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Flight Airworthiness Support Technology: January 2013
Flight Airworthiness Support Technology: January 2013
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eTaxi
U
Yann NICOLAS
R
1
ETAXI-TAXIING AIRCRAFT WITH ENGINES STOPPED
eTaxi
Taxiing aircraft with
engines stopped
The idea to taxi aircraft without the main engine its products and develop environmental-friendly
thrust is not recent. When Aerospatiales (one of solutions, Airbus Research and Technology
Airbus founder partners) design office provided programme has revisited this case with various
its conclusions on a study for motorised wheels solutions in the recent years. Todays improved
for autonomous taxiing for a 76 tonnes subsonic technologies considering more electrical equip-
aircraft back in 1977 (figure 1), the technology ment power over the equipment mass ratio, higher
and oil prices were not at todays high level, reliability figures and fuel prices together with a
making this idea a must to offer. As part of longer taxi time, are making an onboard solution
Airbus commitment to continuously improve for autonomous taxiing more and more attractive.
Yann NICOLAS
Research and Technology
Programme Leader
Aircraft Control
FAST 51
Airbus S.A.S.
2
ETAXI-TAXIING AIRCRAFT WITH ENGINES STOPPED
Figure 1
FAST 51
3
ETAXI-TAXIING AIRCRAFT WITH ENGINES STOPPED
eTaxi system
performances and
architecture
Whereas eTaxi system perfor-
mances and characteristics are still
under construction and refinement,
some key design objectives are
On-going testing emerging.
Airbus testing: the Landing Gear configuration,
Airbus is using the APTV (Accelerated to MTOW, and centre of gravity of TAXI-OUT AND TAXI-IN OPERATIONS
Pavement Testing Vehicle) so-called an A320. The MOSART (Modular
the Turtle (figures 3 & 4), in an Simulator for Airbus Research Tests) Studies have been conducted to
A320 configuration, to measure key simulator is used by flight test pilots propose the best operational
sizing parameters. Amongst them, to evaluate the most appropriate compromise between the eTaxi
the simulation of the breakaway eTaxi control device. More than five performance (speed, acceleration,
forces needed to move the aircraft different manoeuvrability concepts aircraft weight, external condi-
with almost square tyres, to test (HMI Human Machine Interface) tions, etc.) and the sizing (hence
the phenomenon after a long stop. have already been tested. additional hardware weight
This Turtle vehicle has been used onboard).
for the HTPT (High Tyre Pressure Partners testing: Airbus is aiming to achieve a
Testing - read FAST 48 magazine) Major partners have already performance requirement for taxi
but the Main Landing Gear beams pre-evaluated some concepts. They speed of 20kts (knots).
have been displaced and the are now assembling prototypes for This speed is fully compatible with
weight adjusted to correspond to full scale testing. airport ground traffic and does
not impact taxi time, whether the
aircraft will be equipped, or not,
with the eTaxi system. This has been
confirmed after having conducted
ground traffic simulations in
The Turtle several major airports.
Figure 3
FAST 51
4
ETAXI-TAXIING AIRCRAFT WITH ENGINES STOPPED
Figure 4
FAST 51
5
ETAXI-TAXIING AIRCRAFT WITH ENGINES STOPPED
Figure 5
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FAST 51
6
ETAXI-TAXIING AIRCRAFT WITH ENGINES STOPPED
Landing Gear
Alternate Brakes
Normal Brakes
Cargo Doors
These three circuits supply several systems such as flight controls, high-lift, landing gear extension/retraction, braking, etc.
The Green circuit supplies the normal braking system while the Yellow circuit supplies the alternate braking
and nose wheel steering. Yellow alternate braking is backed-up by the brake hydraulic accumulator, in case of Yellow
hydraulic system failure.
FAST 51
Note: The nose wheel steering has been powered by the Yellow hydraulic circuit system since the MSN 1939.
7
ETAXI-TAXIING AIRCRAFT WITH ENGINES STOPPED
TAXI-OUT TAXI-IN
8
ETAXI-TAXIING AIRCRAFT WITH ENGINES STOPPED
Figure 7
Block fuel = Trip fuel + Taxi fuel
Trip fuel
Thee eT
eTaxi system adds some weight; however the impact on block fuel is limit
ited
ed .
On a 500 NM flight, +400kg* represents an additional 16kg fuel burn.
