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Customer Services
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The Airbus High Tyre Pressure Test

R
A regulation change for new aircraft generation 2

I
Cyril FABRE
A
Publisher: Bruno PIQUET

Editor: Lucas BLUMENFELD Damage tolerant composite fuselage sizing
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Time for evolutions 17
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under ‘Quick references’ FANS for A320 and A330/A340 Families
ISSN 1293-5476 28
Enhancing air traffic communications
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The improvements in testing processes 36
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1
THE AIRBUS HIGH TYRE PRESSURE TEST - A REGULATION CHANGE FOR NEW AIRCRAFT GENERATION
The Airbus
High Tyre Pressure Test
A regulation change for new
aircraft generation
When the International Civil Aviation Organisa- defined, having no prescribed methodology. The
tion (ICAO) initiated the Aircraft Classification dilemma that are facing both airports and aircraft
Number/Pavement Classification Number manufacturers is that commercial aircraft tyre
(ACN/PCN) system in 1978, they included a pressures have gradually increased across the
simplified means for airports to categorize their categories described in the ACN/PCN system and
pavement as either rigid (Portland cement yet few, if any pavement failures, have been
concrete) or flexible (asphalt concrete) identified as having been caused by higher tyre
pavements, an index of subgrade (natural soil) pressures. This article describes a full-scale test
categories that expresses the bearing strength of programme called “High Tyre Pressure Test”
the soil on which the pavement rests, and an (HTPT) which was performed by Airbus for
allowable tyre pressure. From the advent of this supporting a revision of the current tyre pressure
system, the tyre pressure element was only loosely limit code.
Cyril FABRE
Head of Airfield Pavement
Airport Operations
Airbus S.A.S.
FAST 48
2
Background the landing gear is one of the most

fundamental aspects of the aircraft
design. This system and its
In 1978, the ICAO initiated the integration process encompass notes
adoption of a single means for multi-engineering disciplines, in-
airports to express the load bearing cluding cost and weight conside- More than 40% of the current
capacity of airfield pavements and rations. Landing gear weight can long-range airports' network
at the same time, created a means represent between 6 to 12% of the is limited to 1.5 megapascal (MPa)
by which the aircraft manu- aircraft’s empty weight. Aircraft operations.
facturers could indicate the manufacturers must comply with
pavement loading intensity of their and anticipate the payload-range
aircraft. The method is now used increases and at the same time,
worldwide and is referred to as the reduce cruise fuel consumption,
ACN/PCN system. There are five CO2, NOx and other gas emissions
attributes to the ACN/PCN system on the ground, while meeting
(see figure and table 1). The required noise regulations. Aircraft
methodology is, by now, used by pavement loading therefore is the
95% of the ICAO member states at result of an optimisation process,
all of their international class essentially driven by aircraft
airports. weight (which itself is driven by
range), landing gear concepts and
Why do aircraft aircraft geometry which all serve
to result in higher wheel loads
tyre pressures (ACN) and tyre inflation pressures.
Pavement Classification Number
tend to increase? (PCN) details
Figure 1
With the continuous increase in air
traffic over the past three decades,
combined with a demand for
higher aircraft payloads, range
A
_ W
_
capabilities, and at the same time
F B X
_ U
recognizing the need to develop
eco-efficient aircraft, the aircraft
PCN _ _ _
manufacturers have had to design R C
_ Y
_ T
their new aircraft to comply with Pavement
these additional challenges. As a
Classification
Number
D Z
Evaluation
direct consequence, aircraft sizes Pavement type method
and weights have gradually
Bearing Tyre pressure
increased. Among many aspects, strength limitation
Table 1
The PCN The type Pavement sub-grade category Maximum tyre pressure Pavement design /
with the of pavement *CBR= Bearing capacity of a soil authorized for the pavement evaluation method
*K/PCI = Kilograms per cubic inch
highest
permitted F Flexible Pavement W High Unlimited T Technical design
Category or evaluation
ACN at the R Rigid
CBR* K/PCI*
X Medium Limited to 217 psi
appropriate A High Over 13 Over 400 By historical data
sub-grade Y Low Limited to 145 psi U of aircraft using
B Medium 8-13 201-400 the pavement
category. Z Very low Limited to 73 psi
C Low 4-8 100-200
D Ultra low 0-4 Under 100
FAST 48
3
Consequences of Ground manoeuvring is improved

with the 4-wheel solution as well,
adding wheels to requiring less pavement width for
bogies U-turns and the ability to ma-
noeuvre into tight gates or narrow
taxi-lanes. Lastly, the overall direct
The only other way to significantly value (the actual operating cost to
improve pavement loading without the airline - factoring in the cost of
increasing the tyre pressure is to the operational interruptions inclu-
distribute aircraft weight over ding the wheel and tyre mainte-
additional wheels, which could nance) is about USD 1 million per
have a major impact on payload aircraft life (100,000 flight hours).
and fuel tank capability. However,
by adding four wheels to a typical
aircraft equipped with a 4-wheel
High Tyre Pressure
main landing gear (either by Test
replacing a 4-wheel solution by a
6-wheel or adding a belly gear) 1. TEST FACILITY
would have detrimental impacts at
several levels: The noise impact THE EXPERIMENTAL RUNWAY
would increase in a range from
+0.2 to +0.4dB (Effective Per- A variety of seven typical flexible
ceived Noise - EPN) depending on pavement test sections were desi-
the gear geometry, and the drag gned in the Toulouse-Blagnac
during approach would also be (France) airport with the intent of
increased. With the most optimistic exhibiting whether the new pro-
hypothesis and using aircraft posed tyre pressure limit code
manufacturer design standards, the (letter ‘X’) of 1.75MPa was a
4-wheel solution is 800kg to reasonable upper limit for typical
Aircraft tyre pressure 1000kg lighter than an equivalent pavements, as a replacement to the
summary
6-wheel design, saving the average present value of 1.5MPa. As the
weight of 10 passengers with tyre pressure effect is expected to
Figure 2
luggage. be concentrated on top layers
(namely surface and base courses),
experimental pavements were
Aircraft internal tyre pressure inflation
designed by selecting a sub-base
18.0
17.5
layer with a high bearing capacity,
in order to limit structural damage
17.0
16.6 which could occur in the deepest
16.2 16.1 layers under high traffic levels and
16.0 15.7 15.7
heavy wheel loads.
15.2
Tyre pressure (bar)
15.2
14.8
15.0 15.0 15.0 Parameters that varied from one
15.0
14.4 section to another were the thick-
14.2
14.1
13.8
ness of asphalt concrete surface
14.0
layers (6, 8 and 12cm), its perfor-
mance towards rutting (mixed
13.0
composition) and the surface
treatment (grooving). Test sections
12.0
were instrumented to follow up
both permanent and resilient
11.0
deformation at different pavement
depths (see figure 3).
10.0
Theoretically, the rut depth mea-
t)
t)
t)
t)
t)
t)
t)
t)
t)
t)
t)
t)
1t)
.2t
surement at regular stops would

.3t
8.4
1.7
4.9
8.9
5.9
4.8
8.9
0.3
8.4
2.4
4.1
3.6
57
1
8
(22
(25
26
(26
27
28
(29
(30
(34
(35
38
(41
(44
0(
have been sufficient to assess the

3
0(
0(
1(
0(
-80
7-8
7-9
00
00
LR
ER
00
ER
7-8
-80
-30
00
-60
real impact of tyre pressures on

-9
MD
7-3
7-4
00
80
00
00
78
78
74
0-1
50
50
40
40
7-2
A3
7-3
7-4
77
74
flexible-type pavements.
A3
A3
A3
A3
A3
77
77
74
FAST 48
Aircraft (max. ramp weight)
4
Figure 4
Vehicle simulator - the ‘Turtle’
Pavement test Item

