Airbus A350 XWB at a Glance
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Cranfield University Xue Longxian Actuation
CRANFIELD UNIVERSITY XUE LONGXIAN ACTUATION TECHNOLOGY FOR FLIGHT CONTROL SYSTEM ON CIVIL AIRCRAFT SCHOOL OF ENGINEERING MSc by Research THESIS CRANFIELD UNIVERSITY SCHOOL OF ENGINEERING MSc by Research THESIS Academic Year 2008-2009 XUE LONGXIAN Actuation Technology for Flight Control System on Civil Aircraft Supervisor: Dr. C. P. Lawson Prof. J. P. Fielding January 2009 This thesis is submitted in fulfilment of the requirements for the degree of Master of Science © Cranfield University 2009. All rights reserved. No part of this publication may be reproduced without the written permission of the copyright owner. ABSTRACT This report addresses the author’s Group Design Project (GDP) and Individual Research Project (IRP). The IRP is discussed primarily herein, presenting the actuation technology for the Flight Control System (FCS) on civil aircraft. Actuation technology is one of the key technologies for next generation More Electric Aircraft (MEA) and All Electric Aircraft (AEA); it is also an important input for the preliminary design of the Flying Crane, the aircraft designed in the author’s GDP. Information regarding actuation technologies is investigated firstly. After initial comparison and engineering consideration, Electrohydrostatic Actuation (EHA) and variable area actuation are selected for further research. The tail unit of the Flying Crane is selected as the case study flight control surfaces and is analysed for the requirements. Based on these requirements, an EHA system and a variable area actuation system powered by localised hydraulic systems are designed and sized in terms of power, mass and Thermal Management System (TMS), and thereafter the reliability of each system is estimated and the safety is analysed. -
Electrical Power Codde 1 Page 1 / 6 General Dgt97831 Issue 2
FALCON 7X 02-24-05 ATA 24 – ELECTRICAL POWER CODDE 1 PAGE 1 / 6 GENERAL DGT97831 ISSUE 2 ACRONYMS AC Alternative Current APU Auxiliary Power Unit BC Battery Contactor BIT Built In Test BTC Bus Tie Contactor CAS Crew Alerting System CB Circuit Breaker CLSC Cabin Load Shed Contactor CMC Central Maintenance Computer DC Direct Current ECU Electronic Control Unit EEC Engine Electronic Controller FADEC Full Authority Digital Electronic Control FBW Fly By Wire GCU Generator Control Unit GLC Generator Line Contactor GLSC Galley Load Shed Contactor GPC Ground Power Contactor GPU Ground Power Unit GSB Ground Service Bus LFSPDB Left Front Secondary Power Distribution Box LH Left Hand LPPDB Left Primary Power Distribution Box LRSPDB Left Rear Secondary Power Distribution Box LS Load shed MAU Modular Avionic Unit MDU Multi function Display Unit MMEL Master Minimum Equipment List O/C OverCurrent OP Overhead Panel OVHT OVerHeaT PDCU Power Distribution Control Unit PFCS Primary Flight Control System PMA Permanent Magnet Alternator PPDB Primary Power Distribution Box RAT Ram Air Turbine RATC Ram Air Turbine Contactor DASSAULT AVIATION Proprietary Data 02-24-05 FALCON 7X ATA 24 – ELECTRICAL POWER PAGE 2 / 6 CODDE 1 GENERAL ISSUE 2 DGT97831 RFSPDB Right Front Secondary Power Distribution Box RH Right Hand RPPDB Right Primary Power Distribution Box RRSPDB Right Rear Secondary Power Distribution Box S/G Starter Generator SOV Shut Off Valve SPDB Secondary Power Distribution Box SSPC Solid State Power Controller TRU Transformer Rectifier Unit VDC Volt Direct Courant DASSAULT AVIATION Proprietary Data FALCON 7X 02-24-05 ATA 24 – ELECTRICAL POWER CODDE 1 PAGE 3 / 6 GENERAL DGT97831 ISSUE 2 INTRODUCTION The Falcon 7X uses 28 Volts DC power for operation of the various systems installed in the airplane. -
Services of the A350 XWB | August 2015
