Airbus technical magazine January 2016

#57 FAST Flight Airworthiness Support Technology 02 FAST#54FAST#52 Step 3: Step 2: Step1: To complementtheAugmentedRealityarticle(page28) use yourtablettoseehowAugmentedRealitymarkerswork See a3DA380floatonthecoverofthismagazine! You canthenmove aroundtheA380bymoving eitheryourtabletorthemagazine cover. The appusesthe coverasmarkerstoposition the3Dmodel. & Windows Android iOS (iPad) with athree-dimensionalA380 onthesurfaceofmagazine. Point thecameraofyourtablet atthismagazinecover,andyouwillseetherealityofcover ‘augmented’ Download theAugmentedReality readerappthatisshownintheAugmentedRealityarticle. Either browseyourtablet’sapp storeanddownloadtheFASTmagazineapporscanQR codeabove. The articlesinthismagazineappear2015QTR-4and2016QTR-1 Y o ur A i r bus technical

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Airbus’ TurnAroundTime&operationsoptimizer TAT optimizer We’ve gotitcovered FAST fromthepast The efficientwaytomakeServiceBulletinssimpler SB configurationmanagement maintenance andengineering New opportunitiestoassistaircraft Augmented RealityinAirbus for TechnicalData Virtual Reality&3D to compositestructure Analysis andrepairofin-servicedamage A350 XWBcompositerepairs A newvisionforflightcrewtraining Airbus CockpitExperience app versionsofFAST magazine. on theiPad,Android &Windows videos orslideshows areavailable Where youseetheseicons,

39 38 34 28 22 16 10 04 03 FAST#57 04 FAST#57 TAT optimizer [email protected] AIRBUS Innovation Manager Ashutosh AGRAWAL [email protected] AIRBUS Innovation Manager Netra GOWDA Article by(lefttoright) Airbus’ TurnAroundTime&operationsoptimizer

and enhanced for testinganddeploymentwith customers. Airbus’ CorporateInnovationsponsorship, TAToptimizerhasbeenfurtherdeveloped Customer Services’departments) todemonstratethefeasibility.Sincethen,with (coming fromsystems,architecture andintegration,flighttest,cabinengineering and passengers.Thefirstproof ofconceptwasdevelopedbyacross-functionalteam (India), basedonethnographic marketresearch.Researchcoveredairlines,airports was conceivedatAirbusbythe EmergingTechnologies&ConceptsgroupinBangalore The AirbussolutionknownasTurn-Around-Time&operations optimizer(TAToptimizer) aircraft canprovidethisdataoneverylegofitsjourney. measurement ofthegroundservicinginreal-time.Alsocomputers aboardthe ground-service powercart,andmore.Thisdataallowsobjective performance are open,howlongittakestorefuel,theaircraftis hooked uptothe Aircraft’s computersrecordevenwhenonground.Theymeasure howlongthedoors measure it,youcannotimproveit” To improvetheglobalperformance,wefallbackonmaxim, Real-time analysis risk oflosingtheslotwithAirTrafficControl. not onlycosttimeandmoneytotheairline,butalsoleadalatedeparturewith to optimizetheirownperformance;notnecessarilytheoverallperformance.Thiscan the performanceofteam.Butduringanaircraftturn-around,everyoneisworking during thepitstopofaFormula1race.Atstop,everyoneisworkingtooptimize as catering,baggageoperations,refuellingandcleaning.Itissimilartowhathappens turn-around time,therearemanyactivitieshappeninginandaroundtheaircraftsuch An aircraftongroundisanthatdoesnotbringrevenuetoairline.Duringthe Improving anaircraft’s‘pitstop’performance

(William THOMSON,LordKELVIN–1824-1907). “If youcannot Airport-Collaborative DecisionMaking(A-CDM)forTargetOff-BlockTime(TOBT) ground serviceschedule.Thereal-timeinformationalsobecomesinputforthe integrated intotheairline’sdecisionprocessinordertominimizedisruptionstheir visibility towhatishappeningonground.Potentialdeparturedelaysaresystematically The aircraftitselfisatthecentreofperformanceimprovementbygivingreal-time activities. Itdoesnotrequireanycostlyandtimeconsuminghardwarechanges. With thisnewsolution,airlinescanperformreal-timemonitoringofon-groundaircraft interface onportabledevices. ‘cloud platform’.Thedataisprocessedandthenpresented to usersviaanintuitive The datarelatedtotheseactivitiesaretransmittedbytheaircraft inreal-timetoa unloading andloading,refuelling,waterservicing,wasteservicingbrakecooling. deplaning, boarding,cabincleaning,catering,cargounloadingandloading,bulk turn-around activitiesandtaxi-out.Thevariousmonitoredare The solutionisnowgearedtocoveractivitiesfromtouchdowntake-offliketaxi-in, Benchmarking ofdeplaningstartdelays(byairport) Benchmarking ofdeplaningduration improvement areasforscheduleperformance. performance ofground-handlingactivities,pinpointareasweaknessandidentify fleet swapping,crewrostering,etc.Thecollecteddataisusedtobenchmarkthe The solutionenablesremotefleet-widemonitoringtosupporttacticaldecisionslike calculation andtracking. 0:00:00 0:01:26 0:00:00 0:02:53 0:01:26 0:04:19 0:02:53 0:05:46 0:04:19 0:07:12 0:05:46 0:08:38 0:07:12 0:10:05 0:08:38 0:10:05 0:00:00 0:00:43 0:00:00 0:01:26 0:00:43 0:02:10 0:01:26 0:02:53 0:02:10 0:03:36 0:02:53 0:03:36 optimising theutilisation ofresources. of eventsastheflightprogressesand delays, increasingthepredictability of allairportoperatorsbyreducing aims toimprovetheoperationalefficiency Services Organisation(CANSO)which (IATA) andtheCivilAirNavigation International AirTransportAssociation between ACIEurope,EUROCONTROL, Making Airport -CollaborativeDecision A320 A320 BLR BLR BLR BLR (A-CDM) isajointventure A320 A320 HKG HKG HKG HKG A330 A330 LHR LHR LHR LHR A330 A330 SIN SIN SIN SIN

A330 A330 CDG CDG CDG CDG A350-900 A350-900 No data No data MEL MEL

MEL MEL (by aircrafttypeandairport) A350-900 A350-900 SFO SFO SFO SFO on the TOBT. the on push-back and de-icing, are based except processes, handling ground All received. be can clearance approval and push-back/taxi start-up thus and aircraft the from removed have bridges boarding been all passenger closed, are doors all aircraft concluded, is process handling ground the which at agent by airline/handling the confirmed and monitored be to in time apoint is TOBT The -illustrative (Target Off-Block Time) (Target Off-Block Minimum ofActualDeplaningduration Average ofPlannedDeplaningduration Minimum ofActualDeplaningduration Maximum ofActualDeplaningduration Average ofPlannedDeplaningduration Maximum ofActualDeplaningduration Minimum ofDeplaningStartdelay Average ofDeplaningStartdelay Minimum ofDeplaningStartdelay Maximum ofDeplaningStartdelay Average ofDeplaningStartdelay Maximum ofDeplaningStartdelay