* Weight non-contractual
Taxi fuel
2 engines taxi 12.5 kg/min Hybrid eTaxi 7 kg/min
(one engine at idle + APU)
Today eTaxi
Single engine taxi Full eTaxi
9.5 kg/min 2 kg/min
+ APU (APU only)
- 3%
Full eTaxi offers - 4%
about 3% fuel burn
- 5%
reduction* for typical
Fuel burn - 6%
A320 sector and taxi time reduction
-7%
* versus 2 engines taxi
- 8%
- 9%
- 10%
9
ETAXI-TAXIING AIRCRAFT WITH ENGINES STOPPED
CONTACT DETAILS
Yann NICOLAS
Research and Technology
Programme Leader
Aircraft Control
Airbus S.A.S.
Tel: +33 (0)5 61 93 68 20
Conclusion
The eTaxi (electric taxiing) system is a very In the long term, another generation
promising system that provides aircraft of eTaxi will likely emerge with the
autonomy, reducing the use of engines next generation of short-medium range
during the taxi operations. It leads to aircraft. As an example, we already know
substantial fuel savings while reducing that eTaxi may offer many additional
emissions. functionalities and benefits, when fully
Airbus is actually investigating, in close integrated in the aircraft design from
collaboration with several industrial the beginning, This is especially true when
partners, different architectures and we consider the more electrical aircraft
technologies for the best possible architectures which are being studied by
integration at aircraft level. A fully mature Airbus, targeting a more efficient aircraft.
solution which preserves the recognized The More Electrical Aircraft, or even
A320 Family Operational Reliability (OR) in the future the All Electrical Aircraft
is targeted. Airbus is using all its available concepts, are aiming to make the electrical
development, tests and certification power the main or sole source of on-board
resources to converge toward the most power for flight controls, high-lift, the
optimized solution. Environmental Control System, wing
eTaxi must be easy to install, remove, anti-ice, etc. This would allow the hydraulic
operate, and also easy to maintain. and bleed systems deletion.
FAST 51
10
A320 FAMILY SHARKLET RETROFIT - HUNTING DOWN FUEL BURN
A320 Family
Sharklet retrofit
Hunting down fuel burn
With the evolution of fuel prices in the last years aerodynamics and therefore, improve the fuel-
and the pressure to limit the environmental impact efficiency of an aircraft amongst other operational
of aviation, reducing fuel burn has become a enhancements.
matter of great importance for airlines. This article presents the Sharklet retrofit solution
To meet this challenge, Airbus decided in 2009 Airbus is proposing for the A320 Family aircraft,
to offer A320 Family customers the option of highlights the benefits that this new device will
ordering Sharklets on new-build aircraft and give the airlines, and also presents the challenges
launched the Sharklet Project. Sharklets are Airbus engineers faced during the development
large wing-tip devices designed to optimize the of this project.
11
A320 FAMILY SHARKLET RETROFIT - HUNTING DOWN FUEL BURN
The Sharklet
retrofit for the
in-service fleet
After the success of the Sharklet
option for new aircraft and
following customers requests,
Airbus has started the Sharklet
retrofit project.
FAST 51
12
A320 FAMILY SHARKLET RETROFIT - HUNTING DOWN FUEL BURN
13
A320 FAMILY SHARKLET RETROFIT - HUNTING DOWN FUEL BURN
The first major design challenge The last challenge is called the
was to create a wing reinforcement downtime challenge. Downtime
strategy that did not downgrade the refers to the time an aircraft is
aircrafts performance, compared to not flying and not profitable
the forward fit. Therefore, the wing for the airline. Therefore, the
shape, twist, and stiffness of the design, kitting and embodiment
retrofit wings needed to be similar process had to be optimized to
to the forward fit. In addition, the minimize aircraft downtime and
reinforcement kit weight could not to be possibly installed in MRO
exceed 200 kilograms, since all facilities.
added weight would have offset
the benefit of the Sharklet device. In summary, the Sharklet retrofit
is a significant multi-disciplinary
The second major challenge was design challenge!
to create a retrofit package that
would be attractive and viable
for customers. Therefore as a
The demonstrator
baseline, the retrofit package has programme
been designed so that the aircraft
retrofit embodiment time would Airbus launched a demonstrator
be minimized and the impact on programme (figure 3) in order to
MSN1 during working party
structural fatigue be reduced. support the design and development
Figure 4
of the Sharklet retrofit solution by
running a series of realistic trials
for the modification.
