottlepressuremonitoring, door closurestatus,slide A numberofadditionalaircraftsystemscanbemanagedvia the CIDS’panels(FAPS, control andpassengercalls)aremanagedbythecabincrew viatheFAP. cabin functionsrelatedtopassengerservice(forexample, lighting,temperature The ‘nosmoking’andseatbeltsignsarecontrolleddirectlyfrom thecockpitwhile functions areexecutedbythereplacementofOBRM. individual airplane.TheOBRMcontainstheCIDSsoftware.Major changesoftheCIDS programmed accordingtotheairline’srequest,soCAMisuniqueevery modifiable systempropertiesandcabinlayoutinformationfortheCIDS.EachCAMis passengers inaccordancewithoperationalrequirements.TheCAMdefinesallthe announcements andboardingmusicaudiodatathatcanbeplayedinthecabinto Model) incompactflashcardformat.TheIPRAMcontainspre-recorded Replaceable Module)andtheoptionalIPRAM(IntegratedPre-recordedAnnouncement The FAPcomprisestheCAM(CabinAssignmentModule),OBRM(OnBoard CIDS ontheA318hasbeenstartingpointforitsimplementationothermodels. have beenintegratedintoanewtouchscreenFAP.Theintroductionofthisenhanced of functionaltests.ThesystemupdatefortheA318featuresnoPTPasitsfunctions The PTP(ProgrammingandTestPanel)allowsprogrammingoftheCIDSrunning The systemarchitectureissimilarforallAirbusaircraftmodels. along thecabinontoplines(DEUA)andmiddleB). information transferbetweentheDirectorsandcabinsystems.Theyarespread back fromtheDirectoristhendecoded.TheDEUsareinterpretersenabling across thecabinandconvertitintobinarycodeforDirector.Binaryreceived handled viaanumberofDEUs(Decoder-EncoderUnits).Theypickuptheinformation Communication betweentheDirectorandcabin,passengercrewsystemsis functions viatheFAP(FlightorForwardAttendantPanel)byusingcockpitswitches. unlikely eventofacompletefailureDirector1.Thecrewcancontrolthecabin CIDS. Oneoperatesinactivemodeandonestand-by,soitcantakeoverthe The systemistypicallymanagedby2Directors.Theyarethecentralcomputersof its operators. aircraft typeswithoutmajorchangesinhardwareandwithminimaltrainingeffortfor due toitsmodularset-up.Theadaptabilityofthesystemensuresviabilityforvarious integration ofupdatesandnewfunctionalitiesliketheSDF(SmokeDetectionFunction) remained robustandeffectiveover30yearsofoperation,whileallowingforaseamless cockpit, cabinsystemsandpassengerservice.Thecoresystemarchitecturehas time asinglesystemintegratedallcabinfunctionalitiesbyconnectingthecrew, more than2000singleaisleaircraft,manyoftheminoperationtoday.Thiswasthefirst The ‘classic’CIDSwasfirstintroducedin1988fortheA320andhasbeeninstalled System architectureandfunctions all cabinsystemsviaacentralinterface. musicandthepassengerentertainmentsystem.Theflightcrewcanmonitor Cabin communication