-illustrative TAT optimizer

05 FAST#57 06 FAST#57 (ATM) improvement initiatives.TAToptimizerhas beenpresentedtovarious airlinesandtheyhaveall with airlines’legacyinformation systemsandcomplieswithfuturedatastandardsofAirTraffic Management from anywhereintheworld(coming soononsmartwatches!).Also,thesolutioniscapable ofintegrating device (multi-platform),butitalso worksonanyaircrafttype,airportandcanberemotely accessed TAT optimizerwasconceived to betrulyagnostic.Notonlydoesthesoftwarefunctiononany typeof is usuallydisconnectedanduninterested. (similar tothatofthepitstopteaminFormula1)everystakeholder whointheircurrentenvironment for allstakeholderswiththeabilitytosharealerts/concerns others.Thisgivesasenseofteamwork delay codes)andassignsclearresponsibilities.Inaddition,the solutionensuresasharedunderstanding aspects. Theobjectiveaircraftdatareducesconflict,eliminates negotiations(typicallyseenwhenassigning While providingtheabovecapabilities,TAToptimizerinvariably addressessomeimportantcomportment other knownreliablesources. is alsocapableoftakingdatafromthecrewviaamobileinterface,airlineinformationsystemsand of thecargodoors.Refuellingismonitoredwithhelprefuelcommandsandfuellevel.Thesolution door isopened.Thestartandfinishofcargounloadingloadingtriggeredbytheopeningclosing The datadrivingtheTAToptimizerinterfacecomesfromaircraft.Deplaningstartswhenpassenger about anyexceptionalevents. for pushback,theturn-aroundtimeturnsgreen.Thealertmessagesarealsopartofheadertoinform scheduled, thenitturnsblueagain.Whenalltheturn-aroundactivitiesarecompleteandaircraftisready blue withblock-on.Thedeparturetimecanturnamberifthedelayispredicted.Ifaircraftdepartsas This aidsairlinepersonneltomonitorthestatusofseveralaircraftatsametime.Thearrivaltimeturns Apart fromthedetailedGanttview,thereisasummaryviewwhichcontainsonlyheaderinformation. minimum turn-aroundtime,ispredictedatblock-on*andupdatedregularintervals. organize themselvestoaddressthecauseofdelay.Also,brakecoolingtime,whichdecides potential departuredelayinminutes.Thisallowsampletimeforgroundhandlersandairlinepersonnelto to speedup.Theinbuiltalgorithmscontinuouslyprocessthedataidentifycriticalpathsandpredict This providesanalertthatdependentactivitiescandelaytheaircraft’sdepartureandhencearerequired on theinterface.Ifprevioustaskoverruns,overlapisshowndependentbarasa‘red’line. Dependent taskssuchascatering,cleaning,refuelling,cargoloadingandunloading,arealsohighlighted a glancewhichactivitiespresentriskandhecanthenreactaccordingly. is filledas‘amber’.Thesevisualindicationsalsoenablearampmanagerordispatchertorecognizeat activity isduetostartandwhenitforcompletion.Whenthecompleted,timeoverrun then thefillcolourturns‘hashedgreen’and‘amber.Thishelpstoalertagroundhandlerwhenhis/her starts, thebarstartsfillingupin‘green’asactivityprogresses.If thescheduledstoptimeisexceeded, The borderoftheactivitybarturns‘green’ifitisduetostart,and ‘red’ifdelayed.Whentheactivity indicators builtin,tohighlightthecurrentstatus,actionsdueand exceptionaleventsataglance. the currenttimeisdenotedbyacontinuouslymovingredlinefromlefttoright.Thereareseveralvisual The arrivaloftheaircraftatgateisrepresentedasabluelineoninterface.Asturn-aroundunfolds, Their layoutisconfiguredbytheairlineaccordingtoitsoperationsandmayalsobestoredasatemplate. Planned turn-aroundactivitiesarelaidoutinaGanttchartdenotingthescheduledarrivalanddeparture. with alertmessagesaresetintheinterfaceheader. a swiftandefficientturn-around.Priorityinformationsuchastheaircraft andscheduleinformationalong The TAToptimizerrationalizesandgivesareal-timeoverviewofeacheveryinterventionneededfor The TAToptimizer confirmed their interest, andonehasalready started trials. TAT optimizer • • • Also, theTAToptimizerenablesthemto: programme attheiroperatingairports. An airlinecanusethesedataanalyticscapabilitiestoboosttheirIncentive&Performance(I&P) identify rootcausesofdelaysandnon-obviousimprovementareaswhicharelostinroutinework. Careful analysiscandeterminebenchmarkperformanceofvariousgroundhandlingactivities, Over aperiodoftime,thisdatacanrevealextremelyvaluableinformation. Manage networkinterdependencies. Plan turn-aroundfrequencyandoptimaldurations, Discover andevaluatepossibleperformanceproblemsbefore thescheduleisestablished,

* from gateisblock-off. Aircraft departure is block-on. Aircraft arrivalatgate

TAT optimizer

Steps throughout the TAT optimizer’s monitoring (mock examples)

Deplaning going beyond planned completion time. Dependent activities (catering, cleaning and refueling) highlighted. Following input from cabin crew on cause of deplaning delay, an alert message is given to all stakeholders concerning its cause.

A350-900 AIB02BA 10:02 AIB03BA SYD (-0:48) LAX F-WWBA 09:50 10:51

09:40 09:45 09:50 09:55 10:00 10:05 10:10 10:15 10:20 10:25 10:30 10:35 10:40 10:45 10:50 10:55 Deplaning Boarding

Catering

Cleaning

Cargo Unload Cargo loading

Bulk Unload Bulk loading

Refueling

Potable water servicing

Toilet servicing

Stakeholders having been informed of the prediction of potential delay of 3 mins to flight departure, dependent activities start. Potential delay alert (amber) remains. Stakeholders work to recover delay.

A350-900 AIB02BA 10:02 AIB03BA SYD (-0:48) LAX F-WWBA 09:50 10:51

09:40 09:45 09:50 09:55 10:00 10:05 10:10 10:15 10:20 10:25 10:30 10:35 10:40 10:45 10:50 10:55 Deplaning Boarding

Catering

Cleaning

Cargo Unload Cargo loading

Bulk Unload Bulk loading

Refueling

Potable water servicing

Toilet servicing

Having cascaded into catering and cleaning, the stakeholders recover the delay by completing the catering and cleaning in a shorter duration.

A350-900 AIB02BA 10:02 AIB03BA SYD (-0:48) LAX F-WWBA 09:50 10:51

09:40 09:45 09:50 09:55 10:00 10:05 10:10 10:15 10:20 10:25 10:30 10:35 10:40 10:45 10:50 10:55 Deplaning Boarding

Catering

Cleaning

Cargo Unload Cargo loading

Bulk Unload Bulk loading

Refueling

Potable water servicing

Toilet servicing

All activities complete (green). Aircraft ready for departure on schedule. The turn-around data is frozen.

A350-900 AIB02BA 10:02 AIB03BA SYD (-0:48) LAX F-WWBA 09:50 10:51

09:40 09:45 09:50 09:55 10:00 10:05 10:10 10:15 10:20 10:25 10:30 10:35 10:40 10:45 10:50 10:55 Deplaning Boarding

Catering

Cleaning

Cargo Unload Cargo loading

Bulk Unload Bulk loading

Refueling

Potable water servicing

Toilet servicing FAST#57 07 07 FAST#57 TAT optimizer

The TAT optimizer is multi-platform. Not only is the software compatible on all devices, but it also works on any aircraft type.

Buffers consumption (between aircraft ready and departure) analysis

illustrative 0:08:38

0:07:12

0:05:46

0:04:19 Average of Planned buffer between ‘Aircraft ready’ and ‘Block-off’ 0:02:53 Average of idle time between ‘Aircraft ready’ and ‘Block-off’ 0:01:26

0:00:00 Max of idle time between ‘Aircraft ready’ and ‘Block-off’ A320 A350-900 A320 A330 A350-900 A350-900 A330 BLR CDG HKG LHR MEL SFO SIN

Buffers/Idle times on a theoretical critical path

illustrative 0:12:58 0:11:31 0:10:05 0:08:38 0:07:12 Average of Deplaning to Catering idle time 0:05:46 Average of Deplaning to Catering idle time 0:04:19 Average of Cleaning to Boarding idle time 0:02:53 Average of Catering to Boarding idle time 0:01:26 Average of idle time between ‘Aircraft ready’ and ’Block-off’ 0:00:00 Average of Un-used buffer between ‘Block-on and Deplaning start’

A320 A350-900 A320 A330 A350-900 A350-900 A330 BLR CDG HKG LHR MEL SFO SIN

Root-cause analysis of delays

illustrative 2 Count of Delay Departure Count of Delay in pushback Count of Delay by Bulk loading 1 Count of Delay by Catering Count of Delay by Cleaning Count of Delay by Deplaning 0 Count of Delay by Skybridge positioning A320 A350-900 A320 A330 A350-900 A350-900 A330 BLR CDG HKG LHR MEL SFO SIN 08 FAST#57 TAT optimizer

The TAT optimizers of an entire fleet can be seen on the control centre’s summary view

Buffers consumption (between aircraft ready and departure) analysis

0:08:38

0:07:12

0:05:46

0:04:19 Average of Planned buffer between ‘Aircraft ready’ and ‘Block-off’ 0:02:53 The future roadmap of TAT optimizer includes performing real-time video analytics on the feeds from cabin cameras. Average of idle time between ‘Aircraft ready’ and ‘Block-off’ 0:01:26 This would enhance the visibility of cabin activities and help measure progress. A module to speed-up boarding is proposed

0:00:00 Max of idle time between ‘Aircraft ready’ and ‘Block-off’ by streamlining the order in which seats are filled. Patent disclosures have been filed on current and planned developments. A320 A350-900 A320 A330 A350-900 A350-900 A330 Also, the solution will be integrated with other complementary modules, such as maintenance. BLR CDG HKG LHR MEL SFO SIN

Benefits Buffers/Idle times on a theoretical critical path At turn-around level: At fleet level: At schedule level: • Real-time aircraft turn-around visibility by leveraging • Remote monitoring of • Integrated network-wide 0:12:58 objective aircraft data, fleet-wide ground status business view of turn-around 0:11:31 and potential risks, schedule and planning, 0:10:05 • Improved situational awareness and efficient 0:08:38 coordination of ground activities, • Decision support for aircraft • Discover and evaluate possible 0:07:12 Average of Deplaning to Catering idle time swapping, crew rostering, performance problems prior to • Inbuilt predictions and warnings for proactive 0:05:46 Average of Deplaning to Catering idle time the schedule being established, decision-making to minimize schedule disruptions, • Enable dynamic prioritisation 0:04:19 Average of Cleaning to Boarding idle time and ground resource • Business insight to plan 0:02:53 Average of Catering to Boarding idle time • Shared understanding for all the internal and external deployment. turn-around frequency and 0:01:26 Average of idle time between ‘Aircraft ready’ and ’Block-off’ stakeholders for system level optimization, duration reduction/optimization. 0:00:00 Average of Un-used buffer between ‘Block-on and Deplaning start’ • Input to A-CDM for TOBT calculation and tracking.