14
A320 FAMILY SHARKLET RETROFIT - HUNTING DOWN FUEL BURN
Lower Cover:
Replaced skin Rib 25 outboard
new Stringer sections
Upper Cover:
Redesigned with increased
thickness and optimized
stringer geometries
Rib 27:
Indentical to foward fit
Spars:
Replaced from Rib 24,
includes crack stopper
Rib 23 to 26:
Replaced
FAST 51
15
A320 FAMILY SHARKLET RETROFIT - HUNTING DOWN FUEL BURN
A B
C D
A: Stringer reinforcement
B: Sharklet
C: Top cover
D: Bathtub
CONTACT DETAILS
Conclusion
Thanks to improved aerodynamics, and the aircraft downtime must be
Sharklet-equipped aircraft will benefit from reasonable in order for the solution to be
(but not only) reduced fuel burn, lowered interesting for the airlines. Airbus engineers
CO2 emissions and additional passenger have undertaken a long and complex set
revenue potential. of trials in order to adapt the Sharklets to
The Sharklet retrofit project is the result a retrofit solution and to empirically test the
of Airbus engineers work. Adapting retrofit approach. To date, the project has
the Sharklet solution to a retrofit situation succeeded in facing the challenges.
is not an easy task due to technical Available for the A319 and A320 aircraft
and operational constraints. The wing in the first phase, and the A321 at a later
reinforcement must be light enough to not stage, the first Sharklet-retrofitted aircraft
downgrade the performance improvement is expected to enter into service mid 2014.
FAST 51
16
WIDESPREAD FATIGUE DAMAGE - A300B: COMPLIANCE TO THE AGEING AIRCRAFT REGULATION
Widespread Fatigue
Damage
A300B: Compliance with ageing
aircraft regulation
In April 1988, an ageing aircraft suffered major The aviation regulation evolved over the last 20
structural damage to its pressurized fuselage, due years, and the latest WFD regulation is effective
to undetected fatigue cracking of the primary from 14th January 2011.
structure. These cracks, at multiple structural Additional activities have been carried out by
locations, grew and linked up quickly to cause Airbus in 2012 to demonstrate its compliance
sudden failure of a large section of the fuselage. with this latest aviation regulation.
Airbus decided then to significantly invest in the It has led to the creation of eight new maintenance
assessment, for over 15 years, of the A300Bs tasks (four new inspections and four new
airframe structure and define the necessary modifications), which have to be implemented in
maintenance actions. The results of this initial the aircraft operators maintenance programmes,
Widespread Fatigue Damage (WFD) assessment starting in July 2013.
were published in 2003, in the frame of the The operation of the A300B is ensured for the
Extended Service Goal (ESG) study. decades to come, leading the path for Airbus
entire fleet.
17
WIDESPREAD FATIGUE DAMAGE - A300B: COMPLIANCE TO THE AGEING AIRCRAFT REGULATION
Figure 3
Stringer to Frame
attachments (MED)
18
WIDESPREAD FATIGUE DAMAGE - A300B: COMPLIANCE TO THE AGEING AIRCRAFT REGULATION
Rib-to-Skin Attachments
(MSD/MED)
Wing or Empennage
FAST 51
19
WIDESPREAD FATIGUE DAMAGE - A300B: COMPLIANCE TO THE AGEING AIRCRAFT REGULATION
Figure 4
Operational rule
Rule affecting manufacturers
Event
FAST 51
20
WIDESPREAD FATIGUE DAMAGE - A300B: COMPLIANCE TO THE AGEING AIRCRAFT REGULATION
Figure 5
Fail Safe
Damage Tolerance
CAR 4b.270 Amdt 25-45
in 1956 in 1978
Full-Scale Fatigue Test
FAR Amdt 25-96
in 1998 LOV (WFD)
25.571
Amdt 25-132
in 2011
Safe Life
CAR recodified
to FAR in 1964 FAR
26.21
Voluntary Airbus
WFD analysis
activities
Amdt: Amendment
CAR: Civil Air Regulations
FAR: Federal Aviation Regulations
LOV: Limit Of Validity Regulation
WFD: Widespread Fatigue Damage Main concepts
Assessment
for Widespread Airbus family fleet, from the A300/
Fatigue Damage A310 Family to the A380 today
(figure 6), and tomorrow for the
Even before the FAR 25.571 A350. This philosophy is aim-
Amendment 96, requiring two ing to detect and find a fix for
life-time Full-Scale Fatigue Tests any fatigue cracking issue before
(FSFT), Airbus philosophy was it occurs in service. These tests
to anticipate it. Airbus has always constitute the corner stone of the
performed extensive FSFT on each assessment for WFD.