But overall pavement depth was (longitudinal view)
instrumented to properly assess
which layers are mainly influenced Figure 3
by the tyre pressure or by the
wheel load itself, in order to verify
the initial hypothesis and to A B C D E F G
understand the overall rutting
mechanism which remains poorly
defined in the literature.
THE HEAVY TRAFFIC SIMULATOR:

‘THE TURTLE’
Surface Asphalt Concrete (SAC)
SAC BAC
The landing gear used for the tests (cm) (cm)
had been developed by Airbus for A 6 20 Base Asphalt Concrete (BAC) 26cm
the previous Pavement Experi- B 8 18
mental Programmes (PEP 1 & 2). C 12 14 Foundation untreated graded aggregate
The simulator was equipped with
D 8 18
four dual wheel modules (see table
2). The distance between the two E 8 18
wheels of a given module and the F Soil
8 18
distance between two different G 8 18
modules was chosen to be as large
3.5m 7m 3.5m
as possible, so that the wheels and
gears interaction are minimized in
the deepest layer of the pavement.
This was done to study the
influence of each module and each
Vehicle simulator
wheel on the pavement indepen- loading cases
dently.
The High Tyre Pressure Test Table 2
(HTPT) explored current and
forecasted aircraft wheel loads and
corresponding tyre pressures,
from low to high temperature Pnz Load per wheel Deflection Gross contact area
Module
Bar PSI Tons Lbs mm cm2
conditions. Four loading cases
were selected to compare the M1 17.5 254 28.7 63,270 99 1608
wheel load (2 wheel-loads) and the M2 15.0 218 33.2 73,200 125 2171
tyre pressure effect (2 internal tyre M3 17.5 254 33.2 73,200 112 1869
pressure inflations) by combining M4 15.0 218 28.7 63,270 112 1869
both parameters.
FAST 48
5
2. TEST CAMPAIGN aircraft wheel loads of 28.7 and

33.2 tons (63,300 to 73,200
The tests consisted of a series of pounds). Traffic speeds were
full-scale airfield pavements that limited to 5km/h which was
were trafficked with full-scale intended to be representative of the
aircraft tyres and wheel loads. The most damaging case and the tests
tests were designed to expose the were performed during a full year
wheel load and tyre pressure to benefit from year-round
pavement behaviors across mea- pavement temperatures, from lower
ningful ranges of both attributes. throughout higher temperatures
Tyre pressures were set at 1.5MPa (August 2010 with a surface
(the current ‘X’ limit) and temperature exceeding 60°C).
Temperature sensitivity on 1.75MPa (proposed new ‘X’ limit), Tests were continuously monitored
asphalt concrete layers
the wheel loads being set at the and the surface rutting measurement
high end of typical commercial was made at regular intervals to
Figure 5
follow rut depth development
along the four loading cases. In
25,000 addition, two temperature profiles
were installed in the pavement
Surface Asphalt Concrete Modulus because of asphalt concrete
20,000
Base Asphalt Concrete Modulus
material sensitivity to temperature
(figure 5).
Young Modulus*
15,000
A specific lateral wandering was
applied to avoid the creation of
10,000 gutters. The wander path was about
1.6m (63 inches) and space between
5,000 two adjacent trajectories was
400mm (16 inches), corresponding
to the tyre contact area width. Up
0
0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40
to 11,000 passes of the simulator
were applied from September 2009
* This modulus is usually called “E Modulus”, Temperature (°C)
E for "Elasticity". This modulus is the most to August 2010 (figure 6).
important material property which describes the ratio
of stress to strain of a given material.
Evolution of the cumulative traffic

and the temperature in asphalt concrete
Figure 6
50°C 12000
45°C
10000
40°C
Asphalt concrete temperature (°C)
35°C
8000
Cumulative traffic
30°C
25°C 6000
20°C
4000
15°C
10°C
2000
5°C
0°C 0
15/10/09 14/11/09 14/12/09 13/01/10 12/02/10 14/03/10 13/04/10 13/05/10 12/06/10 12/07/10 11/08/10
FAST 48
(day/month/year)
6
3. LESSONS LEARNT FROM THE TEST Transversal rutting profiles measured

CAMPAIGN: TESTS ANALYSIS on section B, profile P2, module M3
Each rutting survey consisted of 84 Figure 7

transversal profiles’ measurements,
distributed over the seven struc- 15
tures and 4 twin-wheel modules. In 10
figure 7, you will find an example 5
of such transversal rutting profiles.
Rutting depth (mm)
0
For all sections (A to G), the -5
rutting depth at 7,000 passes (mid -10
April 2010) remained very low, -15
due to the very moderate asphalt -20
concrete temperature at that date.
-25
Then, the curves' evolution clearly
-30
exhibited a change in the slope, as
-35
a more and more significant
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
percentage of the traffic was Transversal position (m)
applied with the asphalt concrete 1000 passes 2000 passes 5240 passes 7000 passes 8000 passes
temperatures exceeding 30°C. 9000 passes 10000 passes 10500 passes 11000 passes
After more than 11,000 load
applications, core samples were
extracted from the experimental
taxiway to evaluate the interface Synthesis of the rutting depths
conditions between the surface and reached at the end of the tests
the Base Asphalt Concrete layers,
exhibiting the contribution of Table 3
rutting on each layer.
The tyre pressure effects must be Module Pressure effect Wheel-load effect
considered with an associated (mm) (Δ in mm) (Δ in mm)
wheel load, both parameters being M3 vs M2 M1 vs M4 M3 vs M1 M2 vs M4
Section M1 M2 M3 M4
closely and intrinsically linked and @33.2t @28.7t @1.75MPa @1.5MPa
cannot be described as isolated A 24.9 22.9 27.9 21.8 5.0 3.1 3.0 1.1
parameters. However, the contri-
bution of each parameter to the rut B-E 22.9 22.4 27.5 20.7 5.1 2.2 4.6 1.7
depth development can be eva-
C 24.2 22.6 25.4 21.8 2.8 2.4 1.2 0.8
luated separately.
Both combined results from the D 20.9 20.2 21.9 17.5 1.7 3.5 1.0 2.7
rutting measurement and the core
sampling allowed confirmation on F 19.7 21.1 22.6 17.8 1.5 1.9 2.9 3.3
known phenomenons, new lessons G
and advanced knowledge on the at 10,000 23.2 22.0 26.9 20.9 4.9 2.3 3.7 1.1
passes
real impact of the tyre pressure on
G
flexible-type runways (these repre- at 15,000 34.1 33.5 44.7 32.5 11.2 1.6 10.6 1.0
senting approximately 70% of the passes
worldwide runways).
EFFECT OF THE ASPHALT CONCRETE