A-CDM: Airport-Collaborative Decision Making A320 A350-900 A320 A330 A350-900 A350-900 A330 TOBT: Target Off Block Time BLR CDG HKG LHR MEL SFO SIN

Root-cause analysis of delays

2 Count of Delay Departure CONCLUSION Count of Delay in pushback Count of Delay by Bulk loading Airbus’ TAT optimizer substantiates a crucial point that activity data of the turn-around time is valuable. 1 Count of Delay by Catering And intelligence on top of that data is an area where Airbus can naturally contribute and create value for Count of Delay by Cleaning its customers. An intelligent and connected aircraft offers benefits not only to the airlines, but also to Count of Delay by Deplaning overall Air Traffic Management and passengers’ satisfaction. Future endeavours in this direction will 0 Count of Delay by Skybridge positioning include connecting aircraft and an on-board integration of TAT optimizer with the Electronic Flight Bag A320 A350-900 A320 A330 A350-900 A350-900 A330 BLR CDG HKG LHR MEL SFO SIN (EFB), the cabin logbook and the Cabin Intercommunication Data System (CIDS). FAST#57 09 10 FAST#57 Airbus CockpitExperience [email protected] AIRBUS Flight OperationsExpertPilot Captain ChristianNORDEN Article by ACE bynature ACE 2 FlightGlobal,November 2014 1 Aerospace,January2015 Why didAirbusdecidetochangeitswellprovenpilottrainingprogrammes? simulator whichevenenablesyoutotakeyourAirbuscockpithomewithyou. instructional philosophy:theACE(AirbusCockpitExperience)trainer-aportable and anindepthdescriptionofthetoolthatstandsatcorenew Let’s takealookattherationalesforchangingwayairlinepilotsaretrained training concept. These arejusttwoamongmanypubliccommentsonAirbus’successfulnewpilot Based Training(EBT)initiativesince2009. Airbus hassupportedtheInternationalAirTransportAssociation (IATA) Evidence any malfunction.Itwasapparentthatthetrainingphilosophy hadtobereviewed. situation wheremanyaccidentsoccurredwithaircraftthatwere operatingwithout At thesametime,aircraftdesignandreliabilityimprovedsubstantially, leadingtoa checking programmes. resulting inaninventoryor‘tickbox’approachthatsaturated recurrenttrainingand Additional incidentsandaccidentshavesubsequentlyaddedtotrainingrequirements driven bytheconclusionsofhulllossesfromjetsin1960sand1970s. noted thatflightcrewtrainingrequirementsinregulationshavetraditionally been Training instructorsandexaminersatAirbus,aswellindustryobservers have “...a revolutionarytrainingsystem” the newbenchmarkforairlinertyperatingtraining” “Airbus’ newtrainingmodelissettobecome

byname, flight crewtraining A newvisionfor 2 Airbus CockpitExperience

1

11 FAST#57 12 FAST#57 Airbus CockpitExperience Guide, IATA,ICAO,IFALPA2014 Evidence BasedTrainingImplementation and training. evidence collectedinoperations threats anderrors,basedon managing themostrelevant transport environment,by and efficientlyinacommercialair pilots tooperatesafely,effectively the keycompetenciesrequiredby to identify,developandevaluate The aimofanEBTprogrammeis recurrent trainingandchecking. intended toreplaceconventional introduced inICAOCOC9995 EBT isatrainingparadigm Training Evidence Based

(EBT)

discovering principle,demandinganevenmoreproactiverole fromthetrainee Throughout thecourse,Airbusdevelopedthisconcepteven further intoalearning-by- applied evenincoursephasesthatweresofarcoveredbythetraditionalmethods. became apparentthatinthenewconceptalearning-by-doingshouldbe enough, northoroughlyeffective.Learningpsychologistswereconsultedandit or watchinganimatedslideslikeinComputerBasedTraining)seemedneitherefficient Instructing inthetraditionalway(showingandbeingtoldbyateacherclassroom (in thegroundphase)andlaterasafree-playdevicein theairborne phase. called ACE,usedfromdayoneofthetypecourseas primarytrainingtool The toolenablingthislearningparadigmisanewgeneration trainingdevice has significantlyraisedusingthisapproach. compared tothelearning-by-doingapproach.Thelearningspeed andretentionrate describes Jean-CharlesM potential failuresthroughoutthewholecourse-inanoperationalrealisticenvironment” sessions. “ To gainvaluabletrainingtimeintheFFSitwasrequiredtooffloadAPTand trainers fromtheAirbusPilotTransition(APT)trainerandFull-Flight Simulators(FFS). Traditionally Airbustrainedthebehaviourandfailuresofaircraftsystems onflatpanel be required. of atypicalTRcourse,newtechnologicalsolutionsinregardstotrainingaidswould courses. Itsoonbecameclearthattofulfilthisaimwithintheintendedtimeframe decided toadoptEBTprincipleswheresuitableeveninthenewTypeRating(TR) When thepilottrainingprogrammefornewA350wasconceptualized,Airbus message passedtotrainersandEBTrecurrenttrainingdesigners. reason oftheoutcomeaparticulareventnotitself” training tasksasinthetraditional“tick-box”concept); A coreprincipleofEBTistodevelopasetpilot’scompetencies(ratherthan What isEvidenceBasedTraining? We wantedtotrainpilot’scompetenciesmanagethesystemand AZENQ , oneoftheleadcoursedesigners. “You shouldtrainthe isthe

, new holistictrainingapproach. reinforcement thankstofree-playarethekeypillarsofthis Computer BasedTraining.Learning-by-discoveringand learning conceptcomparedtoconventionalinteractive to gotheextramileandproposeamuchmoreadvanced The deploymentoftheACEconceptallowsAirbusTraining to training A holisticapproach ACE

Airbus CockpitExperience

13 FAST#57 14 FAST#57 Airbus CockpitExperience and wheneveryouwish enables youtotrainwherever The AirbusCockpitExperience

3. Blog“LeehamNewsandComments”June2015 individual needs. more effective,efficient-andaboveallmotivatingtrainingmethodadaptedto a focusonneed-to-understandratherthanthetechnicaldetails.Itprovides Using theACEleadstobetterknowledgeretentioninregardspilottraining,with the traineesflytheirfirstmissiononline. scenario-based trainingandamuchmoresolidtrainedsetofcompetenceswhen shorter thanthetraditionalonebutcontainsmoreFullFlightSimulatortime, The gainsontheoverallcoursearesignificant:lengthofistwodays This familiarizationresultsinsignificanttime-savingonothertrainingdevices. • ElectronicFlightBag(EFB). • FlightManagementSystem(FMS)functions, • Abnormalprocedures, • Flowpatterns, • StandardOperatingProcedures(SOP), The samemethodologyappliestoprocedurefamiliarization,withafocuson: after usingthetoolforfirsttime. on howtointeractwiththeaircraft” “It resultsinamoreholisticallytrainedpilotwhohasbetterunderstanding the entriesarecontrolledandcorrected. own, usingthelearning-by-discoveringmethodandareguidedtoensurethatall they want.Traineesrepeatanddiscoverdetailsofasystemorfunctionontheir They canusethetoolasmuchnecessary,whenevertheywant,wherever and procedures,applycontinuousskillreinforcementoveragain. Pilots canperformaself-pacedstudytoacquireknowledgeonbothsystems Concretely, theACEtrainerisa3DvirtualandinteractiveA350XWBcockpit. form oflearningcoloursthewholeA350trainingconcept.” functionality thatthepilotisinteractingwith.Thismoreinteractiveandadapted pace. Interspersedwiththesimulation,asystemguideexplains learn theupdatedA350interfaceandfunctionalitiesbytryingitoutattheirown mobile andfullyfunctionalA350cockpitsimulatorwhichallowsthetraineesto Kate How doesACEwork? ACE WHELLER optimized sessions. reduces thetrainingcourseby twodayswhilefreeing-upFullFlightSimulatorsforlonger,more The availabilityofthisself-based-study aswellthemotivating,holisticapproachtopilot training Used ontabletdevicesitistotally portableandmaybeusedwheneverwhereverthepilot wishes. ACE isalearning-by-discovering methodforpilotTypeRatingtraining. CONCLUSION , theprojectleaderofACEdevelopmentexplains:“