Figure 6
FAST 51
21
WIDESPREAD FATIGUE DAMAGE
TITLE TITLE - SFATIGUEUB-TITLE - A300B: COMPLIANCE TO THE AGEING AIRCRAFT REGULATION
SUB-TITLE
definitions
Design Se Service Goal (DSG): Extended Service Goal (ESG): Limit Of Validity (LOV):
The reference figure used for design An extension of the DSG, providing The period of time during which it
and justification for Type Certification. five to six additional years service. is demonstrated that the WFD will
It reflects the utilisation of the aircraft The ESG exercise for Airbus aircraft not occur on the aircraft structure.
model for about 20-25 years of the typically includes in-service fleet Airbus historically introduced a LOV in
expected aircraft service. experience, analysis supported by its maintenance programmes before
new development tests and the WFD the issuance of the WFD regulation,
assessment. applicable to the engineering data that
supports the structural maintenance
programme.
FAST 51
22
WIDESPREAD FATIGUE DAMAGE - A300B: COMPLIANCE TO THE AGEING AIRCRAFT REGULATION
Figure 7
A300-B2-1C
A300-B2K-3C 60,000 FC
A300-B2-203
1 MSB (2013)
37 tasks 4 inspections 1 MSB (2014)
created created 1 MSB (2021)
A300-B4-2C 1 MSB (2037)
A300-B4-103 ESG: Extended Service Goal
A300-B4-120 57,000 FC FC: Flight Cycle
A300-B4-203
LOV: Limit Of Validity
A300-B4-220
MSB: Modification Service Bulletin
WFD: Widespread Fatigue Damage
CONTACT DETAILS
Conclusion
Airbus has already acquired 15 years Since 31st August 2012, the A300B
of experience assessing Widespread is the first Airbus aircraft to be compliant
Fatigue Damage (WFD), and more than with the WFD regulation. The work achieved
20 years knowledge of this phenomenon. sets the standards of approach and
Airbus approach, including the Full-Scale methods to be followed in the next years for
Fatigue Tests and the establishment the entire Airbus Family, including any new
of the Limit Of Validity (LOV) in the Type Certification (TC) to come.
maintenance programme, should allow It leads the path for the future compliance
a smooth transition towards compliance of all Airbus aircraft programmes.
with the WFD regulation.
FAST 51
23
OPTIMIZED SPARE PARTS INVESTMENT - INITIAL PROVISIONING INFLUENCING A350 XWB DEVELOPMENT
Airbus Operations
24
OPTIMIZED SPARE PARTS INVESTMENT - INITIAL PROVISIONING INFLUENCING A350 XWB DEVELOPMENT
Figure 1
*\Z[VTLY
25
OPTIMIZED SPARE PARTS INVESTMENT - INITIAL PROVISIONING INFLUENCING A350 XWB DEVELOPMENT
The global investment has been This new AESS detects possible
broken down into individual external dangerous factors that can
targets per ATA (Air Transport have an impact on the aircrafts
Association) chapter. With the flight path and reports them on
A350 XWBs advanced techno- one single device. Safety relevant
logies, a number of systems feature factors include weather conditions
new designs, functions or materials. or terrain proximity.
CPIOM reduced from three to two Therefore, they also have different
on the A350 XWB programme performances compared to current HOW IP CAN INFLUENCE PART
technologies, with a direct impact DEVELOPMENT
on the required investment. For
this reason each ATA chapter has For the A380, as well as the
been monitored by the A350 XWB upcoming A350 XWB, a new
IOM
-H programme management to meet Integrated Modular Avionics
CP -J
IOM the target. (IMA) concept has been developed.
CP
In contrast to conventional
Courtesy of Thales
26
OPTIMIZED SPARE PARTS INVESTMENT - INITIAL PROVISIONING INFLUENCING A350 XWB DEVELOPMENT
Figure 4
Feasibility Entry
Product idea: End Design
agreement Into
A350 XWB of concept freeze Service
Integration
Feasibility Concept Design and qualification
A B C
Milestones spares provisioning
Setting of TLARs
A and IP target cost document
B Verification and validation
C Material Readiness
Conference (MRC)
FAST 51
27
OPTIMIZED SPARE PARTS INVESTMENT - INITIAL PROVISIONING INFLUENCING A350 XWB DEVELOPMENT
Ensuring suppliers
deliverables
For the A350 XWBs advanced Guarantee early integration
technologies, Airbus has con- and collaboration between
tracted numerous new suppliers. Airbus and external A350 XWB
A dedicated process has been set in stakeholders to consistently
place to ensure that new suppliers maintains awareness of
will be able to fulfil their contrac- deliverable deadlines, dates
tual obligations regarding quality and formats,
and delivering on time. Review the current status,
discuss discrepancies,
In addition to routine support
change requests and organize
measures (e.g. customized requests
a homogenous way forward,
on Part Number level, superior
Communicate at the right
maturity meetings, etc.), Airbus
time with the people that are
also conducts Initial Provisioning
responsible for ensuring the
workshops with suppliers to:
expected results.