More mobility for the world th ing e f in u Services for the A350 XWB a t t u r n e i a Extra-wide support M NEW 0 A 5 irbus A3 The new shape of maintenance With the entry into service of the A350 XWB (extra-wide body), Airbus is ushering in a new era in commercial aviation – ultra-efficient long-range travel in a new aircraft class. Yet support by an experienced MRO provider is essential in order to make the most of the excellent qualities this new twin-jet aircraft promises. Turning a vision into a profitable reality Preparation on the ground means success in the air Lufthansa Technik has always played an important role in the The Airbus A350 XWB is another quantum leap in technology, from unprecedented success story of Airbus: our engineers have the large share of carbon fiber composites and titanium alloys contributed valuable technical and commercial expertise to the used in its structure to its highly advanced turbofan engines. Since development of new Airbus aircraft. No other MRO provider a number of its system technologies are derivatives of its larger can can be proud of such a strong history of supporting aircraft sister, the A380 – such as the solid state power control, variable development. With the newest Airbus twin jet, Lufthansa Technik frequency generators and high-pressure hydraulics – Lufthansa once again helped to turn the vision of a new aircraft into a Technik has already gained substantial experience with these new working reality. Lufthansa Technik’s engineers participated in systems and their specific features. -
Type-Certificate Data Sheet
TCDS EASA.A.151 AIRBUS A350 Issue 24 Date: 26 June 2020 TYPE-CERTIFICATE DATA SHEET No. EASA.A.151 AIRBUS A350 Type Certificate Holder: AIRBUS S.A.S. 2 Rond-point Emile Dewoitine 31700 BLAGNAC FRANCE Airworthiness Category: Large Aeroplanes For Model(s): A350-941 A350-1041 Page 1 / 31 TCDS EASA.A.151 AIRBUS A350 Issue 24 Date: 26 June 2020 Table of Contents SECTION 1: A350-900 SERIES 4 I. GENERAL 4 1. Type/Model 4 2. Performance Class 4 3. Certifying Authority 4 4. Manufacturer 4 5. EASA Certification Application Date 4 6. EASA Type Certification Date 4 II. CERTIFICATION BASIS 5 1. EASA Certification Basis 5 2. Special Conditions 5 3. Exemptions / Deviations 6 4. Equivalent safety findings (21A.21(c)(2)) 7 5. Environmental requirements 7 6. Operational Suitability Data 8 III. TECHNICAL CHARACTERISTICS AND OPERATIONAL LIMITATIONS 9 1. A350-900 powered by RR engines 9 2. Data pertinent to all A350-900 series 11 IV. OPERATING AND SERVICE INSTRUCTIONS 15 1. Aircraft Flight Manual 15 2. Maintenance Instructions and Airworthiness Limitations 15 3. ETOPS 15 V. OPERATIONAL SUITABILITY DATA (OSD) 16 1. Master Minimum Equipment List 16 2. Flight Crew Data 16 3. Cabin Crew Data 16 SECTION 2: A350-1000 SERIES 17 I. GENERAL 17 1. Type/Model 17 2. Performance Class 17 3. Certifying Authority 17 4. Manufacturer 17 5. EASA Certification Application Date 17 6. EASA Type Certification Date 17 II. CERTIFICATION BASIS 18 1. EASA Certification Basis 18 2. Special Conditions 18 3. Exemptions / Deviations 19 4. Equivalent safety findings (21A.21(c)(2)) 19 5. -
Aircraft Collection
A, AIR & SPA ID SE CE MU REP SEU INT M AIRCRAFT COLLECTION From the Avenger torpedo bomber, a stalwart from Intrepid’s World War II service, to the A-12, the spy plane from the Cold War, this collection reflects some of the GREATEST ACHIEVEMENTS IN MILITARY AVIATION. Photo: Liam Marshall TABLE OF CONTENTS Bombers / Attack Fighters Multirole Helicopters Reconnaissance / Surveillance Trainers OV-101 Enterprise Concorde Aircraft Restoration Hangar Photo: Liam Marshall BOMBERS/ATTACK The basic mission of the aircraft carrier is to project the U.S. Navy’s military strength far beyond our shores. These warships are primarily deployed to deter aggression and protect American strategic interests. Should deterrence fail, the carrier’s bombers and attack aircraft engage in vital operations to support other forces. The collection includes the 1940-designed Grumman TBM Avenger of World War II. Also on display is the Douglas A-1 Skyraider, a true workhorse of the 1950s and ‘60s, as well as the Douglas A-4 Skyhawk and Grumman A-6 Intruder, stalwarts of the Vietnam War. Photo: Collection of the Intrepid Sea, Air & Space Museum GRUMMAN / EASTERNGRUMMAN AIRCRAFT AVENGER TBM-3E GRUMMAN/EASTERN AIRCRAFT TBM-3E AVENGER TORPEDO BOMBER First flown in 1941 and introduced operationally in June 1942, the Avenger became the U.S. Navy’s standard torpedo bomber throughout World War II, with more than 9,836 constructed. Originally built as the TBF by Grumman Aircraft Engineering Corporation, they were affectionately nicknamed “Turkeys” for their somewhat ungainly appearance. Bomber Torpedo In 1943 Grumman was tasked to build the F6F Hellcat fighter for the Navy. -