21 FAST#64 - 2019 22 FAST#64 - 2019 CIDS standardarchitecture Cabin communication A318-A219-A320 (DIR 1/DIR2) Directors A321 Cockpit switches Avionics bay • Cabinindications • Paxcall • PublicAddress&Interphone ACP Panels Call Area Panels Indication Attendant AIP Display area Panel Attendant Forward FAP AAP &Handsets Panel Attendant Aft Smoke Detectors Lavatory &Cargo Switches Reading light Loudspeaker Service Units(PSU/PISA) Passengers and monitoring Cabin control Middle line(DEU-B) Decoder-Encoder Units Portable ElectronicDevices/ Decoder-Encoder Units Top line(DEU-A) Fasten seatbeltsign Reading light Indication button Passenger call/ No smoking/ A318-A219-A320 (DIR 1/DIR2) Directors A321 Cockpit switches Avionics bay • Cabinindications • Paxcall • PublicAddress&Interphone ACP Panels Call Area Panels Indication Attendant AIP Display area Panel Attendant Forward FAP AAP &Handsets Panel Attendant Aft Smoke Detectors Lavatory &Cargo Switches Reading light Loudspeaker Service Units(PSU/PISA) Passengers and monitoring Cabin control Middle line(DEU-B) Decoder-Encoder Units Portable ElectronicDevices/ Decoder-Encoder Units Top line(DEU-A) Fasten seatbeltsign Reading light Indication button Passenger call/ No smoking/ CIDS nowhelpsflightattendantstoreportoperationalinformation,asthereare has beenraisedconsiderably,andanintegratedcabinmanagementsystemlikethe between cabincrewandcockpit.Today,awarenessaboutcommunicationcultures relevant toflightoperationsreliedonthemoreorlesseffectiveverbalcommunication and service-relateddatainanintegratednetwork.Thereportingofinformation Prior toitsintroductiontherewasnocommunicationsystemthathandledoperational Even thoughtheCIDSisnotsafety-criticalitself,itremainsimportantforflightsafety. of the TSMtaskperformed. the Class3fault andtheresultsofPower-up test,inadditiontotheoutcomes BITE includingtheLastLegreport, PreviousLegreports,Troubleshooting Data (TSD), Reporting failuremessagesthrough TechRequestnecessitatesdatafromtheCIDS reporting andfeedbackbythe operators. required deeptroubleshooting. AmobileappTechRequestwasdevelopedtofacilitate contacting AirbusviaTechRequest (EngineeringDomainandATA23-73)iskeyforthe If theeventisstillnotcleared,issuerequiresdeepertroubleshooting. Atthispoint, tasks tobefollowedfortheobservedfailuremessage. The TSM(TroubleShootingManual)orAFI(AircraftFaultIsolation forA350)willlistthe system bymaintenancepersonnel. can beaccessedfromthecockpit.CIDSBITEenablesinteractive interrogationofthe and DisplayUnit)interfacesorOMT(On-boardMaintenance Terminal) thisinformation dedicated memorywithinthedirectors.ThroughthreeMCDU (MultipurposeControl Maintenance System).Failuremessagereportsarestoredautomatically inaCIDSBITE CIDS unitsaresenttotheCFDS(CentralFailureDisplaySystem) orCMS(Centralised The CIDShasanextensiveself-monitoringcapability.Failure messagesrelatedto involved. to beperformedconfirmthefaultandon-groundmaintenancestaffneed is classifiedascrucialtoflightoperations,aBITE(Built-inTestEquipment)testneeds deferred troubleshootingandfix.IncasethereisnoapplicableMELitem,ortheevent identify theeventasnon-crucialtoflightoperationsorprovideanexpirationdatefor (Minimum EquipmentList)hastobeconsultedforarelevantitem.TheMELwilleither If theinitialeventisnotclearedbythisstandardresetflightoperator’sMEL (Flight CrewOperatingManual)resettable. then informstheflightcrew,whoperformsasystemresetaccordingtoFCOM the systemisusedforpassengerannouncementsorcabininterphone. Thecabincrew practice inplace,whichhastobefollowed.Forthecabincrewthiscanhappenwhen of asystemfaultorequipmentmalfunctionevent,thereisstandardtroubleshooting managing theincreasingamountofcabindataandrelatedequipment.Incase Over its30yearsofoperation,theCIDShasprovedtobeahighlyreliablesystemfor Troubleshooting &maintenanceforCIDS human errorthroughoverlooking,misjudgementormiscommunication. As anexample,EVACwarningisautomaticallyissuedwithoutanypotentialfor sensors inplacewhichalreadydetectandcommunicateinformationtotheCIDS. standards forvariousaircrafttypeswhilekeepingtheclassicsystemarchitectureintact. A resilient,adaptableandscalableoriginaldesignallowedforintegrationofdifferent • 2014:CIDSforA350 • 2009:Enhanced2ndGenerationCIDSforA330withintegratedSDFfunction • 2007:AdaptionofCIDSforA380 • 2006:EnhancedCIDSforsingleaisle,8500A318s,A319s,A320s,andA321s • 2003:1500aircraftequippedwithenhancedCIDSforA330sandA340s • 1993:700aircraftofA330andA340modelranges • 1988:LaunchofA320aircraftwithclassicCIDS An evolvingsystemwithaclassiccore