RUTTING PERFORMANCE
For section D (high rutting perfor- As expected, the rut depth on

mance), material behaviour with section G (low rutting performance
regards to rutting is noticeably better surface) is higher than on other test
than the other sections’ behaviours, sections, and visco-plastic creeping
and tends to reduce the wheel load at constant volume’s strain-path is
and tyre pressure effects. more significant.
FAST 48
7
National Airport Pavement Test Facility (Atlantic City, N.J., USA)
Figure 8
EFFECT OF SURFACE TREATMENT mechanism is the post-compaction
of the pavement material by traffic
The grooving (section F) sur- on both, surface and the Base
prisingly appears to improve the Asphalt Concrete. The visco-
rutting behaviour compared to B thermoplastic creeping of asphalt
and E (which have the same concrete material is secondary to
structure) to a similar extent as the post compaction, except for the
section D, using a high rutting low rutting performance asphalt
performance. concrete material which combines
equally both failure modes.
EFFECT OF SURFACE ASPHALT
CONCRETE THICKNESS In addition, core samples showed
that the permanent deformation not
Despite the three different only affects the surface asphalt
thicknesses (6cm, 8cm and 12cm) concrete layer as anticipated, but
of the same asphalt concrete also the whole thickness of the
standard surface used in sections asphalt concrete and the un-
information A, B, C and E, their rutting bounded material. This permanent
behaviour is quite similar. This is deformation of the bituminous
The proposed revision to the tyre due to surface rutting being caused base layer and the unbounded
pressure categories and by permanent deformation, not materials which was exacerbated
designations has been positively only of the surface asphalt con- by the very low moving speed of
endorsed by the ICAO Aerodrome crete, but also the asphalt concrete the simulator, confirmed the
Panel and the formal groups of the base course - the sum of both prevailing wheel load effect on the
ANC (Air Navigation Commission). layers being identical in sections A, deepest layers and therefore, the
The ICAO state letter on the Annex B, C and E. relative low tyre pressure effect on
14 amendment (which includes asphalt concrete material.
the tyre pressure code limits’
revision) was sent on May 30, Rutting WHEEL LOAD AND TYRE PRESSURE
2011 to the ICAO state members. mechanism EFFECT
The applicability date for the
revision implementation will be in THE INITIATION AND DEVELOPMENT For a given wheel load applied on
November 2012, after ICAO’s state OF PERMANENT DEFORMATIONS the pavement at a very low speed,
members’ comments. INCREASED WITH HIGH ASPHALT the full-scale test campaign
CONCRETE TEMPERATURES showed that rut depth differences
Airbus is the International ranged from 1.9mm (for the lowest
Coordinating Council of Aerospace The tests confirmed that the speed wheel load of 28.7t) to 5.1mm (for
Industries Associations of the rutting evolution signifi- the heaviest wheel load of 33.2t),
(ICCAIA) representative at the cantly increased as the asphalt showing that the contribution of
ICAO-Aerodrome Operations and concrete temperatures exceeded the tyre pressure (that is isolated
Services Working Group, Pavement the range of 30-35°C, irrespective from the wheel load effect) to
Sub-Group (AOSWG-PSG). of the load, tyre pressure or traffic the rutting can be considered as
FAST 48
level. The prevailing rutting very low.
8
The wheel load effect was identified It should be observed that these
as insignificant on the surface and major findings of the HTPT are in
Base Asphalt Concrete, although good concordance with the results
more confined in unbounded of similar tests performed by the
material, leading to the result that it Federal Aviation Administration
was more related to the structural (FAA) and the Boeing Company at
behaviour of the airfield pavement the Atlantic City, N.J. U.S.A.,
which is already considered in the facility.
ACN and the pavement thickness
design method.
Current and proposed allowable tyre pressure categories
Table 4
Tire pressure Current ICAO limits Proposed new ICAO limits

category MPa(psi), loaded MPa(psi), loaded
W High Unlimited
X Medium: 1.50 (218) High: 1.75 (254)
Y Low: 1.0 (145) Medium: 1.25 (181)

CONTACT DETAILS
Z Very low: .50 (73) Low: .50 (73) Cyril FABRE

Head of Airfield Pavement
Airport Operations
Airbus S.A.S.
Tel: +33 (0)5 62 11 07 98
Fax: +33 (0)5 61 93 36 48
cyril.fabre@airbus.com
Conclusion
In the light of the High Tyre Pressure Test The experiment, never done before
campaign, it has been established and allowed additional lessons which could be
substantiated that an increase of tyre of interest for further investigations on this
pressure from the current Code ‘X’ topic.
category limit of 1.5MPa of the ACN/PCN This intensive full-scale test programme,
to an upper limit of 1.75MPa will not as for the A380 Pavement Experimental
adversely affect either surface and Base Programme (1997-2004), has brought
Asphalt Concrete materials or the value of experimental data, lighting up key
structural capacity of typical airfield elements for supporting the ICAO decision
pavements (i.e. pavement life duration will making process. This has contributed to
not be decreased as a consequence of replacing an empirical-based approach to
increasing tyre pressure). The primary a more rational methodology for the
objective of this full-scale test campaign evaluation of the real effect of aircraft tyre
was to evaluate whether the new pressures on flexible pavements.
proposed tyre pressure upper limit of This change will allow the ICAO tyre
1.75MPa was reasonable for typical pressure limit codes to be formally and
flexible pavements. This objective was permanently changed to be more
successfully achieved, and led to the main consistent with both, the performance of
conclusion that this proposal is fully real world pavements and the new aircraft
compliant with the test results. generation.
FAST 48
9
DAMAGE TOLERANT COMPOSITE FUSELAGE SIZING - CHARACTERISATION OF ACCIDENTAL DAMAGE THREAT
Damage tolerant
composite fuselage sizing
Characterisation of accidental
damage threat
The extensive use of composite parts in the design sizing is key to ensure a robust design with
of the new generations of airframe, especially for equivalent maintainability, as for conventional
the A350XWB programme and its full composite metallic design. Its evaluation is based on an
fuselage, has required some new studies on the extensive collection and analysis of damages
tolerance to damage. Indeed, composite tech- reported by airlines, supported by original impact
nologies are sensitive to impacts (also called calibration tests on large specimens representative
accidental damages). A good knowledge of the of real aircraft.
impact threat to be considered for the composite
Vincent FAIVRE Emilie MORTEAU

Head of Structures Test Operations France Structure Analysis
Airbus Engineering Airbus Engineering
FAST 48
10
Composite Evolution of the proportion of

composites used on Airbus fleets
structures and
Figure 1
Fatigue & Damage
Tolerance (F&DT)
Airbus has more than 30 years of
2010
A350
experience in the development and
A400M
manufacturing of Carbon-Fibre-
Reinforced Plastic (CFRP) com- A380
ponents such as for the wing A340-600
movables and the Vertical Tail Plan A340-300 Composite structural weight (%)
on A310, the Horizontal Tail Plan
ATR72
on A320, the Keel Beam on A340-
600, the Centre Wing Box on A380 A320
as well as its rear pressure bulk- A310-200
head and rear fuselage section, and A300
also with wing applications for
1970
Falcon 10, ATR 72 and A400M. 0 5 10 15 20 25 30 35 40 45 50

For the A350XWB programme, the
use of CFRP material is much
more important compared to
previously certified aircraft with
its composite wings, empennage
and fuselage (see figure 1).
notes information
Composite and metallic materials
behave differently when they are Airworthiness Composite materials are not
damaged. An impact on metallic regulation (AMC25-571): isotropic in behaviour. They are
The damage tolerance evaluation composed of fibre (carbon, glass
structures creates a dent which can
of structure is intended to ensure or Kevlar, etc.) associated with
be detected. An impact on composite
that should serious fatigue, resin (epoxy). Their inherent
structures may create internal
corrosion, or accidental damage advantage is that the various fibre
damages (delamination) not
occur within the operational life of orientations can be tailored to suit
necessarily visually detectable.
the aeroplane, the remaining various structural applications.
structure can withstand Because of the low sensitivity to
The strength degradation due to
reasonable loads without failure or fatigue of composites (linked to
damage is also different. On
excessive structural deformation Airbus’ design principle) and their
metallic structures, the damages
until the damage is detected. corrosion resistance, the
(cracks) can propagate and the
accidental damage is at the
strength decrease progressively
forefront of the evaluation of
(slow crack growth behaviour).
damages for composite structures.
This is predicted by analysis
supported by tests. For composite
structures, the damage can lead to
an immediate strength reduction
and it will not evolve throughout
the aircraft life. It is important to
be able to characterize the damage
for different impact levels and the
resulting strength capacity.
FAST 48
11
Areas of approach of ground