Airbus A350 Aftermarket Services Global Sales
Airbus A350 Aftermarket Services Global Sales Our regional business development managers are focused on working with you to understand the specific needs of your organization. Our managers work closely with our customer support team to convey your needs and develop tailored support programs to best address your objectives. General Manager Director, Global Aftermarket Commercial Aircraft Sales & Business Development Mark Brooks Andrea Davis Tel: +1 716 361 9704 Tel: +1 716 517 0085 [email protected] [email protected] Moog Inc. is a worldwide designer, manufacturer, and integrator of precision motion control products and systems. Over the past 60 years, we have developed a reputation for delivering innovative solutions for the most challenging motion control applications. As a result, we have Sales Manager, Account Manager, Sales Manager, Sales Manager, become a key supplier to the world’s leading aircraft manufacturers and are positioned on Americas Europe Northern Europe China virtually every platform in the marketplace – supplying reliable actuation systems that are Tim Leach Judith Bindert Phill Parsons Bruce Zhang highly supportable and add significant value for our customers. Tel: +1 716 864 7194 Tel: +49 171 261 0372 Tel: +44 7764 894719 Tel: +86 135 0126 0296 [email protected] [email protected] [email protected] [email protected] A key element of our success has been our customer focus. With Moog, you will find a team Technical Sales Manager, Technical Sales Manager, Technical Sales Manager, Technical Sales Manager, of people ready to deliver quality products and support services, all while being flexible and Global Europe Middle East, Africa Asia Pacific responsive to your needs. -
AP3456 the Central Flying School (CFS) Manual of Flying: Volume 4 Aircraft Systems
AP3456 – 4-1- Hydraulic Systems CHAPTER 1 - HYDRAULIC SYSTEMS Introduction 1. Hydraulic power has unique characteristics which influence its selection to power aircraft systems instead of electrics and pneumatics, the other available secondary power systems. The advantages of hydraulic power are that: a. It is capable of transmitting very high forces. b. It has rapid and precise response to input signals. c. It has good power to weight ratio. d. It is simple and reliable. e. It is not affected by electro-magnetic interference. Although it is less versatile than present generation electric/electronic systems, hydraulic power is the normal secondary power source used in aircraft for operation of those aircraft systems which require large power inputs and precise and rapid movement. These include flying controls, flaps, retractable undercarriages and wheel brakes. Principles 2. Basic Power Transmission. A simple practical application of hydraulic power is shown in Fig 1 which depicts a closed system typical of that used to operate light aircraft wheel brakes. When the force on the master cylinder piston is increased slightly by light operation of the brake pedals, the slave piston will extend until the brake shoe contacts the brake drum. This restriction will prevent further movement of the slave and the master cylinder. However, any increase in force on the master cylinder will increase pressure in the fluid, and it will therefore increase the braking force acting on the shoes. When braking is complete, removal of the load from the master cylinder will reduce hydraulic pressure, and the brake shoe will retract under spring tension. -
Calculated Drag of an Aerial Refueling Assembly Through Airplane Performance Analysis