Cabin communication

23 FAST#64 - 2019 24 FAST#64 - 2019 unprecedented potentialforoptimisation andcustomisationthroughreal-timedata digital connectivityforallCIDS relatedequipment.Datalakesolutionswillunleashan cabin, theabilitytoconnectwireless equipmenttotheCIDS,andeventuallycreatefull ongoing fourthindustrialrevolution (Industry4.0).Itwillpavethewayforwireless Internet ofThings(IoT)andempower theCIDSfordigitaltransformationand Director andthevariouscabin systems. ThenewDEUs4.0enableconnectivitytothe integration platform,Skywise*.The(DEU)managetheinformation flowbetweenthe about bythenewDecoder-EncoderUnitsDEU4.0linkedwith theAirbusdata- The farthest-reachingimpactonthefutureofcabincommunication willbebrought What willthefutureofCIDSlooklike? and A330,thankstosuchuserfeedback. improvement. Currentlyanewanalogichandsetisbeingdeveloped fortheA320 Operators areencouragedtoreportanyissuewiththesystem forcontinuous and alltroubleshootingproceduresarefollowedincaseoffailure messages. the airlines,canbeavaluablemeanstoensureCIDSisuseditsfullcapacity imparting theinstructions.Suchworkshops,togetherwithregularfollow-upswithin ends upwitha50%improvementonCIDSoperationalreliabilityimmediatelyafter login toAirbusWorld. can beobtainedthroughtheResidentCustomerSupportManageroraccessedvia system fortheA350FamilywithincorporatedSDFfunction.ThelatestISIguides CIDS versionsrangingfromtheclassicsystemforA320Familytoenhanced For generalinformationISI(InServiceInformation)referenceguides are availableforall management. Standard troubleshootingpractices Cabin communication A350 44.11.00012 A380 44.11.00013 A330 Enhanced 23.73.00094 A320 Enhanced A320 Classic Model Any relevantMELitem? Interface &Power-up test toconfirmfault Cleared byCIDSresetperformedasperFCOMtable

No No 23.73.00097 23.73.00093 23.73.00095 ISI Confirmed Yes reliability. Theoutcomeoftheseworkshopsusually workshop forCIDSuserstoincreaseoperational Operators canrequestanonsiteengineering of theCIDS. instructions duringmaintenanceandoperation Manual) andMELremainthesolesourceof Shooting Manual),FCOM(FlightCrewOperating (Aircraft MaintenanceManual),TSM(Trouble are frequentlyupdated,neverthelesstheAMM Operators shouldnotethatthesereferenceguides OutcomesofTSMtaskperformed 2 •Interface&Power-uptest •Class3fault •TroubleShootingData(TSD) •PreviousLegsreport •LastLegreport CIDSBITEviaMCDU 1 Engineering DomainandATA23-73withthefollowingdata: Deep troubleshootingrequired,contactAirbusviaTechRequest. Deferred itemtotroubleshoot fault messagesobserved Follow TSMTaskasper before MELexpirydate Still notcleared? *More aboutSkywise inFAST63

The futurecabin tools. and dataanalysis customer feedback equipment, digitally connected architecture, a simplified system willfeature management

Cabin communication

The increased availability of data will not only help to further improve the systems operational reliability and facilitate handling, it will also unlock a great deal of relevant operational information for the airlines and allow for a new level of passenger service. Preferred lighting and seat settings from previous flights could be retrieved and reinstated and the In-Flight Entertainment (IFE) service could be targeted based on the passengers’ prior choices. Also, maintenance and troubleshooting in case of malfunctioning devices will be further facilitated, as enhanced more complete maintenance data will be accessible and directly presented in real-time. The estimated release date for DEU 4.0 is 2023. Glossary

AAP Aft Attendant Panel AFI Aircraft Fault Isolation for A350 BITE Built-in Test Equipment CAM Cabin Assignment Module CFDS Central Failure Display System CIDS Cabin Intercommunication Data System CMS Centralised Maintenance System DEU Decoder-Encoder Unit EVAC Evacuations FAP Flight or Forward Attendant Panel FCOM Flight Crew Operating Manual IFE In-Flight Entertainment IPRAM Integrated Pre-recorded Announcement Model MEL Minimum Equipment List MCDU Multipurpose Control and Display Unit OBRM On Board Replaceable Module OMT On-board Maintenance Terminal PTP Programming and Test Panel SDF Smoke Detection Function TSM Trouble Shooting Manual TSD Troubleshooting Data

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CONCLUSION

Since its introduction in 1988, the CIDS digital cabin management system has undergone several upgrades and adaptions for new aircraft types. Technical documentation is available to assist operators in improving operational reliability of the CIDS and onsite workshops have already proven to improve the reliability rate. In the light of the upcoming link to Skywise and the advances in full digital connectivity and intelligent data management, the CIDS original system architecture remains relevant as an integrated single-system solution for cabin communications. The connection of the cabin systems to the Internet of Things and Skywise data lake will break new grounds in cabin communications, boost the CIDS’ self-monitoring capacity and open up new possibilities for creating and managing the passenger experience of the future. 25 FAST#64 - 2019 26 FAST#64 - 2019 blind fasteners Structural Strong, easyandefficientnewfasteningsystem

maintenance andrepairprocedures. significant timeandcostsavingsfor a broadernumberofuses,leadingto in designenablefasterinstallationand structural blindfastener.Improvements Airbus isrampingupitsuseofanew [email protected] AIRBUS Technology ProductLeader Metallic Materials&Assembly Fastener Expert(Operations&Support) Oluwole Article by AJALA