vehicles near the aircraft
Figure 2
The fuselage is considered as one • Reports of damages which are

of the most prone parts to impact within the scope of the SRM,
damages. Its structure can be from airlines willing to provide
damaged during manufacturing, this information. This input is
shipping, airline operations and precious as it allows growing
maintenance operations. Sources knowledge on a more
of impact damage are numerous, comprehensive range of
including: Falling tools and equip- damages (i.e.: Including small
ment during maintenance, runway and/or frequent events).
debris, hail, small birds and
collisions with ground vehicles or To make the analysis successful,
other aircraft on the taxiway (see the required information for each
figure 2). The introduction of damage is:
composite in the A350XWB • The aircraft history (number of
fuselage raised the need to refine flight hours and flight cycles),
the characterisation of the impact • The detailed description of the
threat and to delimit it. damage: Location, type of
damage (dent, scratch, crack,
etc.), dimensions (length, width,
In-service history shape, depth, etc.), with relevant
pictures,
The understanding of the fuselage
• The source of the damage,
impact threat cannot be based only
although often unknown.
on a theoretical analysis. A rigo-
rous impact threat assessment
The collected damages represent
involves a large in-service feed-
the history of a fleet cumulating
back on Airbus fleet (with metallic
more than 30 millions of flight
fuselage till now) and a litterature
hours and constitute today the
survey (Sikorsky data).
cornerstone of the analysis.
Airbus has collected, since many
The most frequently damaged
years, two types of damage reports
information zones (i.e.: Damage prone areas) of
from the airlines:
the fuselage have been identified
The impact threat on a given
• Reports of damages which are
on the passenger and cargo door
aircraft area is the mathematical
outside the scope of the SRM
surrounds and also on the
description of the probability of
(Structural Repair Manual). In
maintenance access doors (see
impact occurrence versus its level
that case, Airbus is systematically
figure 3).
of energy/force.
involved in the damage assessment
FAST 48
and the repair definition, if needed.
12
Global percentage of impacts

by zones on the aircraft
Figure 3
Example on A320 Family
7% 13% 7% 5% 15% 31% 22%
standard wings nose cone doors surrounding pax doors surrounding cargo doors
fuselage and rear
sections fuselage
Impact calibration • Family 1: Accidental damages

from ground operations - Pictures of GUISMOT
on representative Medium to significant level of
impact device
specimens energy (from 35Joule (J) to more

than 150J) at a low velocity or in
Figure 4
a quasi-static mode. This last

Since the impact source is mode consists in a configuration
generally unknown, the in-service where the impacting and the
impact damage cannot be precisely impacted parts are already in
linked to a particular impact contact (no shock) with one
energy/force. Therefore, an empiri- pushing the other.
cal approach was chosen. • Family 2: Runway debris and
tool drop - Light projectiles
A large impact test campaign on a (maximum 4kg) impact the
metallic fuselage section was done structure with a relative velocity
to reproduce the in-service da- from 2m/s (metre per second) to
mages found from the metallic 15m/s.
survey. The tests aim at identifying
the energy/force which were The first family of impacts is done
causing these damages. As the in- by the way of an innovative testing
service data collected by Airbus is system, called GUISMOT (Generic
mainly on the A320 Family, the Unmanned Impacting System for
representative fuselage section Maintenance and Operations
chosen was a metallic A320 Threats). GUISMOT was espe-
fuselage from a certification static cially developed by the Airbus
test campaign. Structures Test Domain for this
A320 impact calibration campaign.
Specific impact test means were
developed to be able to reproduce Figure 4 shows the GUISMOT
the range of reported damages strapped on the A320 fuselage
(from low to high energy, quasi section. The interface with the
static and low velocity), with an fuselage is ensured through four
adjustable impactor head at adjustable pads so that GUISMOT
numerous locations and along can fit to different sections of the
several angles of impact incidence. fuselage. The damage is introduced
with a moveable part inside an
The objective was to standardize impact arm whose movements can
FAST 48
impact means to simulate the two be controlled by a computer.

main impact families:
13
The impact location is adjusted, The deformation measurement is

precisely within a frame of based on an optical method (image
800x600mm², thanks to a bi-direc- correlation) which uses high reso-
tional motorized system assisted lution cameras.
by a camera.
The second family of impact test
Example of projectile/actuator ends Depending on the expected means used for tool dropping,
(bumper and steel hemispherical) configuration, the moveable part runway impact simulations, etc., is
consists of: called the “Gasgun” (see figure 6).
Figure 5 • A heavy projectile (40kg) at low It has been especially developed
velocity (below 5m/s) to for Airbus according to a technical
represent an accidental collision specification from its engineers. It
with a ground vehicle, has been set as the Airbus standard
• An actuator (load capacity of for damage introduction in all
eight tons) to perform quasi- Airbus Structures Test centres.
static dents, representative of a The impact is generated by a mass
vehicle in operation (e.g. cargo projected by using pressurized air.
loader). The device is calibrated so that the
level of air pressure in the Gasgun
The end of the projectile/actuator chamber gives the required level of
can be adapted to simulate impact energy.
different impact sources (hemis- A displacement sensor measures
pherical steel parts, sharp steel the mass translation into the
parts, rubber interfaces, etc., as Gasgun shaft, in order to determine
shown in figure 5). As an example, the real velocity at the impact and
the rubber parts are strictly then to deduce the energy.
representative of some GSE A hemispherical steel head of
(Ground Service Equipment) various diameters can be assem-
protection (procured from the bled to the projectile.
supplier of GSE). The impact calibration campaign
has been performed in the brand-
GUISMOT is fully equipped with a new Airbus Test Centre of Mate-
set of sensors to characterize the rials and Structures, located in
impact (velocity, angle of inci- Toulouse, France, close to the
dence, etc.) and its effect on the design and stress analysts’ offices
fuselage (dent size). For quasi- for the A350XWB programme.
static dents, the introduced load as Hundreds of impacts and dents
well as the 3D deformation of the have been introduced with the
Gasgun impact device structure during the test can also be GUISMOT and the Gasgun onto
recorded. the A320 test specimen.
Figure 6
FAST 48
14
Impact threat Calibration test results

analysis examples
characterisation
Figure 7
The characterisation of impact
threat is addressed in two steps.
First the energy/force level is
calculated for each in-service
damage and then the data are 160
statically analysed for each aircraft
140
zone.
120
CALCULATION OF ENERGY/FORCE 100
LEVEL
Energy (J)
40mm
80
Test points from this large impact 60

calibration campaign were 40mm
40
interpolated by mathematical laws
Impact test
allowing a reliable estimation of 20
Depth : 1,4mm
the impact energy/force associated 0
to each damage reported by the 0 1 2 3 4 5 6 7 8
airlines. Those laws include 1,6mm Residual dent depth (mm)
on frame
functions to account the skin
Low velocity_diam-impactor- 25mm_thick-1,4mm_NF-NS
thickness or the impact location Static_diam-impactor-25mm_thick-1,4_NF-NS
(see figure 7). Static_diam-impactor-50mm_thick-1,4_NF-NS
E_NF-NS 1,4mm In service impact
Low Velocity_diam-impactor-50mm_thick-2mm_NF-NS Estimated impact energy : 40J
It is therefore possible to plot for a E_NF-NS 2mm
given fleet survey, not only on the Low-velocity_diam-impactor-50mm_thick-6mm_NF-NS
Static_diam-impactor-50mm_thick-6mm_NF-NS
exact location of the impact, but E_NF-NS 6mm
also its associated energy/force. Low-velocity_diam-impactor-25mm_thick-1,7mm_OF
Damage prone areas are then E_NF-NS 1,8mm
clearly identified accordingly (see
figure 8).
Impact close to stiffening element
EVALUATION OF IMPACT THREAT ON (frame or stringer) for different skin
EACH ZONE thicknesses
A dedicated statistical analysis is

done for each aircraft zone
(typical fuselage areas, areas
around passenger or cargo doors,
etc.). The outcome is the impact
threat that is the mathematical
description of the probability of Mapping of impacts (location and level of energies)
occurrence of an event, at a given for one survey highlighting damage prone areas
level of impact energy/force.
Figure 8
E_impact < 35J 35J < E_impact < 110J E_impact > 110J Missing energy Dent Scratch Nick Mark Notch Rework
FAST 48
15
For each zone, the energy/force