NASA/TM-2004-212043 Calculated Drag of an Aerial Refueling Assembly Through Airplane Performance Analysis Michael Jacob Vachon and Ronald J. Ray NASA Dryden Flight Research Center Edwards, California Carl Calianno NAVAIR Patuxent River, Maryland EC03-0293-02 February 2004 The NASA STI Program Office…in Profile Since its founding, NASA has been dedicated • CONFERENCE PUBLICATION. to the advancement of aeronautics and space Collected papers from scientific and science. The NASA Scientific and Technical technical conferences, symposia, seminars, Information (STI) Program Office plays a key or other meetings sponsored or cosponsored part in helping NASA maintain this by NASA. important role. • SPECIAL PUBLICATION. Scientific, The NASA STI Program Office is operated by technical, or historical information from Langley Research Center, the lead center for NASA programs, projects, and mission, NASA’s scientific and technical information. often concerned with subjects having The NASA STI Program Office provides access substantial public interest. to the NASA STI Database, the largest collection of aeronautical and space science STI in the • TECHNICAL TRANSLATION. English- world. The Program Office is also NASA’s language translations of foreign scientific institutional mechanism for disseminating the and technical material pertinent to results of its research and development activities. NASA’s mission. These results are published by NASA in the NASA STI Report Series, which includes the Specialized services that complement the STI following report types: Program Office’s diverse offerings include creating custom thesauri, building customized databases, organizing and publishing research • TECHNICAL PUBLICATION. Reports of results…even providing videos. completed research or a major significant phase of research that present the results of For more information about the NASA STI NASA programs and include extensive data Program Office, see the following: or theoretical analysis. -
Transatlantic Airline Fuel Efficiency Ranking, 2017
WHITE PAPER SEPTEMBER 2018 TRANSATLANTIC AIRLINE FUEL EFFICIENCY RANKING, 2017 Brandon Graver, Ph.D., and Daniel Rutherford, Ph.D. www.theicct.org [email protected] BEIJING | BERLIN | BRUSSELS | SAN FRANCISCO | WASHINGTON ACKNOWLEDGMENTS The authors thank Tim Johnson, Andrew Murphy, Anastasia Kharina, and Amy Smorodin for their review and support. We also acknowledge Airline Data Inc. for providing processed BTS data, and FlightGlobal for Ascend Fleet data. International Council on Clean Transportation 1225 I Street NW Suite 900 Washington, DC 20005 USA [email protected] | www.theicct.org | @TheICCT © 2018 International Council on Clean Transportation TRANSATLANTIC AIRLINE FUEL EFFICIENCY RANKING, 2017 TABLE OF CONTENTS EXECUTIVE SUMMARY ............................................................................................................ iii 1. INTRODUCTION .................................................................................................................... 2 2. METHODOLOGY ................................................................................................................... 3 2.1 Airline selection .................................................................................................................................3 2.2 Fuel burn modeling..........................................................................................................................5 2.3 Fuel efficiency calculation ............................................................................................................6 -
Bagram Airfield, Afghanistan
UNITED STATES AIR FORCE AIRCRAFT ACCIDENT INVESTIGATION BOARD REPORT E-11A, T/N 11-9358 430TH EXPEDITIONARY ELECTRONIC COMBAT SQUADRON 455TH AIR EXPEDITIONARY WING BAGRAM AIRFIELD, AFGHANISTAN LOCATION: GHAZNI PROVINCE, AFGHANISTAN DATE OF ACCIDENT: 27 JANUARY 2020 BOARD PRESIDENT: BRIG GEN CRAIG BAKER Conducted IAW Air Force Instruction 51-307 EXECUTIVE SUMMARY UNITED STATES AIR FORCE AIRCRAFT ACCIDENT INVESTIGATION E-11A, T/N 11-9358 GHAZNI PROVINCE, AFGHANISTAN 27 JANUARY 2020 On 27 January 2020, at approximately 1309 hours local time (L), an E-11A, tail number (T/N) 11- 9358, was destroyed after touching down in a field in Ghanzi Province, Afghanistan (AFG) following a catastrophic left engine failure. The mishap crew (MC) were deployed and assigned to the 430th Expeditionary Electronic Combat Squadron (EECS), Kandahar Airfield (KAF), AFG. The MC consisted of mishap pilot 1 (MP1) and mishap pilot 2 (MP2). The mission was both a Mission Qualification Training – 3 (MQT-3) sortie for MP2 and a combat sortie for the MC, flown in support of Operation FREEDOM’S SENTINEL. MP1 and MP2 were fatally injured as a result of the accident, and the Mishap Aircraft (MA) was destroyed. At 1105L, the MA departed KAF. The mission proceeded uneventfully until the left engine catastrophically failed one hour and 45 minutes into the flight (1250:52L). Specifically, a fan blade broke free causing the left engine to shutdown. The MC improperly assessed that the operable right engine had failed and initiated shutdown of the right engine leading to a dual engine out emergency. Subsequently, the MC attempted to fly the MA back to KAF, approximately 230 nautical miles (NM) away. -