During installationonanaircraft,therivetisinsertedinadrilledholefromoneside, shaft withapre-formedhead(eitherprotrudingorcountersunk)andtailontheother. and combineslight-weightwithmediumstrength.Itconsistsofasmoothcylindrical simple process.Atraditionalsolidrivetismostcommonlymadefromaluminiumalloy the fuselagetowingsandtailplanes.Installingthem,however,isnotalwaysa structure together.Tensofthousandssolidrivetsareusedoneachaircraft,from Solid rivetsarepermanentmechanicalfasteners–the‘glue’thatholdsanaircraft a permanentrepair solutionwithsolidrivetsor bolts. The aircraftwill still needtobegroundedagain atalaterdatetocarryout installation usingblindrivets,the processisquickerthanwithsolidrivets. during lightningstrike.Asonly one technicianisneededtocarryoutthe replaced iftheyorthepanel areholdingtogetherisdamaged,forexample Blind rivetscannotbereusedlike nutsandbolts,somustbedrilledout brackets, closedboxesorflaps, aswelltemporaryrepairsonthefuselage. areas subjectedtovibrationandhighloads.Instead,theyare usedonpartslike their jointperformanceslightlyinferior.Consequently,theycannot beusedin However, blindrivetsdonotfillholesinthesamewayasolid rivetdoes,making snaps offatanengineeredweakpointandthefasteningisformed. installation tool,deformingthebodyandclampingdownonjointuntilstem on bothsides.Todothis,thestemispulledbackintorivetbodyusingan The solutionistouseablindrivet,whichcanbeinstalledwithouttheneedforaccess process, whileinsomepartsoftheaircraft,itisimpossibletoaccessbothsides. In areassuchasthecockpitoravionicsbay,thisisadifficultandtime-consuming But toachievethis,techniciansmusthaveaccessbothsidesofthestructure. rivet completelyfillsthehole–unlikeaboltandcreatessecurejoint. expands andholdstherivetinplacelikeanutdoeswithbolt.Onceinstalled, while thetailis‘bucked’(deformed),eitherbyhandorwithapneumatictool.The Typical aluminiumsolidrivetinstallationprocess Blind rivetseenfromtheinterior Bucking tool Structural blindfasteners Multi-shot riveting gun

27 FAST#64 - 2019 Structural blind fasteners

Major reductions in fastener installation time To overcome these issues, Airbus worked with a leading fastener manufacturer to improve existing blind fasteners to address maintenance needs. The improved structural blind fastener offers numerous advantages over traditional blind and solid rivets. Because they are blind fasteners, they can be used in areas that are difficult to access. Installation is performed by one technician rather than two, making it quicker, cheaper, more efficient and quieter to install than solid rivets due to its ergonomic design. But unlike traditional blind rivets, they are made from titanium 6Al-4V alloy and A286 corrosion-resistant steel with a threaded core and sleeve and a unique self-locking mechanism to act like a crimped system on a structural nut. This gives them superior mechanical performance in shear, tensile and fatigue, enabling their use in high-load- Superior bearing structural parts of the aircraft, which the traditional blind rivets cannot. They can also be used as permanent repair solutions when non-destructive testing is used mechanical to confirm a secure installation. Consequently, temporary repairs are no longer performance necessary – the work can be carried out in one procedure, significantly cutting maintenance and repair downtime. in shear, tensile The new structural blind fasteners achieve further time-saving in several other areas. and fatigue, Some aluminium alloy rivets require heat treatment prior to installation, either to enabling their achieve the required level of strength or to soften the rivet to prevent cracking on installation. But titanium fasteners do not need to be treated beforehand. In addition, use in high- the unique breaking stem creates a clean break, so no additional reworking is required load-bearing to achieve a smooth surface. Overall, the new structural blind fasteners offer a minimum of 65 percent time saving in comparison to solid rivet installation, for structural parts example around Frame 12 just behind the cockpit, on brackets around the cargo bay of the aircraft or other areas where solid rivets could be used.