CONTACT DETAILS
Conclusion stefan.trinker@airbus.com
28
MANAGING AIRCRAFT SECURITY - A NEW CHALLENGE FOR THE AIR TRANSPORTATION COMMUNITY
Managing aircraft
security
A new challenge for the air
transportation community
The most important topics for the air transportation These new functions require extended connectivity
community today are safety and security. While between aircraft systems, the aircraft itself and the
physical security threat management remains ground segments. Aircraft functions and ground
a major challenge, the management of cyber dependent functions are more and more supported
security is a new and growing objective for all by commercial off-the-shelf software, products
stakeholders of the air transport industry. The new and technologies. To manage these potential new
generations of aircraft integrate functions for crews threats, airworthiness authorities have set specific
and passengers that rely on Information Systems obligations for aircraft manufacturers.
(IS) that could be targeted by cyber threats.
29
MANAGING AIRCRAFT SECURITY - A NEW CHALLENGE FOR THE AIR TRANSPORTATION COMMUNITY
Aircraft safety:
Concerns the reduction and control
Potential source of treats of risks associated with aircraft
operations to an acceptable level.
Figure 1
Information system
threat vectors
ACARS: Aircraft Communication Addressing and Reporting System / EMI: Electromagnetic Interference / HF: High Frequency
IED: Improvised Explosive Device / NRBC agents: Nuclear Radiological Biological Chemical / SATCOM: Satellite Communication
FAST 51
30
MANAGING AIRCRAFT SECURITY - A NEW CHALLENGE FOR THE AIR TRANSPORTATION COMMUNITY
Camera
Camera
Keypad
Camera
31
MANAGING AIRCRAFT SECURITY - A NEW CHALLENGE FOR THE AIR TRANSPORTATION COMMUNITY
32
MANAGING AIRCRAFT SECURITY - A NEW CHALLENGE FOR THE AIR TRANSPORTATION COMMUNITY
Figure 5
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^P[OHT\S[PIHYYPLYHWWYVHJO
FAST 51
33
MANAGING AIRCRAFT SECURITY - A NEW CHALLENGE FOR THE AIR TRANSPORTATION COMMUNITY
Reinforce
Airbus position
EADS and vision Regulators
Enable
Establish and stronger
enhance synergies involvement
& cooperation
Steer and
coordinate AIRCRAFT SECURITY Challenge
development of INTERNATIONAL respond to
aircraft security AA regulation
Standardisation management COOPERATION requirements Airworthiness
Bodies standards Autorities (AA)
Support Communicate
in-service fleet Airbus position
and security needs on security needs
FAST 51
AiTS
Airlines
stakeholders
34
MANAGING AIRCRAFT SECURITY - A NEW CHALLENGE FOR THE AIR TRANSPORTATION COMMUNITY
Conclusion
In the future, security and the associated throughout their lifecycle and the Airbus
risk management systems will be security management system.
confronted with increasingly complex, Airbus also invests in Research
dynamic and smart threats targeting & Technology, in order to continuously
multiple aspects such as people, provide up to date tailored solutions
aircraft systems, operations or air traffic against future threats emerging from
management systems. a constantly changing environment.
In order to mitigate or eliminate the risk The global security of the aircraft also
of such threats, the aircraft security requires international collaboration
architecture and capabilities - technical between all the actors of the air
and organisational - as provided by transportation chain, and Airbus was the
Airbus enable operators to benefit first to provide a dedicated forum for its
from a seamless and dedicated risk operators called the Aircraft Security User
management system. Airbus aircraft Panel. Despite all the advances in terms
designs incorporate integrated security of layered protection, the aircraft is and
features that need to be maintained will always remain the last line of defence.
FAST 51
35
AIRPORT TAXIING - A NEW ERA RELIEVING ANIMALS
After the wehee-Taxi, the moo-Taxi, it is now time for the eTaxi.