istheimpressionofanaviationexpert 3

It isa

“ “Very goodtooltotrain to thepreviousCBT” advanced compared “ACE ismuchmore feedback. very encouragingcustomer ACE trainerhasprovokedsome One yearafteritsintroductionthe feedback Customer available in2016. trainer fortheA330whichwillbe Airbus toalsodevelopanACE This enthusiasmhasencouraged the course” continue usingitafter and Iwouldliketo “ACEisremarkable systems” with thedifferent Airbus CockpitExperience

15 FAST#57 16 FAST#57 repairs composite A350 XWB [email protected] AIRBUS A350 StructureEngineering Sébastien S.DUPOUY [email protected] AIRBUS NDT ProductLeader Cédric CHAMFROY [email protected] AIRBUS Repair EmbodimentEngineering Guillaume FERRER Article by(lefttoright) to compositestructure of in-servicedamage Analysis andrepair

assessment processesandprovenrepair solutions. to accidentalgroundserviceimpacts,simplified damage requirements withbenefitssuchasincreased resistance procedures. Ithasbeendesignedtofulfil in-service performance (weight),butalsoitsmaintenanceandrepair Not onlyhasthisstructureimprovedtheaircraft’s design overthepastyears. which hasprogressivelyreplacedaluminiuminaircraft name usedfor“CarbonFibreReinforcedPlastic”(CFRP), structure ismadeofcomposite.Compositeashort Wide Body)comparedtomostotheraircraft:itsprimary is somethingverydifferentabouttheA350XWB(Extra Although youwouldn’tnoticefromtheoutside,there

A350 XWB composite repairs

Robustness by design The structural robustness of an aircraft is the ability of its structure to sustain in-service loads through its entire life under realistic environmental conditions, with no or minimum maintenance actions resulting from common in-service threats. In this way, structure robustness improves the availability of the aircraft while reducing the operation and maintenance costs throughout its life. Robustness is not required by certification. However, Airbus has considered it (through extensive tests) in the development of its new Carbon Fibre Reinforced Plastic aircraft: the A350.

GFRP = Glass Fibre Reinforced Plastic CFRP = Carbon Fibre Reinforced Plastic CFRP Sandwich Titanium alloy Aluminium alloy GFRP = Glass Fibre Reinforced PlasticQuartz Fibre Reinforced Plastic CFRP = Carbon Fibre Reinforced Plastic CFRP Sandwich To ensure the strength and resilience required by the new composite structure, Titanium alloy Airbus gathered data from its in-service fleet of mechanical impact scratches and lightningAluminium strikes (sources, alloy locations and dimensions). Quartz Fibre Reinforced Plastic Extensive tests and further engineering analyses permitted a conversion of this data from aircraft metal structures into composite structures and the corresponding threats and damages data. These ‘typical’ damages have been implemented in the section of the Allowable Damage Limit (ADL) of the Structural Repair Manual (SRM). 17 FAST#57 A350 XWB composite repairs

Damage conversion process from metal to CFRP

SRM SRM Impact tests Chapter In-service Chapter (metal fuselage) 7 damage reports 8

SRM SRM SRM SRM Dent depth = f Dent depth Chapter Chapter Damage Chapter Chapter FH/FC date (energy) 7 in service 8 8 location 8

SRM SRM SRM Impact energy Chapter Impact rate Chapter Aircraft Chapter in-service 8 of occurrence 9 zoning 9

Metal domain Impact threat

CFRP domain SRM Impact tests Chapter (CFRP) 10

SRM SRM SRM Detectability Chapter Damage tolerance Chapter Dent depth = f Chapter tests (BVID) 10 criteria for composite 10 (energy) 10 structure sizing Dent depth = f (delamination) SRM Chapter Robustness criteria 11

Calibrated mechanical impact tests on CFRP All types of mechanical impact and lightning structure are compared with the same tests strikes are analysed. performed on aluminium structure. 18 FAST#57 A350 XWB composite repairs

The ‘Line Tool’ is used for analysis when the visual indication of an impact exceeds one inch on the composite structure.

SRM SRM Impact tests Chapter In-service Chapter (metal fuselage) 7 damage reports 8

SRM SRM SRM SRM Dent depth = f Dent depth Chapter Chapter Damage Chapter Chapter FH/FC date (energy) 7 in service 8 8 location 8

SRM SRM SRM Impact energy Chapter Impact rate Chapter Aircraft Chapter in-service 8 of occurrence 9 zoning 9

Metal domain Impact threat

CFRP domain SRM Impact tests Chapter (CFRP) 10 The after sale aspect of securing the robustness, allowable damage annealing or facilitating the maintenance of the A350’s structure containing a high amount of CFRP, has from the start of its development been considered. SRM SRM SRM Detectability Chapter Damage tolerance Chapter Dent depth = f Chapter tests (BVID) 10 criteria for composite 10 (energy) 10 structure sizing Damage assessment Dent depth = f The objective pursued by Airbus has been to develop a damage assessment process (delamination) Used by a to facilitate aircraft dispatch. Damage to composite materials usually requires the SRM line mechanic intervention of a qualified Non-Destructive Testing specialist who conducts inspections Chapter using ultrasound. This is no longer necessary on the A350 for two reasons: Robustness criteria 11 to inspect impacts, • Firstly, damage assessment of routine impacts can be visually assessed. If the visual the tool gives indication does not exceed one inch (2.5 cm) diameter, then the aircraft can be a clear ‘GO’ or dispatched safely because of the A350’s structural robustness. Even in the case of a lightning strike, an aircraft can be dispatched safely with no further NDT if the ‘NO-GO’result damage falls within this criterion. • Secondly, aircraft can be dispatched more quickly because of an Airbus-patented innovation called the “Line tool”. This tool is used when the visual indication of an impact exceeds one inch on the composite structure. This ‘GO/NO-GO’ tool can be used by line mechanics if a significant incident has occurred. After a short functional test, the inspection is performed using a wheel probe on the composite structure. The ‘Line Tool’ then displays the result of the inspection: ‘GO’, meaning the absence of delamination, allowing aircraft dispatch; or ‘NO-GO’, calling for a further NDT inspection. In addition, this tool can help locate structural elements which are not visible from the aircraft’s external skin. This tool is provided in a transportable kit that can be easily stored on the aircraft or may be located at an outstation. Airbus continues to develop this simplified approach to damage assessment on composite structures. For instance, an evolution of the line tool will soon enable operators to automatically obtain the exact size of a delamination, which is expected to save several hours in the damage assessment process. 19 FAST#57 20 FAST#57 and bondedtechniques complex repairs,mixingbolted Airbus successfullydemonstrated Using afullscalemodel, A350 XWBcompositerepairs

and referencedintheStructureRepairManual. by CAPAERO(France)isqualified The “COMPDRILL”kitcommercialised damage, develop newrepairprocessesandease solutionembodimentforA350 operators. Through anA350 dedicatedteam,Airbusiscontinuously developingnewsolutions toanticipatemajor structure repairs haveproventheirefficiency. But thisisnottheend of thestory. The A350hasenteredintoservice ayearago,andthesolutionsdevelopedbyAirbusoncomposite CONCLUSION