Frame 12 28 FAST#64 - 2019 Structural blind fasteners

The new structural blind fasteners offer a minimum of 65 percent time saving in comparison to solid rivet installation

When will the fasteners be installed? On the A320 Family the structural blind fasteners are now being used in place of solid rivets around Frame 12, just behind the cockpit, and have been tested on selected commercial flights since February 2019. Serial implementation on Frame 12 at the Airbus Saint Nazaire final assembly line began in mid-June, with full rate expected to follow in the near future. Use of the rivets in other areas of the aircraft is being explored. The fasteners can currently be used for maintenance on metallic joints in all areas of the aircraft, excluding fuel boundaries until further tests have been carried out. Examples of fasteners that can be replaced with the new solution include (but are not limited to): aluminium solid rivets (e.g. ASNA2051); aluminium lockbolts (e.g. EN6100); and traditional blind rivets (e.g. ASNA0077). The new fastener has the same grip overlap capability at either end of the grip range and accommodates back side slope of up to 5° angle as standard rivets. The installation and removal processes are already documented in the structural repair manual SRM 51-42-11, while SRM 51-43-00 includes identification of alternative fasteners and the SRM 53-00-00 has also been amended. The standard of the new structural blind fastener is ABS2322. ABS2322 and its alternative are available to be procured by customers as required.

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CONCLUSION

Further developments in the future include a greater selection of diameters, including an oversize range, as well as a flush 100° reduced head, 130° head and protruding head. Eventually, the structural blind fastener is expected to be used on both metal and applications on all areas of all Airbus aircraft, bringing further improvements to installation efficiency and product rationalisation.

29 FAST#64 - 2019 + As Airbus celebrates its 50th anniversary, FAST looks back on how innovation and developments have contributed to the evolution of customer operations.

Fast forward to page 36 to see examples of how Airbus continues to shape the future of flight.

1969 1970’s

Paris Air Show 29 May 1969, France and Germany make a pioneering agreement to create the Airbus A300, the world’s first twin-engine wide body .

A300B EIS with Wingtip fences • For short to medium-haul passenger A300 and A310 outfitted with wingtip operations and for freight. fences, arrow-shaped vertical at- • Composites on structures, electrical signalling tachments that extended above and for secondary controls, drag-reducing wingtip below the end of the . fences and centre of gravity control. + Reduced fuel burn during cruise + World’s first twin-engine wide-body without altering aircraft handling. for commercial aircraft, + Lower noise emissions + Economic and operational performance. by improving take-off performance. 30 FAST#64 - 2019 + A300. the for France Air to support in deployed was team Representatives Service Field Airbus first The Field stations Service

(Over 140 stations worldwide today) 140(Over worldwide stations assistance. technical for of contact point Airbus local or On-site

+ service. in aircraft fly-by-wire of Airbus combinations all for available is CCQ aircraft. fly-by-wire Airbus Possible thanks to flight operational between commonality (CCQ) Qualification Crew Cross + + Flying. Fleet Mixed as known is This atime. at type aircraft fly-by-wire Airbus one than more on current be can pilots commonality, With (MFF) Flying Fleet Mixed + ‘flight envelope protection’. the called margin, asafety within kept is aircraft the to ensure monitored are surfaces to control the pilot’s commands The Envelope philosophy and technology protection + pilots. two of the overhead and front in now were panel side engineers’ flight the on displayed traditionally systems all crew: a two-man by piloted be could that aircraft twin-aisle first the Garuda, with EIS FFCC A300 Cockpit Crew Facing Forward

from performing outside its operational limits. operational its outside performing from aircraft. the to crew operate flight Improved layout, cockpit reduced training so lower costs). lower so training in significant benefits for profitability (flexible scheduling, less opportunities. of flying amix pilots offers and possibilities scheduling Savings in time and cost, thanks to reduced transition training. transition to reduced thanks cost, and time in Savings result also concepts Flying Fleet Mixed Type and Rating Common crew new opens of pilots, pool by acommon operations Allows aircraft the prevents protection envelope flight The 1980’s

+ crew. and passengers for functions cabin the displays and controls system The System Data CIDS Cabin Intercommunication

and safety. comfort to passenger contributes Facilitates management by crew, (See article page 20) page article (See

50 years

31 FAST#64 - 2019 32 FAST#64 - 2019 50 years + + • • • France Air with EIS A320

A320 Family seats from 124 from seats A320 Family to 244 passengers (A318, sizes four in A319, aircraft One A320 &A321) technology. fly-by-wire to pioneer aircraft civil First Allows operators to match aircraft size to demand, to size demand, to aircraft match operators Allows to choose between bulk or container capability. container or bulk between to choose ing operators the unique flexibility allow option, an as cargo containerized offers Family range. to longer routes density to low high from market entire the covering With the widest single aisle cross section, the A320 the section, cross aisle single widest the With 1980’s + • • Cargo Loading System (CLS)