Example of threat level used for composite fuselage sizing
level corresponding to the most
Figure 9 critical event (maximum energy
/force that can occur during one
aircraft life) is then identified and
Pax door lower part: Bulk door: Cargo doors: taken into account within the
Pax door 4 shown, Located on LH side Rear door shown,
composite structures’ design rules
doors 1 and 2 similar (shown on RH side) front door similar
(see figure 9).
Impacts at these energy levels are

introduced on composite test
specimens at different levels of the
test pyramid (coupon, detail,
element, sub-component and
component levels) to understand
the damage mechanism, check the
damage visual detectability and
assess the associated residual
strength. This empirical approach
validates the calculation methods
Low threat Medium threat High threat
to size damage tolerant composite
structures.
Impact threat characterisation - a living process
Figure 10 notes
Design directives are set within Airbus for

Aircraft delivery
Aircraft to airline Damage report composite structures’ design, so that:
manufacturing 1 Impact calibration
8 • Realistic impact events that would stay
7 2 (energy estimation)
undetectable by a visual inspection, will not
reduce the strength capacity below ultimate
Validation 6 3
of simulation Statistical design loads (Regulation ref. CS.25),
model by test 5 4 treatment • Robustness is at least equivalent to metallic
of in-service
Sizing Aircraft zoning data structures’ design.
of composite & impact threat
structures definition
CONTACT DETAILS
Vincent FAIVRE Emilie MORTEAU

Head of Structures Test Structure Analysis
Operations France Airbus Engineering
Airbus Engineering emilie.morteau@airbus.com
vincent.faivre@airbus.com Tel: +33 (0)5 61 93 01 42
Conclusion Tel: +33 (0)5 67 19 85 63
Impact threat characterisation is a key damage surveys with impact calibration

parameter for the composite structure tests, involving innovative test means.
damage tolerance sizing. To guarantee This analysis has a solid foundation
the robustness of Airbus composite thanks to the strong contribution of the
structures, Airbus Engineering has refined airlines. New in-service data are still key
the impact threat evaluation for A350 XWB to further expand the database and will
composite fuselage. This was possible consolidate more and more the accidental
combining the extensive in-service damage threat characterisation.
FAST 48
16
FLIGHT DATA RECOVERY - TIME FOR EVOLUTIONS
Flight Data Recovery

Time for evolutions
Since their invention, the so called ‘Black Boxes’ Data recovery can be tricky and turn into a
have brought a worthwhile contribution to aviation sensitive exercise, especially when the recorders
safety. Past accidents have shown some limits of have laid for months in saline solutions under a
the flight data retrieval when the accidents have strong water pressure. To meet new objectives,
led to the aircraft sinking in deep water. Although time has come to look for additional innovations
the Flight Data Recorders (FDR) and Cockpit in this highly regulation-driven system. The idea
Voice Recorders (CVR) are extremely robust, is not to incriminate the traditional recorders, but
they are not completely indestructible and are rather to think of complementary solutions or
sometimes difficult to locate, especially after potential evolutions of current systems,
accidents over maritime or remote areas. continuously improving reliability and safety.
Pascal ANDREI Uwe BARTELS Volkmar NEEB

Head of Aircraft Security Expert Mandatory Workpackage Leader
Airbus S.A.S. Recording System A400M Recording
Airbus Germany Airbus Germany
FAST 48
17
Recorders story... Today, all new Airbus produced

aircraft are using third generation
for memory recorders using solid-state memory
as a recording media, storing up to
1024 12-bit words per second, over
Early attempts to develop flight
a 25 hours period and two hours of
data recorders are going back to
cockpit voice. These recorders are
the 1940s. In the early 1950s, a
able to withstand impact forces of
series of accidents where the
3400G for 6,5ms (milliseconds), a
causes could not be explained led
temperature of 1100°C for 60
to the grounding of the entire De
minutes and a deep sea water
Havilland Comet fleet for an
pressure of 60MPa (megapascals),
investigation and put a doubt in the
equivalent to a depth of 6,000
public’s mind concerning the
metres for a period of 30 days. In
safety of passenger jets. Without
addition, the Data-Link traffic on
witnesses nor survivors, only
CVR is recorded when FANS
debris of the aircraft were available
(Future Air Navigation Systems) is
for the accident investigation. The
required (see FAST article on page
unavailability of information made
28).
it very difficult to determine the
root causes of the accident.
Triggered by this, David WARREN Why are flight
of the Aeronautical Research
Laboratories developed the idea of
recorders called
recording flight crew’s conver- “Black Boxes”?
sations and flight data to assist the
investigation of the causes of
The origin of the term “Black Box”
accidents. In the following years,
is not clear. One explanation is that
he developed a FDR (Flight Data
at the time of the first generation of
Recorder) prototype which was
recorders, all aircraft electronics
able to record some basic flight
were housed in black rectangular
conditions of the aircraft like its
boxes of standard size and shape.
altitude, direction and the crew
In 1965, it was required to paint the
communication. This data and
FDRs (Black Boxes) in bright red
sound recorder was encapsulated
or orange so that they could be
in metal and fire resistant material
more easily spotted. Almost every
to be protected in case of an
airline in the world switched to
accident. The FDRs became
orange recorder boxes keeping the
mandatory in the early 1960s. With
recognized “Black Box” term.
the early first generation FDRs,
only five analogical parameters
(heading, airspeed, altitude, How does a flight
vertical acceleration and time)
were recorded on a metal foil, and
data recording
increased from the original system function?
acceleration specification of a
100G (G-force) impact to 1000G The Flight Data Recording system
in 1965. At that time the second gets attention if an airplane is
information
generation Cockpit Voice Recor- involved in an accident. After the
G-force: ders (CVR) which recorded 30 Search And Rescue (SAR), one of
A force acting on a body as a result
minutes of flight crew communi- the first actions after an accident is
of acceleration or gravity, informally
cation and cockpit environment to search for the Black Boxes, in
described in units of acceleration
noise, using magnetic audio order to try to define the cause of
equal to one ‘G’. For example, a
recording type tape, became also the accident. The national
12kg object undergoing a G-force of
mandatory in commercial aircraft. organisations responsible to
2G experiences 24kg of force.
Over the last 50 years, the flight investigate an accident (NTSB,
recorder capabilities have impro- BEA, AAIB, etc.) are using the
ved significantly driven by new data stored on the recorders to
FAST 48
regulations. analyze the flight phases.
18
They then decide which measures are recorded and stored over the
should be taken to prevent similar required period. To record the data
accidents to happen again (shared during the whole flight profile, the
objectives by all the contributors: recorder is switched on automa-
Manufacturer, airworthiness autho- tically as soon as one engine is
rities and the investigation bodies). running and it stops five minutes
The Flight Data Recording system after the last engine is shut down.
Example of an FDR (A380)
collects mandatory parameters
required by the airworthiness Figure 1
authorities and additional Airbus
required parameters, to record
Crash Survivable Memory Unit
these data on the Solid State Flight (CSMU)
Data Recorder (SSFDR). A time
signal is transmitted to the CVR
for synchronisation purposes.
The sources of these parameters
come from several aircraft systems
which are connected to the Flight
Data Recording system. Recorded
data are for example engine data
(e.g. EGT, EPR, N1, N2 and fuel),
air data (e.g. temperature, altitude
and speed), flight control data,
Underwater Locator Beacon
navigation data, hydraulic data, etc. (ULB)
Around 1,000 different parameters
Current aircraft definition