protection (ExpandedCopperFoil-ECF),thequickpermanentcosmeticrepaircanbe Combining adhesivepaste(EA9394orEC2226),drycarbonfibreandlightningstrike repair thatmustbeperformedatthenextmaintenancecheckorscheduledstop. An HSTrepair(600FlightCycles)isatemporaryandpermanentcosmetic the minimumofdispatchdisturbance. the mostrecommendedandefficientwaytoreleaseanaircraftbackintoservicewith For non-structural(cosmetic)repairsontheA350,HighSpeedTape(HST)remains Non-structural repairs The targetentry-into-serviceofthisalternativeprocessisforeseen attheendof2016. (Civil AviationCompositeRepairCommittee)prepreg’material witha140°Ccurecycle. Full scaletestshavebeenimplementedandtestedwithsuccess, usinga‘CACRC ‘out-of-autoclave bondedrepairs’willenableadditionalrepair scenarios. Launched in2014andcurrentlybeingcertified,adedicated project aimingtoqualify Future developments • • • Overhaul (MRO)organizationsandinclude: repair. TheyaredetailedinalistavailableforairlinesandMaintenanceRepair Dedicated toolingandhardwarehavebeendevelopedtoenablesafeaccurate Tooling andhardware of apre-curedCFRPdoubler(Airbuspart)replacingthemetallictemporarydoubler. period (3years/3,600FlightCycles)isover,theconversiontoapermanentrepairconsists the outsideofstructuretoeaserepairembodiment.Oncetemporarygrace operation. Compositededicatedblindboltfasteners(Composilock)areinstalledon internal structureaccess,andavoidingtheneedforanNDTinspectionafterdrilling certified byAirbusthatpermitssafedrillingfromtheoutsidewithout needingany standard aluminiumbolteddoublers.Adedicateddrillingdevice(CompDrill)hasbeen For largerdamages,asetofSRMtemporaryrepairshasbeendevelopedusing Structural repairs(fuselage) fast curingcycleat100°C. performed inlessthanonehour,usingabasicskillsset,legacymaterialsandnew part (L-angle) Example ofstandardpre-curedrepair the availabilityatcustomer’smaintenancebaselocation, Special drills,fasteners,installationandremovaltoolsneededtoperformtherepair. Pre-cured parts(doublers,stiffeners,clipsandshims), A completesetofconsumablematerialsinakitformattosimplifyandensure ancillary materialsforaQuickCosmeticRepair Composite MaterialBoxprovidingallflyableand

A350 XWBcompositerepairs

21 FAST#57 22 FAST#57 for TechnicalData Virtual Reality&3D • • • • some veryrealbenefitsforengineerssuchas: this fascinatingandvirtuallyrealexperienceexiststoallow Known asRHEA(RealisticHumanErgonomicAnalysis) figure withhumandimensions. or evenbecomepartofthesceneasanavatarartificial environment, andtheycaninteractwiththedigitalmodel, The viewerhasthesensationof“entering”virtual or tiltstheirhead, recalculated inreal-time,whentheuserchangesposition inertia, theperspectiveofprojectedDMUdisplayis Wearing 3Dglassesthatincludeaunitwhichcaptures onto afullscalescreen. In thedarkenedroomsvirtual3Dmodelsareprojected DMU withanimmersiveVirtualRealityexperience. well asHamburg,Germanyallowengineerstoconsultthe Airbus plantsinToulouseandSaint-Nazaire,France,as paradise” -infactthenewVirtualRealityroomscreatedat Technical Datateamhaveofferedthemselvesa“gamers At firstglanceyoucouldbeforgivenforthinkingthatthe downstream phasesoftheproductlifecycle,includingTechnicalData. the A380programme.Theinvestmentinvirtual3Dmodellinghasgreatlybenefitted Digital Mock-Up(DMU)hasgraduallybecomegeneralizedinaircraftdesignsince design. dismounting maintenanceprocedures, by theusertoconsiderdifferentperspectives, and/or partiallyrealisticviewthatcanbemanipulated the requiredinformation, An improvedconsistencyofinformationwithengineering Animated graphicstoshowthekinematicsofmounting/ Richer graphicsthatcandisplayatechnicallycomplete Easier navigationaroundavirtual3Daircrafttowards

[email protected] AIRBUS Product Leader3DGraphics Bertrand SOUQUET Article by(left)

that arevitalforthecreationofan environment thereareafewkeyfactors for yourbraintoperceiveavirtual that arehappeninginworld.Inorder simply aspectatoroverseeingtheevents Your perceptionisnotaltered,youare world thatyouhavebuiltyourself. on abattlefieldoreveninyourownlittle driver seatofacar,intherolesoldier into aninteractiveworld,suchasthe developed thetechnologytoputuser A lotofvideogameshavealready instead oftheonetheyareactuallyin. the feelingofbeinginthatenvironment simulated environmentthatgivestheuser Immersive VirtualRealityisacomputer What is‘immersive’VirtualReality?

three-dimensional depthinasimilarway scopic displaytogivetheimpressionof is throughaheadsetthatusesstereo popular waystoexperienceVirtualReality Although notnecessary,oneofthemost immersive VirtualRealityexperience. allow userstobeablefreelymove Immersive VirtualRealityalsoneedsto of beinginsidethisvirtualenvironment. images thatgivestheuserimpression ation oftheperspectiveprojected tracking ofyourmovementandrecalcul- of theimmersiveexperience,itis ability topresentanimageas3Dispart and interpretvisualinformation.This to howeachofoureyescombine

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audio stimulation. real byaddinghydraulicmovementand visual projectionsaremadeincreasingly For example,infullflightsimulatorsthe happening inthevisualenvironment. be usedthatcorrespondswithevents the mind,othersensorialstimulation inside thismake-believeworld.Totrick Reality istoconvinceusersthattheyare The ultimateaimofimmersiveVirtual Stimulating thesenses users aperceptionofimmersion. tives andrenderinginreal-timethatgives that recalculatesenvironmentperspec It isthisfreemovementinavirtualworld themselves withinthe3Denvironment. Virtual Reality&3DforTechnicalData

can

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23 FAST#57 24 FAST#57 Virtual Reality&3DforTechnicalData FIN -FunctionalItemNumber CGM -ComputerGraphicsMetafile CDIS -locatedonAirbusWorld AWD -AircraftWiringDiagram • AWDATA91. • StructuralrepairIPD, • MaintenanceIPD, • Maintenanceprocedures, Data moduleslinkedtozonesare: and individualzones. isolate mainzone,sub-zones (-900, -1000management)andcan This isconfiguredatMSNlevel 3D zoning VRML -VirtualReality MarkupLanguage IPD/IPC -Illustrated PartsData/Catalogue

3D products,inVRMLformat,producedbyA350XWBTechnicalDataare: which complementorreplaceclassical2Dillustrations. most complete3Dtechnicaldata.Theprogrammeusesthousandsofgraphics Airbus’ latestprogrammewasalmostentirelydigitallydesignedandassuchhasthe A350 XWB-principalbeneficiaryoftheDMU “torque”, etc. messages, suchas“warning”,“caution”, embedded toemphasizeimportant 3D avatarandsymbolscanbe considered asacomplementtothem. (text and2Dillustration)buthastobe the existingtechnicaldatadeliverables 3D animationisnotintendedtoreplace actions sufficiently. and illustrationscannotexplainthe or orientationsofcomponentswhentext 3D animationexplainsthemovements tasks forbetterunderstanding. provide aquickreviewofmaintenance The maingoalof3Danimationisto 3D animation • • • • • 3D ARFCAircraftRescueandFireFightingChart. - CDISwithESN-ELA(ElectricalLoadAnalysis), 3D ESN(ElectricalStructureNetwork)forelementsavailableonAirbusWorld: - ElectricalharnessroutingandFINslocationinAWDATA91. - ElectricalharnessinstallationinIPDATA91, - StructuralpartidentificationinstructuralrepairIPD, 3D interactivegraphics,inreplacementofCGMillustrationsfor: 3D animationformaintenanceprocedures, 3D zoningfornavigationinAirN@vlinemaintenance,

3D interactivegraphics in classical2Dillustration(CGMformat). or thicknessdescriptionarestilldelivered Some graphicssuchascompositelayers A vectorialprintoftheviewispossible. localize theirpositionintheaircraft. of the3Dpartsinordertoimmediately section isdisplayedintranslucentontop A 3Dsimplifiedmodelofanaircraft interactivity withthepartslist. 3D partsare‘hot-spotted’toallow • • • illustrations, for: These replaceclassicalCGM

and FINslocationinAWDATA91. Electrical harnessrouting in IPDATA91, Electrical harnessinstallation in StructuralRepairIPD, Structural partidentification Virtual Reality&3DforTechnicalData