the usable cargo volume. maximises cross-section ment doors and large cargo compart France. Air with deck. lower the on containers and pallets loading for The outward-opening cargo EIS of the first A320 CLS A320 CLS first ofEIS the option A320 CLS The Fly-By-Wire and commonality in time and costs to training. crew costs and time in • Fly-by-wire (electrical signalling instead instead signalling (electrical • Fly-by-wire + Commonality brought Commonality reductions of cables and pulleys) introduced the the introduced pulleys) and of cables improved flight controls. fourth - and latest - generation -generation latest -and fourth savings, lower maintenance costs, aircraft, enabling technologies + such as flight envelope protection, protection, envelope flight as such fundamental design criterion. thus enhancing safety further across Airbus aircraft - is a a -is aircraft Airbus across Fly-by-wire brought weight • Operational - commonality and handling characteristics almost identical cockpit designs

-

- + A319, on Available A321. A320 and A310-300. on (ACT) tanks centre Option to incorporate 2 additional Additional Centre Tank • • with EIS A340 + + Increased operational flexibility

range or payload. increased with extended aircraft

passenger comfort.passenger high –and conditions high” and “hot challenging in –even economics Superior passenger comfort, passenger Superior economy and operational flexibility. seats 295-380 spans Family A340 The Quiet cabin Quiet For and longest most routes, demanding with operating superior

+ + • • Inter Air with EIS A330 + economics reliability commonality Military (MultiMilitary Role Tanker Transport) twin-engine Variants include: Freighter, include: VIP,Variants and wide-body, to long-range, Medium + problem. the to correct undertake to procedures lists ures, detailing fail messages functions and produces ECAM monitors aircraft Monitor Aircraft Electronic Centralised

flight crew members. Enables reduction to 2 reduction Enables

-

1990’s + + + • • Inter Air with EIS A330 commonality economics reliability Military (MultiMilitary Role Tanker Transport) twin-engine Variants include: Freighter, include: VIP,Variants and wide-body, to long-range, Medium

1990’s Tianjin Family A320 Hamburg /A380 families XWB A350 A330, A320, Toulouse worldwide: locations (FALs) five at lines assembly final nine has Airbus Mirabel Family /A220 Family A320 Mobile Family A320 A220 Family A220 Final Assembly Lines(FALs) + • • • • innovationsCabin

Improved comfort for passengers and crew, efficient operations for cabin crew. cabin for operations crew, and efficient passengers for comfort Improved for with passengers limited mobility. to atool differentiate. with airlines providing and adaptable to airline branding and colour scheme. for passengers, ambient lighting option for comfort, passenger 2017: Onboard Wheelchair, Smart givingindependence increased design; and service comfort, ambience, quality with cabin Airspace Airbus space removing without crew for areas rest private and Comfortable (IFE). Entertainment In-Flight State-of-the-art , China , United States (two FALs): (two States , United , Canada , Canada , France (four FALs) (four , France , Germany

+ maintenance. aircraft for tool ahealth-monitoring is AIRcraft Maintenance Analysis) AIRMAN (now AIRMAN-web)

to enable anticipation. to enable of anomalies detection early with Simplified andSimplified optimised maintenance, + environment for customers. An internet-based support AirbusWorld portal Fully personalised Fully personalised queries. technical manage to solutions collaborative web- and forums to tools, on-line portal, giving access + and durability. superior low weight, corrosion-free quality strength, include Benefits alloys. Progressively replacing aluminium Composite materials More cost-efficient aircraft, reducing costs of maintenance.

2000’s

50 years

33 FAST#64 - 2019 50 years

Less Paper in Cockpit (LPC) Flight crews can access flight-critical information from a laptop. Along with FlySmart and the On-board Infor- mation System (OIS), LPC provides advanced digital software solutions for the Electronic Flight Bag (EFB). + Replaces paper-based manuals and instruction procedures in the cockpit. + Easy locating of operational information for flight and maintenance crews. + Optimised performance and weight- A380 EIS and-balance computations. with • The world’s first full-length twin-deck aircraft • Over 500 seats • Range of up to 8,000nm/ 15,000km, allowing it to fly non-stop between and Asia. Brake to Vacate (BTV) + Highest passenger capacity BTV allows pilots to + Passenger comfort with more personal space, premium products, visualise the point where and quiet cabin. the aircraft will reach its + Unique features (bar, business areas and social areas). runway exit point during the approach and landing phases. AIRTAC Extended Service Goal + Optimises braking The state-of-art Airbus Technical (now LoV) ESG enables A320 energy and Turn Aircraft-on-ground Centre (AIRTAC) Family aircraft to fly beyond Around Time. offers dedicated, specialist engi- their original limit of flight + Guarantees to vacate neers to support airlines in case cycles. at the assigned exit. of urgent issues during operations. Allows an increase in the + + Optimises runway Global 24/7 assistance for all operational lifetime of air- + occupancy time. Aircraft-On-Ground matters craft in terms of flight hours to minimise time for trouble- and flight cycles, bringing shooting or repairs. up to 10 years or more of additional revenue service.