Emergency
Location
Transmitter Figure 2
(ELT)
Flight Data Recorder (FDR)

Cockpit Voice Recorder (CVR)
with their ULB
Centralized Data
Acquisition Unit
(CDAU)
FAST 48
19
How is a Black It floats and can be manually

activated, water activated or
Box retrieved both, depending on the model.
today? The cabin crew would normally
activate these beacons on
evacuating the aircraft or
All Airbus aircraft are equipped
requires a survivor to manually
with an Emergency Locator
do so when the model is not
Transmitter (ELT). This radio-
water activated.
beacon with an external fixed
antenna interfaces with a dedicated
When the ELT signal is properly
Search And Rescue non-
received, it indicates the accident
geostationary satellite system
occurrence and the on-ground
(COSPAS-SARSAT). When acti-
localisation. As it doesn’t work
vated, such beacons send out (50
under water, the sunken wreckage
seconds after activation) a
can be located thanks to the
worldwide monitored distress
Underwater Locator Beacon
signal on 406MHz (formerly
(ULB). The ULB is attached to the
121.5MHz), that either can be
memory unit of each recorder and
located by triangulation or by a
emits, upon immersion, an acoustic
GPS (Global Positioning System)
signal of 37,5kHz at an interval of
signal, whenever equipped. The
one per second.
ELT, can be:
• Automatic Fixed: Rigidly
mounted inside the fuselage of How is the data
the aircraft and automatically
triggered by the G-force sensing
of the recorder
switch, or manually from the processed?
cockpit (it cannot send a signal
to the satellite system when After the recorder recovery, the
underwater), Crash Survivable Memory Unit
• Portable Survival (as a (CSMU) is extracted from its crash
complement of the automatic protection housing to proceed to
fixed): Generally carried in the the data recovery. The investigation
Picture series showing the crash protected memory cabin or packed into the escape is starting.
module and the crash protection housing slides/rafts of the aircraft.
The FDR and CVR have brought a
Figure 3 great contribution to safety by
allowing experience feedback from
accidents for improving designs of
aircraft, air traffic management,
improved operational procedures
and trainings. However, there are
still possibilities for improvement.
Data and voice recordings some-
times do not completely allow the
root cause analysis of an accident.
Additional recordings are under
study to enhance the investigation
process. Beyond the technology
readiness, a particular attention is
paid on non-technical aspects
(privacy, laws, unions, etc.) for the
definition of future systems.
FAST 48
20
1 2 3
When the data are retrieved The next step is to decode At the end, a computer-
by the incident the data in order to achieve generated illustration based
investigation specialists, a presentation of the data on the recorded data gives
they are presented in a to the engineering units. A a picture of the image of
hexadecimal form (the so computer-based tool does the cockpit displays seen
called raw data) as found this work by means of a by the pilot, as well as the
in the memory of the calibration file which scenery with the aircraft’s
recorder. comprises all the definitions trajectory and attitude.
of the recorded data for the
aircraft involved in this matter.
(see figure 4) (see figure 5) (see figure 6)
International In an interim report published in

December 2009, the BEA made the Data image in a hexadecimal presentation
Working Group following recommendations (Rx)
Figure 4
recommendations to the EASA and ICAO:
• R1: Extend as rapidly as possible
to ICAO to 90 days the regulatory
transmission time for ULBs
In October 2009, prompted by the installed on flight recorders on
difficulties experienced in reco- aeroplanes performing public
vering the FDRs during some sea transport flights over maritime
operations, the French BEA areas.
(Bureau d’Enquêtes et d’Analyses • R2: Make it mandatory, as
- French civil aviation safety rapidly as possible, for
investigations and analysis bureau) aeroplanes performing public
decided to create an international transport flights over maritime
working group called “Flight Data areas to be equipped with an
Recovery”. This group, composed additional ULB, capable of
of 120 members from numerous transmitting on a frequency (for
countries, represents a wide range example between 8.5kHz and
of actors like investigation bodies, 9.5kHz) and for a duration
regulatory authorities, airframe adapted to the pre-localisation of
manufacturers, recorder manu- the wreckage. information
facturers, underwater beacon • R3: Study the possibility of
manufacturers, satellite service making it mandatory for EUROCAE ED-112
providers, undersea searching aeroplanes performing public (Minimum Operational
companies and international transport flights to regularly Performance Specification for
associations (IATA and IFALPA). transmit basic flight parameters Crash Protected Airborne Recorder
The aim of the team is to look into (for example position, altitude, Systems) defines the minimum
new technologies to safeguard speed and heading). specification to be met for all
flight data and/or to facilitate the • R4: Ask the FLIRECP (FLIght aircraft requiring flight recorders
localisation and recovery of on- RECorder Panel) group to for recording of flight data, cockpit
board recorders. This working establish proposals on the audio, images and CNS/ATM
group has been investigating conditions for implementing digital messages and used for
different areas such as flight data deployable recorders of the investigations of accidents or
transmissions via satellite, as well Eurocae ED-112 type for incidents.
as new flight recorders, but also aeroplanes performing public
evaluating emergency beacons and transport flights.
transmitters’ technologies.
FAST 48
21
The BEA published the working

group’s report on its website.
Airbus participated in it and
supports its conclusions. The
report can be downloaded at:
http://www.bea.aero/en/enquetes/
flight.af.447/triggered.transmission.
of.flight.data.pdf
At the light of this working group,

the FLIRECP will meet this
summer and is planning to discuss
the following items:
• Regular or triggered transmission
of flight data,
• Deployable flight recorders,
• Class A airborne image
recorders,
• Flight recorders to Unmanned
Aircraft systems.
Airbus internal
Flight Data
Recovery project
The ICAO FLIRECP met in June Airbus management has decided to
2010 and proposed the following launch an internal project aiming at
amendments of Annex 6 Part 1 and assessing potential solutions to
3 from the International Standards achieve the three following ob-
and Recommended Practices for jectives:
aeroplanes and helicopters:
• Alternate power source for CVR OBJECTIVE 1:
from 1 January 2018. IMPROVE THE SEARCH AND RESCUE
• Extension of the battery life of (SAR)
the ULB 37.5kHz from 30 days
to 90 days at the earliest Search and rescue could be im-
practicable date, but not later proved by two complementary
than 1 January 2018. means:
• Additional aircraft ULB at a • An automatic send of alerting
frequency of 8.8kHz with a 30 information regarding an aircraft
days battery life for 1 January accident.
2018. • A second one providing the most
accurate water accident
A second working group led by the localisation (R1
BEA concluded in March 2011 recommendation).
that it would be technically feasible
to significantly reduce the search I. OBJECTIVE FULFILMENT
area for wreckage by:
• Triggering transmission of To fulfil this objective, Airbus
appropriate data via SATCOM decided to carry out studies
prior to the impact, and/or, regarding the improvement of the
• Automatically activating next currently used emergency
generation ELTs prior to impact, transmitters (ELT), but also a
and/or, regular transmission of the aircraft
• Increasing the frequency of positions’ reporting parameters
FAST 48
position reports. though a communication media.
22
The ELT is currently the main traffic control request, etc.) a