25 FAST#57 26 FAST#57 for testingholeswiththeeddycurrentmethod. * Rototest:inspectiontoolwitharotative probe inspection procedures. Manual (AMM)teammemberswhoareresponsibleforwriting The taskdatawascommunicatedtoAircraftMaintenance - - - design teamto: The informationsuppliedby3DVRcalculationallowedthe - For example: 2 - - For example: 1 gramme anddefinition,informationwasneededinorderto: In thescopeofaircraft’sstructure,maintenance,pro to thewing,engine,nacelle,pylon,etc. use of3DVRintheA320programmefordesignchanges The adventoftheneo(newengineoption)hasallowed A320neo usecase Virtual Reality&3DforTechnicalData on themodelstocheckforeaseofaccess. allow userstoprojectthemselvesintotheDigitalMock-Upandact A navigationremotecontrolandarepresentationofhumanhand, office). fatigue calculationswhichareperformedbytheStress ance tasks, detailed), the fatigueRototest*inspectionoflateralpanels? (e.g. engineremoval) having toremovethepylon, maintenance tasks(corrosionandfatigue) Define thetaskthresholdandintervals(onlyforcorrosion, Define theaccessrequiredtoperformstructuremainten- Define thetypeofinspection(e.g.visual,detailed,special Is itmandatorytoremovetheengineinorderperform Challenge heavymaintenancetasks Removal ofimpracticalaccessfrommaintenancetasks. Inspection oftheenginepylonspigotreceptaclewithout Validate accessibilityrelatedtosomeofthestructure

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a speciallydesignedtoolisavailable. removal isperformedbyapersonofsmallstatureandthat This accesscheckwasbasedonassumptionsthatthe be necessaryforthistask. calculated thattwoworkingshiftswithmechanicswould provide accesstotheleakingoutboardPECs.Itwasalso was toslightlymovethetanksfromtheirinitialposition VR establishedthattheoptimalwayofreplacingO-rings particularly confinedaccess. the LowerDeckCabinCrewRestCompartment,whichhas replaced withouthavingtoremovethetankslocatedbehind However, confirmationwasneededthattheO-ringscouldbe the tank. panels ordecompressionwithouttheneedtoremove Most PolarEndCapsareaccessiblefrommaintenance review theAMMtasksfortheirreplacement. End Cap(PEC)ofpotablewatertanks.VRwasusedto A380 aircrafthaveexperiencedleakingO-ringsonthePolar A380 usecase without removingthepotablewatertanksfromaircraft. VR calculationsfoundthatPolarEndCapscouldbeaccessedandreplaced

Characteristics manual. illustrations incorporatedintheAircraft is currentlyinposterformandas2D This complementstheARFC,which and crewasquicklypossible. firefighters canevacuatepassengers information ontheaircraftsothat rescue personnelwithrelevant The purposeoftheARFCistoprovide on AirbusWorld. and FireFightingChart)published is theA350ARFC3D(AircraftRescue A recentexampleoftheuse3D ARFC 3D(AircraftRescueandFireFightingChart) capabilities fora richer,navigableexperience that simplifiestheunderstanding oftechnicalcontent. Design datafrom theDigitalMock-Up,cannow beconvertedinto3Dinteractive graphicsthatoffer One oftheintentionsTechnical Dataistoprovideefficientvisualizationoftextualinformation. CONCLUSION

Virtual Reality&3DforTechnicalData

27 FAST#57 Augmented Reality Augmented Reality in Airbus

New opportunities to assist aircraft maintenance and engineering

Augmented Reality (AR) is a field of technologies that improves a user’s situational awareness by bringing them relevant contextual digital information in a suitable format and time frame. Unlike Virtual Reality, which is entirely based on a simulated world, AR roots are the real world, which is then mixed with a numerical world. Article by (left to right) AR can result in time, cost and energy savings; for example, natural, dynamic, step-by-step visualisations of complex processes can lead to fewer errors and better Siegfried SOLDANI task comprehension and execution. For these reasons, Airbus is considering the Research Engineer deployment of AR systems that are finely-tuned to specific identified uses and which AIRBUS are compliant with aeronautical industry requirements. [email protected]

Sebastien DEDIEU Several Airbus Group teams are working together to design, assess and deploy Research Project Manager concrete AR solutions and support various internal initiatives. In the research entity AIRBUS Airbus Group Innovations (AGI), a dedicated team is exploring uses and suitable [email protected] algorithms. They are working closely with ProtoSpace, the Airbus project catalyzer environment inspired by Fablabs, which is deeply involved in that domain and focused Pascale HUGUES on both technology assessment and rapid knowledge acquisition. Studies for Airbus Research Engineer Customer Services are conducted by the @MOST Research & Technology project, AIRBUS GROUP INNOVATIONS converting the experiences into solutions that pave the way for implementation with [email protected] the business. Following the successful deployment of AR technologies in Airbus manufacturing, other domains have become candidates: Airbus Customer Services Alexandre GODIN is among them. ProtoSpace Technologist AIRBUS [email protected] 28 FAST#57 Augmented Reality

Definition The term “Augmented Reality” was introduced by an aeronautic engineer in early 1990s. The foundations of this technology field started in the 1960s with the elaboration of the first rudimentary, experimental see-through displays, superimposing digital images on top of the user’s field of view. Nevertheless, although AR is often limited to a visual context, it is in fact much more than that, as it includes all other human perception modalities of hearing, touch, smell, etc. The definition given by Sébastien BOTTECHIA in 2010 takes into account this multidimensional aspect of AR: “It is a combination between the physical space and the numerical space in a semantically linked context”. In other words, it is a system that enriches users’ natural perception of their surroundings by overlaying digital information in an suitable format that is linked to it, in real time. This process aims at “augmenting” the limited human perception through access to relevant numerical data, which is not naturally available in the environment: the term “Augmented Perception” would be actually more appropriate to designate this domain.

Architecture

Major components of an AR system are: • Sensors collecting data about the near user environment > context recognition, • Means to compute input and output data > data integration, • Interfaces to bring the information to the user and eventually enable interaction > data communication.

A simple example of an AR system is the radar-assisted parking technology that is fitted into the rear bumpers of some cars. The driver’s natural field of view behind the car is limited by the structure. As a consequence, some parking manoeuvres are not easy. So, some car manufacturers have put sensors in the rear bumpers to collect distance data in real-time. This data is then processed, integrated and translated into exploitable information, and communicated via different interfaces (sound, display, vibration): drivers know the distance to impact through their augmented perception of the current situation. Thanks to this system, parking becomes easier, quicker and safer.

AR shows the position of the radar in the A350 radome 29 FAST#57 Augmented Reality

Augmented Reality in aeronautics AR has been known in aeronautics from the 1970s with the development of Head Up Displays (HUD - see FAST 56). It is a system enabling pilots to access relevant information in their direct line of sight when looking through the windshield. Using it, they can pilot the aircraft without looking away from their focal point (runway, other aircraft, etc.), and still collect external environment information. Developed for air-to-air combat operations in which pilots had trouble switching between internal instrument and external view, such systems have also proved beneficial for commercial operations.

Head-Up Displays allow pilots to access Based on progress in the digital industry democratizing high technology (such as, relevant information in their direct line of sight increases in processing capability, ever-shrinking hardware, more efficient batteries, improvements in the ratios of cost-performance in optics and electronics components, etc.), new ways to design and use AR systems can now be considered. For example, the automotive industry is currently trying to develop HUD systems that fit industry constraints (cost, layout, etc.). Such technologies can now be applied at the scale of individuals in aeronautics such as workers on the Final Assembly Line, engineers, mechanics or pilots. This industry, which requires extensive know-how and relies on man-based process- es, is conducive to deploying AR technologies. Indeed, systems are increasingly complex while design and training phases are becoming shorter and shorter. Easier, faster and safer operations, that capitalize on available big data and potentially lead to time, cost and energy savings are key differentiators in this very competitive environment. AR is one of several solutions that can open new perspectives especially for the manu- facturing and maintenance of a product which requires the highest quality standards possible. Mobile, light and inexpensive technologies will enable people to connect and access relevant ‘big data’, accessing relevant digital content on-demand to perform their daily jobs. 30 FAST#57 Augmented Reality