2000’s

AirN@v Runway Overrun Advanced web- Prevention System technology tool ROPS* provides a real- that provides single Flight Hour Services (FHS) time crew alert in case access for technical Provides component support, of detected runway data consultation, line and base maintenance, overrun situation acquisition and as well as fleet technical at landing. distribution including management services. + It contributes to the principle mainte- Options include on-site stock increasing pilot nance manuals and a mutualised pool access situational awareness, (eg AMM), an service, as well as state-of- particularly during interactive aircraft the-art repair services. approach and landing. troubleshooting aid + Operational reliability *Navblue an Airbus subsidiary, and a web server. and fleet performance. Head Up Display (HUD) provides customers with flight + Helps operators The Head Up Display system pre- operations and air traffic management solutions. to maximise sents flight information and guidance use of aircraft on a glass plate mounted behind the maintenance windshield in the pilot’s field of view. documentation, + Contributes to increasing pilot thereby reducing situational awareness, particularly costs. during approach and landing. 34 FAST#64 - 2019 50 years

• pioneering, Sustainable fuel • innovation Since 2016, Cathay Pacific’s A350s • development have been delivered with a 10 percent blend of sustainable jet fuel in its tanks. + Customers can choose to have delivery flights with sustainable fuel.

Skywise A350 XWB EIS with Qatar • Aviation data-sharing platform. • Evolutionary adaptive wing design • Additional modules such as • Airspace cabin (wider seats, Skywise predictive maintenance Spares management high ceilings, ambient lighting, and Skywise reliability. Airbus Managed Inventory quietest cabin on a twin-aisle Allows airlines to improve operational (AMI), automatic replenishment + aircraft, high air quality performance, optimise maintenance, service for Airbus proprietary + Maximum aerodynamic efficiency engineering and flight operations material. Satair (Airbus subsid- by optimising wing loading, decision-making, reduce costs. iary) provides customers with reducing drag, lowering fuel burn. material and logistics man- + Lighter, more cost-efficient, reducing agement, while offering a wide maintenance requirements. worldwide distribution network. + Passenger comfort. A350-900ULR with Singapore Airlines. + Reduced procurement + Flexibility from regional Furthest-flying commercial aircraft in service costs, consolidated to Ultra-Long-Range. shipments and real-time (up to 9,700 nautical miles). inventory management. + No additional fuel tanks required Reduced replenishment - just an adaptation of the existing tank. cycles, minimizing + Possibility of flying over 20 hours non-stop. inventory holding.

2010’s 2019

A330neo EIS with TAP Air Portugal • Lowest seat-mile cost for mid-size wide-body. Ab-initio flight • New-generation engines, training an advanced high-span wing, Airbus Pilot Cadet new materials across the wing Training Programme, including titanium pylon delivered by the Airbus and composite nacelle. Flight Academy Europe Reliable and versatile + and by independ- A320neo EIS at Lufthansa 30 minutes to over 15 hours. ent partnering flight Two new engine options: Improved aerodynamics. + A220 Family schools. Pratt & Whitney’s PurePower Lower fuel burn per seat. + • State-of-the-art technologies + Equips cadets and CFM International’s + Airspace cabin. LEAP-1A. • Wider economy seats to become opera- + Airspace cabin. • Lightweight structure tionally-ready + 20% improvement and advanced systems pilots, with key pilot in fuel burn per seat. • 100-150 seat. competencies. + 50% reduction + Fuel efficiency. + Helps meet future in noise footprint + Passenger comfort. high demand and NOx emissions + Reduced noise footprint for pilots. 50% below CAEP/6 and NOx emissions. standards. 35 FAST#64 - 2019 36 FAST#64 - 2019 in mid-2020. Autonomous flighttestsareexpected efficiency andtoreduceinfrastructure cost.” solely usingon-boardtechnology tomaximise or GPSsignals.ATTOLaimsto makethispossible infrastructure likeInstrumentLanding System(ILS) project lead,explains. able tolandautomatically,” taxi, take-off,approachandlanding. enable commercialaircrafttonavigateanddetectobstacles during ATTOL leveragescomputervisiontechnologiesandtechniques to behind theAutonomousTaxi,Take-offandLanding(ATTOL) project. What ifanaircraftcouldtaxi,takeoffandlandbyitself?This is theidea Computer visiontopowermoreautonomous flight the transition. and toexamine to unlockduringflight allowing thewing-tips to combinethetwomodes, step istoconductfurthertests development programme.Thenext It recentlyconcludeda20-month the effectsofwindgustsandturbulence. insight onhowtoreducedrag,andrelieve The AlbatrossOneprojectaimstoprovidenew wind gusts,loadissignificantlyreduced. aircraft. Byallowingthewing-tipstoreactandflex to beheavilystrengthened,thusaddingweightthe fuselage duringturbulence.Thisrequiresthebaseofwing a conventionalwingonanaircrafttransmitshugeloadstothe account foruptoathirdofthelengthwing.” is thefirstaircrafttotrialin-flight,freelyflappingwing-tips—which allow greaterstoragecapacityonaircraftcarriers.However,AlbatrossOne new,” has “semi-aeroelastic”hingedwing-tips. develop AlbatrossOne,asmall-scale,remote-controlledaircraftdemonstratorthat increase inwindspeed.ThisflighttechniqueinspiredAirbusengineersFiltonto But whenfacedwithwindgusts,itunlocksthemtobetternavigatethesudden,brief When thealbatrossseabirdsoarsforlongdistances,it“locks”itswingsatshoulder. Finding inspirationinnature:AlbatrossOnetakesflight explainsAirbusengineerTom