emergency alerting system provi- particular protocol could be set to
ding accurate, timely and reliable avoid spurious alarms and waiting
distress alert and location when for a trajectory recovery (back to a
correctly activated. The major 15mn transmission rate). This Data image in engineering units decimal
presentation and concerned graphs
issue with current ELT definition solution can be a short term one as
is that only 25% of fixed ELTs technologies are existing (e.g. live Figure 5
operate correctly during an telemetry) and the activation is just
accident. In many accident cases, a matter of software modifications
the ELT activation was highly for aircraft already equipped with
unlikely for different reasons (no communication means (SATCOM),
survivors for manual activation, representing more than 85% of the
destruction at impact, immersion current concerned fleet. It remains
when no water trigger, antenna essentially a recommendation to
cable cut or nadir* seeker the operators, as aircraft in
orientation impossible due to operation are under their proper
debris or being upside down). responsibilities. Some operators
Thus, ways of ELT improvement have already implemented such
are currently under study and solutions customized to their needs
should improve considerably this and capabilities.
important aircraft equipment. A
possible evolution of this essential 3. AUTOMATIC SURVEILLANCE
emergency beacon, amongst
others, would be having an auto- The existing ADS (Automatic
matic free floating deployable ELT, Dependent Surveillance) broadcast
attached to the external part of system could be a solution if the information
airframe, automatically deployed broadcast mode would work over
away from aircraft and activated seas (see FAST 47 – ADS-B * Nadir: The point of the celestial
either on impact, manually from article). Actually, the ADS-C sphere that is directly opposite
the cockpit or by water detection. (Contract) works over oceans but the zenith and vertically downward
the dynamic agreement is initiated from the observer.
2. AUTOMATIC POSITIONNING by the ground segments and is not
monitored by the aircraft. Airbus is
The automatic position reporting studying an alternative means
by regular transmissions of some using an aircraft-to-aircraft
parameters remains also a viable connection rather than by relayed
solution, taking into consideration satellite transmissions.
the easiness and facility of its
implementation. Airbus’ proposi- The three solutions have been
tion is to send out six parameters assessed and associated re-
(time/latitude/longitude/altitude/ commendations will be made in
ground speed/heading) to the the near future. In the meantime,
operator’s ground segment every Airbus is working on alternative
15 minutes maximum during a solutions for aircraft not equipped
‘normal flight’, and this rate would with suitable communication
accelerate to 30 seconds when means: The deployable ELT or a
triggered by an inconsistency ‘light’ SATCOM are currently
between the expected aircraft considered.
position (waypoints, flight level,
etc.) and the real one (GPS OBJECTIVE 2:
position/altitude). By receiving 30 LOCALIZE THE WRECKAGE IN DEEP
seconds rhythmic aircraft WATER
positioning, the operators would
then be in a position to get The wreckage localisation is useful
organized to react and check their for the recovery of the debris and
aircraft situation. In case of amongst them, the two recorders,
voluntary deviations (evasive all complementary for accident
FAST 48
action, bad weather avoidance, air investigations.
23
By reducing the search area wreckage localisation, even in

(consequence of Objective 1), the deep water as the deployment
wreckage localisation should be should be activated at the time the
highly improved. Nevertheless, the aircraft impacts the sea surface.
relevance of the recommendations
‘R1’ and ‘R2’ are definitively to OBJECTIVE 3:
improve the current ULB’s RETRIEVE RECORDED FLIGHT DATA
definition. For 26% of the
accidents, but almost 2/3 of brand The last stage after SAR and/or
new recorders, ULBs are detached wreckage localisation is the flight
from the recorders during the data recovery. It remains manda-
accident and therefore, they do not tory to help explain the root cause
fill their role to locate them. In of the accident, sometimes in
some sea accident cases with high complement to the debris analyses.
drifts, recorders have been found Two solutions (with or without
many days after the ULB beamed recorders) are currently being
location. A better attachment is examined within Airbus:
certainly a fair improvement. • I. The transmission of flight data
out of the aircraft.
In the same way, the extension of a • II. The new recorder
current battery life (ULB 37.5kHz) technologies - combined,
to 90 days is also a valuable deployable and free-floating.
modification for the recorder
localisation. This will help to find I. FLIGHT DATA TRANSMISSION
the “needle in the haystack”, given
that the haystack be found. For that On a medium term timescale, the
purpose, the additional 8.8kHz transmission of key parameters
ULB with its lower frequency and (around 40 items sent every
thus, a farther detection, will 500ms) together with a five
undoubtedly help the wreckage minutes DFDR buffer, could be
localisation in deep water. triggered on detected loss of
The deployable ELT as described aircraft control, combined with
in the previous paragraph, could defined systems’ alerts (TCAS,
also at stake, meet these objective EGPWS, etc.). Airbus has made
requirements. An ELT, integrated various studies assessing this
in a deployable recorder (see feasibility through different
Objective 2) will play the same role systems and protocols (ADS-C,
and therefore, will fully support the ACMS2, mixed systems, etc.).
Computer simulation based

on recorder flight data
Figure 6
FAST 48
24
A) Triggered by an identified Bandwidth availability is a must

aircraft loss of control that cannot be ensured anyway.
Last but not least, non-repudiation information
A list of emergency situations of the data transmitted through
has been assessed (excessive “open” networks shall be ensured * Heuristic: As a noun, a heuristic
pitch, excessive roll, stall, over to meet the probative value, is a specific ‘rule-of thumb’ or
speed, excessive acceleration, baseline of the enquiry and justice argument derived from
low speed, etc.) in order to proceeding. Later on, CVR and experience.
ensure a proper interpretation of videos could be included in the
the flight situation. transmitted package, but they are
Airbus is currently evaluating not part of the current studies.
its feasibility with a list of flight Airliners become more and more
databases aiming at validating connected through in-flight inter-
our heuristic* on loss of control net and data services, thus the
situations and ensuring a proper aircraft permanent connectivity
detection of genuine versus will be most likely one of the
spurious catastrophic events. promising solutions in the near
The study allowed Airbus to future as the cost and bandwidth
evaluate the proposed criteria are improving considerably.
and to quantify the wrongly
detected events. II. NEW RECORDERS’ TECHNOLOGIES
B) A “tweeting” aircraft ? Airbus’ plan to investigate the

feasibility of Deployable Flight
The data flow must be Recorders is motivated by a
confidential and secured, but request of the ICAO High Level
the new communication Safety Conference. Today’s recor-
technologies could allow der technology is a hardened
automatic and triggered design concept where the crash
transmissions in a way to meet protected memory housing is
some of our objectives. Most of constructed to survive the severest
the current serial aircraft are crash scenarios, while fixed ins-
communicating widely with talled inside the aircraft.
A combined free-floating
ground segments (ATC, AOC, deployable recorder
etc.) for many purposes like
navigation, maintenance and Figure 7
information. Some aircraft
operators are already using such
communication means to
transmit data with their own
ground base.
The first results are promising
but some limitations need to be
solved. The aircraft attitude in
such a situation might be so
Courtesy of DRS Technologies Inc.
extreme that the satellite line-

of-sight could be lost between
the transmission and the
reconnection delay (1 long
minute). The power supply is
also at stake, as the current
SATCOM is not supplied by
emergency power equipment
that might be requested in case
of lost of energy.
FAST 48
25
But even if the third generation Airbus committed to be pro-active