Design criteria: the example of Google Glass®

AR systems are by definition intrusive, impacting the user’s as social and human factors issues (privacy, self-image, perception of the environment. A fine balance needs to be distraction, limited autonomy, etc.). Google® is no longer found between the various design criteria: technology, use and targeting a public release for Glass®, but the company now user, that allow the benefits of AR without potential negative appears to be developing for specific professional uses. effects (disturbing the user’s environment, too complex, etc.). Indeed, professionals are very interested in the benefits that Each time one of the criteria changes, the global balance has this type of technology can bring because the industrial to be reconsidered. This explains why there are currently no environment makes it a relevant candidate for initial deploy- standard mass-market AR solutions available that are powerful ment. Tasks and processes can be precisely studied and and versatile enough to satisfy the varying needs and wishes controlled, and users can be specifically chosen and trained, of all users at the same time. overcoming the issue of variability. Microsoft® were quick to The best recent example illustrating this complexity is the understand this when developing its new product HoloLens®, programme “Glass®”, launched in test phase in April 2012 which introduces a new generation of mobile smart devices by Google®. Google® designed a semi-autonomous system and opens new perspectives for applications compared to (coupled with a smartphone or computer) embedded in a previous solutions (thanks to the integration of new technolo- single arm of a pair of glasses. It includes sensors (camera, gies and its intrinsic ergonomic qualities). Inertial Measurement Unit), computing means (processing All the various devices, technologies, algorithms and uses are units, storage, and battery) and an interface (a transparent constantly evaluated in Airbus: first in Airbus Group Innovations screen adding digital images on the top right of the user’s and ProtoSpace centres to learn and acquire the technological field of view). experience required for potential future deployment, then in Google Glass® was presented as the future mass-market AR close collaboration with the various Airbus business experts. connected mobile electronic device for everyday use. In 2015, Specific developments are then undertaken and the teams after an initial positive welcome from the public and several iterate towards an industrial solution. test phases, the Google Glass® project was not launched as a general release product, having been paralysed by the gap between user expectations and technology capabilities as well

Comparitive analysis: Google Glass® vs Microsoft HoloLens®

Google’s Glass® (2012 edition) is a semi-autonomous system Microsoft® refers to HoloLens® as the first untethered holo- (coupled with a smartphone or computer) embedded into a graphic computer. It is a fully autonomous augmented reality single arm of a pair of glasses, running the mobile Android OS. headgear, that hosts computer-class components and runs Its hardware architecture is limited by its minimalist design, Windows 10 (an AR specific version). Easily settable, well which nevertheless allows ergonomic qualities. It includes a full balanced and quickly removable, Hololens® integrates pack of sensors (camera, Inertial Measurement Unit), comput- advanced sensors allowing very precise tracking of the user ing means (processing units, storage, and battery) and a in their surroundings. Two high definition transparent screens transparent screen displaying digital images on the top right of in front of each eye, display digital images in the user’s natural the user’s field of view (monocular – no 3D). Interactions are field of view, in 3D, overlaid on top of the “real” world. based on a small touch area on the side of the glass. The advanced integrated tracking and scanning capabilities, The limited capacities of the device and the screen interface very powerful architecture, binaural sound system and display type make it very well adapted for the display of simple performances enable digital artefacts to be seamlessly as-and-when needed notifications (pop up mode). It is not integrated with the environment, to interact with it and be adapted to display complex information and is not ideal for perceived by the user almost as non-digital. Interactions are prolonged use (forces users to focus unnaturally with one eye based on natural gestures (head, hand) and voice. to the top right). Integrates digital objects, that are perceived and behave Integrates digital notification to the user’s perception of almost as if they were real in the user’s perception of the the environment. environment. 31 FAST#57 Augmented Reality Users and uses

One of the latest Airbus successes comes from integrated teams from AGI and manufacturing centres who developed and deployed MiRA, an AR based application. This application for the inspection of Airbus aircraft elements superimposes a corre- sponding digital version onto the real installation (thanks to a camera based calibration process). MiRA, deployed since 2011 and commercialized outside of Airbus by Testia (an Airbus subsidiary), is used by 600 engineers to ease inspection tasks at Airbus plants. Used with tablets, the application will soon be available in a projection version for installation support, giving access to step-by-step instructions directly projected onto real parts. See instructions on page 2 Glasses-based AR applications which significantly reduce task lead time are also to be to see the cover of this magazine deployed for seat installation setup. This time reduction greatly improves working ‘augmented’ by a 3D A380 aircraft. conditions for technicians that have to kneel to prepare floor brackets. The glasses automatically provide them with real-time distance information thanks to a connection with a laser that is synchronized with the aircraft plan. This also allows them to perform their operation hands-free.

Increasing aircraft availability The large increases in passenger traffic over recent years makes aircraft availability one of the major challenges faced by airlines. Each minute the aircraft is on the ground is considered counter-productive: reducing aircraft immobilization during maintenance activities has become a high priority for airlines. To help airlines achieve these objectives, Airbus is prototyping AR systems to provide maintenance operators with mobile and real-time functionalities that simplify and accelerate their activities. One particular time-saving functionality is the capability to guide operators through the various aircraft zones, automatically optimizing their path. No time is lost searching for the right aircraft area or access, and users are guided straight to the next step of the process, depending on their position. Another tested functionality aims at precisely locating and visualizing components that are not directly visible (under various layers of structures or systems). Given the thousands of components in an aircraft, locating and identifying the correct one to test, then fixing or replacing, are time-consuming recurrent issues for maintenance operators. Another AR function currently being investigated is to superimpose digital information of the correct process needed to perform a task, directly onto the concerned part and based on existing documentation (AMM, IPC etc.). This visual technical demonstration could also be explained with a voiceover that the user can fully control. Added to the benefits of a guided, hands-free operation, the operator would also be able to give input and provide notes on the task performed directly digitalized and stored through the AR interface. This has led to the exploration of systems that enable operators in the field to reach any expert in the world, show them the situation in detail and get their informed recommendations. This is a reassuring AR solution that will drastically improve remote operations and many more use cases are currently being considered in various areas.

Airbus teams are testing and prototyping various types of AR systems taking into account the end-user and its environment.

AMM - Aircraft Maintenance Manual IPC - Illustrated Parts Catalogue 32 FAST#57 Augmented Reality

CONCLUSION

Today, Augmented Reality technologies are at a decisive point where progresses are increasingly meeting user expectations within the framework of the aeronautical industry. This progress corresponds with the developing capacities of current technology. Airbus’ permanently growing experience in this field, based on robust research by Airbus Group Innovations and practical knowledge acquisition by ProtoSpace, has resulted in increased benefits for business testing, adapting and applying preliminary solutions. Simulations show that the added value of AR deployment increases compared to Non-Recurring Costs (NRC). The use of AR, which will significantly impact ways of working, is not only interesting for Airbus, but for airlines, Maintenance Repair and Overhaul (MRO) organizations and other new maintenance services too. Conscious of this pool of improvement, Airbus continues to push the boundaries of technology via discus- sion, test and collaboration with the world’s best AR players. The opportunities to increase the efficiency of maintenance are encouraged by previous successes such as the MiRA project or the Final Assembly Line seat installation concept. Nevertheless, the maturity of current development has to be proved in an operational context. This is why Airbus, through its ProtoSpace centres that link between research, technology, business across the divisions, as well as the various industrial internal and external stakeholders around the world, is: • Preparing a transition phase to a new philosophy through internal rapid experience acquisition, • Building a global vision instead of case-by-case successes, spreading its know-how, • Taking the human factor and operational context into serious consideration during development. The comprehensive command of Augmented Reality and the rapid integration of this knowledge into deployable and scalable solutions, will enable Airbus to find new solutions to facilitate and accelerate airlines’ operational activities. 33 FAST#57 Configuration SBmanagement Article by

Jean-Philippe JACQ Head of Standard Service Bulletins Programme AIRBUS [email protected] 34 FAST#57 Number of aircraft MSN in effectivity 1000 2000 3000 4000 5000 6000 0

1987 Service Bulletineffectivity A300/A310 A320FamilyA330/A340A380

1988

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1991

1992 aircraft engineer. to discovermoreaboutthistechnicalpublicationwhichiswell-knownforany dealing withServiceBulletinseveryday,beforeIperformedaninternetsearch It took15yearsworkingintheaeronauticalCustomerServicesenvironment, Bulletins Service way to simplify efficient The the continuityof in-serviceaircraftconfiguration management. but notleast,accomplished ServiceBulletins are reportedbyoperators,guaranteeing and providecommercial, operationalandcontextual datafordecisionmakers. Last describe thebenefitsandrepercussions associatedwiththeimplementationaction aircraft typedesignthroughaset ofapprovedinstructions.ServiceBulletinsalso user’s views.Theyareprimarily technical,detailinginspectionsorchangestothe Service Bulletinsinaviationcan bedescribedindifferentwaysdependingonthe individual aircraftManufacturerSerialNumber(MSN)itemshavebeenproduced. publication, 15,000ServiceBulletinsapplicabletoatotalofalmost7million of thefirstA300,toimproveenginevibrationdetectioncircuits.Sincethis Airbus releasedthefirstServiceBulletinin1974,onlyafewmonthsafterdelivery Airbus ServiceBulletineffectivity understanding. aviation -theygivedetailedinstructionsandprovideillustrationsforeaseof All ServiceBulletinsshareacertaindegreeofcommonalitywiththosein conceivable productwebuy(cars,electricalappliances,pinballmachines...). modification. ServiceBulletinscanbefoundontheinternetforalmostevery issues inserviceorintroducecustomeroriginatingaircraftconversionsby Service Bulletinseveryyear,toimprovetheoriginalaircraftdesign,correct The aviationindustry,inbothcivilandmilitarysectors,producesthousandsof any otherfield”. uninformative: question: “Whatisaservicebulletininaviation”.Theanswerwassurprisingly My attentionwasimmediatelydrawnbythefirst“hit”displayingafascinating clouds ofdotsclearlyfollowthegrowthfleetforeachaircraftfamily. Bulletins arenotnecessarilyapplicableforthewholein-servicefleet;however the numberofaircraftMSNcoveredineffectivityonverticalaxis.Service In thegraphbelow,eachdotisaServiceBulletindispatchedsince1997,with