Airbus ispoweredbyinnovationtoredefineandshapethefutureofflight FAST

“But they’rereliantonexternal Sébastien WILSON “Many aircraftarealready

GIULIANO “The conceptofhingedwing-tipsisnot

. “Military jetsemploythemto , ATTOL Incomparison,

FORWARD

maintenance. enabling predictive analytics, thus ready” forfuturedata will alsobe“Skywise- Software Platform(OSP)and compatible withAirbus’Open programmes. Theplatformisfully first, beforeextendingtootherAirbus be madeavailableontheA320Family is designedtobeline-fitandretrofit.Itwill Programme. AirbusConnectedExperience says Soeren tailored, personalisedandhigh-qualityin-flightservice,” benefit topassengerswhowillbeableenjoyindividually inter-connectivity withinthecabinwillbeoftremendous bins andothercabinelements—inrealtime. components—including thegalleys,mealtrolleys,seats,overhead available onboard.Theplatformwilllinkinterconnectedcorecabin to theAirbusConnectedExperience,allofthesebenefitswillsoonbe transparency oninventorymanagementforefficientoperations.Thanks for amorecustomisedexperience.Orcabincrewcouldbenefitfromfull Imagine ifpassengerscould“pre-order”theirpreferredfoodandbeverages A morepersonalisedin-flightexperience 2020s timeframe. mobility possiblewithinthemid- that isexpectedtohelpmake urban air to developingafuturemarket-ready vehicle The lessonslearnedfromVahana willcontribute eVTOL demonstratorsAirbusisworkingon. flight testingbeganin2018.Vahanaisoneoftwo The fulltransitionflightmarksVahana’s66thsince of thevehiclewefirstsketchedoutonanapkinyearsago.” began ourflighttestcampaign:toconfirmthetechnicalviability Systems. engineering milestone,” accelerating toaspeedofup168Km/h. flight, Vahana’swingandcanardrotatetothefullcruiseconfiguration before scale flyingaircraftthatrecentlycompleteditsfulltransitionflight. During the vehicle demonstrator—wasmerelyasketchonnapkin.Today, Vahanaisafull- Only afewyearsago,Vahana—Airbus’electricverticaltake-offandlanding(eVTOL) Lift, tilt&fly:Vahana’sfulltransitionflightvalidatesdesign “It representseverythingwesetouttoachievewhen SCHOLZ , AirbusSVPCabin&Cargo saysZach

LOVERING “This flightmarksamajor “This seamless

, VicePresidentofUAM

37 FAST#64 - 2019 38 FAST#64 - 2019 FAST FROMTHEPAST There wouldn’tbeanyfuturewithouttheexperienceofpast *see cabincommunicationarticlepage20 Cabin communication*shouldintheoryhavebeeneasier...exceptthepilotwasoutside. the pilotsatjustinfrontof2or3passengers. Ente(canard), In theearlydaysofcommercialaviation,onthisFocke-WulfF19 “This isyourcaptainspeaking”

Focke-Wulf F19 Ente(1927) Focke-Wulf F19

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For more information on flight crew, cabin crew, maintenance, and structure training, please contact your Training Product Sales Manager: [email protected] or discover www.services.airbus.com FAST#64 - 2019 39 BY YOURS.

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