- But what on Earth could that be? What does the e stand for
anddoes it have anything to do with an elephant?
- No, youre cold.
- An eagle?
- Nice try, but try again.
- An ermine?
- Come on !
- An electric eel?
- Close, very close.
c.
The e stands forelectric.
Thedraughtanimals
canleave foradeserved
retirement. Thanks
toeTaxi, taxiing
onrunways willbe
electrically operated
savingconsiderable
fuelloads
Fokker Dr.I
FAST 51
36
All the FAST magazines
are available free-of-access on: WWW.AIRBUS.COM/SUPPORT/PUBLICATIONS
We hope that you have enjoyed
yourselves in answering this quiz
and thank you again for your
encouragements and interest
in FAST magazines!
Answers
to the FAST 50 magazine quiz
1) When was the first FAST magazine published? 6) Which system on Airbus aircraft provides protection
(clue in FAST 1) against fuel tank fire and explosion? (clue in FAST 44)
A. 1979 A. Fuel Tank Extinguishing System (FTES)
B. 1983 B. Fire and Explosion Prevention System (FEPS)
C. 1989 C. Fuel Tank Inerting System (FTIS)
D. 1995 D. Fuel Valve Bypass System (FVBS)
2) What is the wing span of an A310? (clue in FAST 5) 7) What happened on 1 February, 2008? (clue in FAST 46)
A. 41.5 m A. Airbus completed a flight non-stop around the world
B. 42.1 m with an A380
C. 43.9 m B. Airbus completed the worlds first ever flight by
D. 44.6 m a commercial jet (A380) using synthetic liquid
jet-fuel made from natural gas (GTL)
3) What is the advantage of the Airbus Fly-By-Wire C. Airbus launched its new A350XWB programme
system? (clue in FAST 9) D. Airbus sold its 5,000th A320 Family aircraft
A. It saves weight
B. It reduces complexity 8) What is the name of the tool especially developed by
C. It increases the aircraft reliability the Airbus Structures Test Domain for the A320 impact
calibration campaign, which is now used for the impact
D. All of the above answers are correct
threat evaluation for the A350XWB composite fuselage?
(clue in FAST 48)
4) I am an engineering tool used to design, integrate,
optimize and validate vital aircraft systems such as A. MICKEY
the Electrical Generation, Hydraulic Generation, Flight B. RATATOUILLE
Control System, Auto-Flight System, Warning System C. YOGI
(ECAM) and the Centralized Fault and Maintenance D. GUISMOT
System. What am I? (clue in FAST 24)
A. The Test Bed 9) The radio altimeter is used to provide an accurate
B. The Iron Bird height above ground level when the aircraft is between?
C. The Flying Prototype (clue in FAST 49)
D. The Virtual Fly Test A. 0 and 1,000 feet
B. 0 and 2,000 feet
5) Airbus received acceptance of the A380 Maintenance C. 0 and 2,500 feet
Review Board Report (MRBR) from the European D. 0 and 3,000 feet
Aviation Safety Agency (EASA) on which date?
(clue in FAST 38) 10) What is called the innovative cabin option for the
A. 23 December 2005 A320 Family aircraft? (clue in FAST 50)
B. 17 September 2006 A. Space-Flex
C. 12 November 2007 B. Spice-Flex
D. 4 July 2008 C. Space-Flux
D. Spice-Flux
The 737 and 737 MAX are trademarks of the Boeing company. Airbus, its logo and its product names are registered trademarks.
L AG
There are some very good reasons why our A320neo Family is
leading the single-aisle jet market and is meeting all of todays
modern airline needs.
Innovative design, and advanced y-by-wire with renowned Airbus
commonality results in superior fuel efciency, reduced noise and
less environmental impact, alongside low maintenance costs and
the lowest operating costs per seat.
The A320 Family is the most spacious single-aisle family, offering
a wider cabin, wider aisles, more overhead storage and greater
comfort, even in economy. It also offers unique cargo capabilities
to carry standard containers.
The A320neo Family has uncompromising engine efciency. It has
the largest fan diameter and highest by-pass ratio. Combined with
our proven Sharklet technology, this means at least 15% less fuel
burn than todays A320 Family, and less fuel burn per seat than
the so called rm concept 737 MAX. So it appears that size
does matter.
It is no surprise that the NEO is the fastest selling aircraft in the
history of civil aviation. With more than 1,500 orders in less than
two years the A320neo Family has captured 60% of its market.