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1996 “A ServiceBulletininaviationisthesameasa

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2002

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2013 35 FAST#57 SB configuration management

What is configuration management applied to Airbus Service Bulletins? While a novice will depict an aircraft as a cylinder fitted with wings and engines, an aircraft configuration manager will see an individual aircraft as a large stack of modifica- tion numbers characterizing its exact technical definition status. Modification stacking is indeed the fundamental principle in configuration management. Each aircraft evolution by modification stacks on top of the previous modification. The last post-modification status serves as the pre-modification basis for the next modification of the stack. When an aircraft is delivered, Airbus provides operators with an aircraft inspection report (AIR) of the recorded modification stack for the given aircraft. This list of modifications is made up from the initial set of modifications necessary to achieve aircraft Type Certification and of additional standard modifications introduced as product improvement through later evolutions of the aircraft standard. Optional modifications chosen by the customer can also be added as the result of the aircraft customization process. Service Bulletins cover the embodiment of retrofitable modifications after aircraft delivery. Hence, Service Bulletins follow the same “modification stack-up” principle and link up with the previous Service Bulletin of the stack. The illustration below shows this principle.

Aircraft modification stack-up management principle

Mod.α and β are proposed for embodiment Customer request AFTER AIRCRAFT DELIVERY in-service via Service Bulletin α and β Upgrade Service Bulletin β valid for MSN 0001...0005 Airbus decision Standard Service Bulletin α valid for MSN 0001...0003

BEFORE AIRCRAFT DELIVERY

SB α SB α SB α Mod.MOD βα Customer originated embodied embodiment rejected viavia Mod. β optional modification planned SBSB βα

Mod. α Mod.MOD αα Standard modification via viavia Mod. α Mod. α Mod. α Mod. α Mod. α SB α SBSB αα on MSN 0004 onwards

TC TC TC TC TC TC TC TC Initial modification ∑Mod. ∑Mod. ∑Mod. ∑Mod. ∑Mod. ∑Mod. ∑Mod. ∑Mod. stack as part of

Modification stack Type Certificate

MSN MSN MSN MSN MSN MSN MSN MSN 0001 0002 0003 0004 0005 0006 0007 0008

Aircraft deliveries

Evolutions of the modification stack are recorded at Airbus for each in-service aircraft based upon operator reporting Service Bulletin embodiment status. This data is the primary source for customization of technical and operational documentation. It also defines the pre-modification status for each aircraft MSN in the effectivity of a later Airbus Service Bulletin. 36 FAST#57 SB configuration management

Why configuration management improves Airbus Service Bulletins? Aircraft MSN with the same modification stack, are managed in a similar way, allowing cluster groups of MSNs under specific Service Bulletin configurations. Configuring Service Bulletins results in a higher level of technical accuracy by defining pre and post-modification status and enabling appropriate detailed instructions for a given configuration. With configuration management, the content of Airbus Service Bulletins is not necessarily propor- tional to the amount of aircraft MSN included in the effectivity of the document. As the effectivity of Service Bulletins generally covers a large range of aircraft MSN, configuration management is used to simplify the content by grouping aircraft MSN in a configuration* where the technical solution is identical and the same technical instructions can be followed. Configuration management avoids duplication of technical content and significantly reduces the length of Service Bulletins. Producing service instructions for airline mechanics is a time-consuming exercise, especially for complex Service Bulletins. To save airline resources a solution known as SB+ was developed to reduce the time required to process and access Service Bulletin data (for more details contact: [email protected]): - Service Bulletins can be customised by configuration management. For example, by MSN or a set of MSN which use the standard filtering function in AirN@v Engineering. The benefits in terms of reduction of content size can be significant as shown in the example below.

SB envelope

870 pages

SB envelope -70% 600 pages in size

-60% -90%

in size in size SB by configuration

SB envelope 270 pages SB by configuration SB by configuration 120 pages 50 pages 50 pages 80 MH 25 MH 270 MH 3 configurations 9 configurations 5 configurations

In both cases the reduction of the Service Bulletin content is achieved by using appropriate functions to display the applicable work instructions for one or several of the configurations defined in the Service Bulletin. * other criteria exist such as aircraft type, weight & balance, etc.

CONCLUSION

Configuration management based on the ‘Modification stack up’ principle is a powerful tool deployed by Airbus to manage and record the detailed technical definition of each aircraft MSN, both before and after its delivery. Airbus Service Bulletins fully use this principle to ensure the most complete and accurate technical solutions are provided to customers. With configuration management, Service Bulletins are simpler and easier to understand allowing airlines’ engineering to save resources and Airbus to offer more services to operators. 37 FAST#57 FAST from the PAST There wouldn’t be any future without the experience of the past.

Not so long ago the time taken for turn-around was not calculated into the profitability of airline operations and the ground service was... rudimentary. Stewards assisted their glamorous passengers as they clambered up the rungs of a ladder to board their aircraft, while engineers refuelled by rolling in barrels on rails and filling by hand-pump. Destination and take-off times were carefully chalked onto a departure board attached to the aircraft. Today, aircraft carry a hundred times more passen- gers, and cost infinitely more. Every second on the ground is a second that the aircraft is not paying for itself. Which is why each ground operation is followed and optimized to minimize the time on-ground and maximize passenger comfort (see article on page 4). Photos courtesy of Airbus Corporate Heritage 38 FAST#57 We’ve got it covered Around the clock, around the world, Airbus has more than 240 field representatives based in over 110 cities

WORLDWIDE TECHNICAL, MATERIAL & LOGISTICS TRAINING CENTRES Tel: +33 (0)5 6719 1980 Airbus Technical AOG Centre (AIRTAC) Airbus Training Centre Fax: +33 (0)5 6193 1818 Tel: +33 (0)5 6193 3400 Toulouse, France Fax:+33 (0)5 6193 3500 Tel: +33 (0)5 6193 3333 USA/CANADA [email protected] Fax: +33 (0)5 6193 2094 Tel: +1 703 834 3484 Airbus Maintenance Spares AOG/Work Stoppage Fax: +1 703 834 3464 Training Centre • Outside the Americas: Hamburg, Germany CHINA Tel: +49 (0)40 5076 4001 Tel: +49 (0)40 7438 8288 Fax: +49 (0)40 5076 4011 Tel: +86 10 8048 6161 Ext. 5020 Fax: +49 (0)40 7438 8588 Fax: +86 10 8048 6162 [email protected] • In the Americas: Airbus Training Centre Americas FIELD SERVICE SUPPORT Tel: +1 70 3729 9000 Miami, Florida - U.S.A. ADMINISTRATION Fax: +1 70 3729 4373 Tel: +1 305 871 3656 Tel: +33 (0)5 6193 3936, [email protected] Fax: +1 305 871 4649 Fax: +33 (0)5 6193 4964 Spares In-Flight orders outside the Americas: Airbus Training Centre Beijing Tel: +49 (0)40 5076 4002 Tel: + 86 10 8047 5341 Fax: +49 (0)40 5076 4012 Airbus Training Centre Bangalore [email protected] Tel: +91 9880065511

Spares related HMV issues outside the Americas: Airbus Training Centre Delhi Tel: +49 (0)40 5076 4003 Tel: +91 9880065511 Fax: +49 (0)40 5076 4013 [email protected] Airbus Middle East FZE Dubai Tel: +971 4 602 78 62 Spares RTN/USR orders in the Americas: Training by Airbus Jakarta Please contact your dedicated customer spares [email protected] account representative [email protected] Airbus Asia Training Centre Singapore [email protected] 39 FAST#57 How can I fly more passengers to the most popular airports at peak times?

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

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