Systems Study for an Integrated Digital/Electric Aircraft (IDEA)
NASA-CR-3840 19850007405 NASA Contractor Report 3840 t i Systems Study for an Integrated Digital/Electric Aircraft (IDEA) G. E. Tagge, L. A. Irish, and A. R.Bailey CONTRACT NAS1-17528 JANUARY 1985 R [_.._ _ _ _'l _ €__!7 . ','7:2! ' ;: ;; 11) LANGLEY RESEJtRCHCEI",I_ER LIBRARY, NASA H;_4MPTO_JVIRG_N!A, NASA Contractor Report 3840 Systems Study for an Integrated Digital/Electric Aircraft (IDEA) G. E. Tagge, L. A. Irish, and A. R. Bailey Boeing Commercial Airplane Company Seattle, Washington Prepared for Langley Research Center under Contract NAS1-17528 N/ A NationalAeronautics and SpaceAdministration Scientific and Technical IntormatlonBranch 1985 FOREWORD This document constitutes the final report of the Integrated Digital/Electric Aircraft (IDEA)Program,ContractNASI-17528. The major studyobjectiveweres to definethe configurationof an IDEA aircraftd,efine technicalrisksassociatedwith the IDEA systemsconcepts,and identifytheresearchand developmentrequiredto reducetheserisksforpotentialapplicationto transporatircraft intheearly1990s. The NASA TechnicalRepresentativeforthistaskwas Cary R. SF1tzer;the Contracting Officerwas James Y. Taylor,of theLangleyResearchCenter. The work was accompUshed withinthe PreUmlnaryDesign Department of the Boeing Commercial AirplaneCompany. Key personnelwho contrlbutewdere: G. E.Tagge ProgramManager L.A. Irish StudyManager J.D.Vachal AerodynamicsTechnology L.A. Ostrom AerodynamicsTechnology R. H. Johnson PropulslonTeclmology G. G. Redfield PropulsionTechnology A. R. Bailey WeightsTechnology K. E. Siedentopf We_,_htsTechnology D. L.Grande StructuresTechnology C. B. Crumb Electronic FlightControlDesign F.Byford Mechanical FlightControlDesign W. F. Shivttz Flight Systems Technology C. W. Lee Flight Systems Technology P.J.Campbell FUght Systems Technology J. W. Harper Airframe Systems Technology-Electrlcal K. T. Tanemura AirframeSystemsTechnology-ECS E. C. Lim AirframeSystemsTechnology-ECS R. A. Johnson AirframeSystemsTechnology-ECS D. E. Cozby AirframeSystemsTechnology-lcing J.R. -
EGNOS BULLETIN Issue 34, Autumn’20 Edition
EGNOS BULLETIN Issue 34, Autumn’20 Edition Credits: Finnair https://egnos-user-support.essp-sas.eu/ https://www.essp-sas.eu/ 2 EGNOS BULLETIN | ISSUE 34 | AUTUMN’20 EDITION EGNOS implementation EGNOS BULLETIN | ISSUE 34 | AUTUMN’20 EDITION 3 EGNOS Success Stories FINNAIR’S A350 TRANSCONTINENTAL ROUNDTRIP USING SBAS LPV (WAAS & EGNOS) AT BOTH ORIGIN AND DESTINATION AIRPORTS Finnair’s A350 transcontinental roundtrip using SBAS LPV (WAAS & EGNOS) at both origin and destination airports Credits: Finnair Landing at HEL airport Finnair’s strategic vision of the future includes Moreover, they also confirmed the ADS-B out fundamental fleet management decisions that option, which is now an almost-basic requirement have borne fruit years later. to comply with EASA’s implementing rule and FAA As a launch customer of the Airbus A350 XWB, one. Both decisions made Finnair’s A350 future- Finnair received its first A350-900 in October 2015. proof from the manufacturing line. Five years later, Captain Marko Valtonen, Finnair’s Operational approval Fleet Chief Pilot for the A330/350, has performed Apart from airworthiness, the flight operation the first known transcontinental roundtrip between elements that allowed Finnair to perform those Europe and the USA using SBAS LPV approaches RNP APCH down to LPV minima comprised at both origin and destination airports with the two main activities: the training A350 (tail OH-LWI). of pilots and the modification of This singular flight used the latest SBAS technology the operational manual described Establishing approval to approach both airports using the United States generically in the PBN Manual (ICAO procedures that are efficient SBAS (WAAS) at John F.