recorders are nearly indestructible, by implementing such requested
it still can happen that the improvements as early as possible,
recorders are crushed into unread- even though adequate regulation
able pieces, or located in deep requirements will be established
water which makes recovery very later.
difficult or even impossible.
The deployment logic is triggered
An alternative survivability design according to the possible following
approach is a deployable free- situations:
floating recorder. Such recorder • Accelerometers detect a crash
combines a FDR, a CVR and an (3-axis G-Vector Switch).
ELT, in one single deployable unit • Hydrostatic switches detect an
and deploys away from the aircraft immersion after ditching (no
during an accident, hence avoiding crash detected).
the crash forces. This allows a • Crash detection circuits detect an
quick location and an economical abnormal structure rupture.
A combined free-floating recovery of the recorder, especially
deployable recorder
in accidents over seas. Thanks to The nominal sequence of the
the integrated ELT, Search And deployment in case of accident
Figure 8
Rescue authorities are immediately over water, could be as follows:
alerted and the information of the • Sensors detect the crash;
accident location is provided to • Deployable Black Box is
allow a quick recovery of the released from the aircraft
survivors. structure and floats on the water;
• ELT transmits the location of the
Deployable recorders accident via a satellite
are used successfully constellation to the SAR
on military aircraft and authorities;
helicopters, however • Deployable recorder acts as a
Co
urt the technology has to homing device for rescue crews;
es
yo
fE
AD
SC be adapted to meet • SAR personnel recover potential
AS
SID
IAN
commercial aviation survivors.
needs.
glossary
AAIB: Air Accident Investigation CDAU: Centralized Data Acquisition IATA: International Air Transport
Branch Unit Association
ACMS: Aircraft Condition Monitoring CSMU: Crash Survivable Memory ICAO: International Civil Aviation
System Unit Organization
ADS-C: Automatic Dependent CVR: Cockpit Voice Recorder IFALPA: International Federation of
Surveillance - Contract EASA: European Aviation Safety Airline Pilots' Associations
AOC: Aeronautical Operational Agency NTSB: National Transportation
Control ELT: Emergency Locator Safety Board
ATC: Air Traffic Control Transmitter SAR: Search And Rescue
BEA: Bureau d’Enquêtes et FAA: Federal Aviation SATCOM: SATellite COMmunications
d’Analyses pour la sécurité Administration SSFDR: Solid State Flight Data
de l’aviation civile (French FANS: Future Air Navigation System Recorder
civil aviation safety (D) FDR: (Digital) Flight Data Recorder TCAS: Traffic alert and Collision
investigations and analysis FLIRECP: FLIght RECorder Panel Avoidance System
bureau) GPS: Global Positioning System ULB: Underwater Locator Beacon
FAST 48
26
Ensure a safe and The EASA counts on the

assessment results and expects a
efficient more detailed proposal from Airbus
deployment before the end of 2011 (e.g. by a
Certification Review Item - CRI).
The Black Box deployment is one
In addition, Airbus accompanies
of the main concerns of the current
future rulemaking activities. As
studies. Depending of the final
noted above, ICAO has already
localisation on the aircraft, the
suggested improvements and plans
deployable recorder trigger must be
to issue new Standards And
reliable. Currently, neither any
Recommended Practices (SARP)
airworthiness administrations have
in a short time. Airbus will provide
established rules for Deployable
a proposal to ICAO via its
Flight Recorders for large civil
participation in the ICAO-
aircraft. It remains a challenge to
/FLIRECP (Flight Recorder Panel)
determine certification require-
in 2011. The Minimum Opera-
ments for the installation of
tional Performance Specifications
deployable recorders. There must
(MOPS) for deployable recorders
be a good balance between the
are already detailed in the Eurocae
accepted benefits of deployable
Document ED-112. An update of
recorders (with integrated auto-
the ED-112 chapter ‘Deployable
matic ELT) and additional failure
Recorder’ by the Eurocae WG-90
cases arising from the installation
is foreseen with Airbus’ contri-
constraints, considering possible
butions. The ED-112 is an
failures of the deployment
accepted industrial implementation
mechanism. Such failure cases, like
standard by almost all air-
unintended deployment and loss of
worthiness administrations.
the recorder are not trivial and
require specific assessments.
During an initial meeting in April CONTACT DETAILS Uwe BARTELS
2011, EASA agreed with Airbus on Expert Mandatory
Pascal ANDREI Recording System
the basic principles to manage such Head of Aircraft Security Airbus Germany
certification issues. Airbus S.A.S. Tel: +49 (0) 40 743 76713
pascal.andrei@airbus.com uwe.bartels@airbus.com
Tel: +33 (0)5 67 19 18 07
Volkmar NEEB
Workpackage Leader
A400M Recording
Airbus Germany
Tel: +49 (0) 40 743 83425
Conclusion volkmar.neeb@airbus.com
Airbus has worked on complementary Therefore, the deployable, combined and

solutions to meet new objectives in order free-floating recorders including an ELT
to improve the distress signal will shortly cross a series of tests to
transmissions for triggering the SAR ensure its feasibility. On a longer term, the
(Search And Rescue) and to recover the transmission every minute of a set of FDR
flight data for investigations. parameters through appropriate
Short term solutions will rely on the communication means, together with five
periodic transmission of key parameters minutes of recorders’ buffering would be a
through satellite broadcast systems suitable solution. The current “Black
triggered on defined events. Boxes” are not relic from the past; they
Future certification standards will certainly are just evolving according to new
consider deployable recorders as a technologies to serve the aviation safety,
compliance means to demonstrate data retrieving the flight data to investigate on
recovery and localisation under all the cause of an accident. Safety and
foreseeable situations. efficiency are Airbus’ priorities.
FAST 48
27
FANS FOR A320 AND A330/A340 FAMILIES - ENHANCING AIR TRAFFIC COMMUNICATIONS
FANS for A320

and A330/A340 Families
Enhancing air traffic communications
In recent years, it has become clear that the usual FANS is basically a set of applications for ATC
voice communication means in the Air Traffic based on modern technologies such as Data-Link
Control (ATC) environment are no longer communication and satellite navigation. The main
sufficient to support the needs of pilots and Air FANS application is the CPDLC (Controller-Pilot
Traffic Controllers. There is a need to exchange Data-Link Communication) that allows the pilots
routine information in a flexible, reliable and to communicate directly with controllers on
secure manner. This is true in all operational ground, using Data-Link with a set of predefined
contexts, whether in low traffic density, in oceanic text messages.
or remote areas, or in high traffic density over Today, the FANS function is acknowledged as a
continental areas. In 1983, the ICAO main pillar of the ATM (Air Traffic Management)
(International Civil Aviation Organization) began development by the major ATM programme
the development of a strategy which led to the bodies such as the Single European Sky
selection of FANS (Future Air Navigation programme in Europe (SESAR) and the NextGen
System) to overcome the difficulties linked to the programme in the USA.
global increase in air traffic.
Fabienne SAURON-COMBIE John GRANT

Avionics Design Manager Senior Marketing Manager
Airbus Upgrade Services Airbus Upgrade Services
FAST 48
28
The Airbus FANS FANS A/A+

packages
The FANS A/A+ package has been
Since year 2000, Airbus has developed for operating over
developed the FANS A package remote and oceanic areas, making glossary
that was first certified on the use of the ACARS (Aircraft
A330/A340 Family. The Airbus Communication and Addressing ACARS: Aircraft Communication
FANS A has evolved into an Reporting System) network to Addressing and Reporting System
enhanced package called FANS support ATC Data-Link communi- ADS-C: Automatic Dependent
A+. cation exchanges. Surveillance - on Contract
A new package called FANS B+ AOC: Airline Operations
was developed to cope with areas The FANS A/A+ function is Communications
of high traffic density and specific integrated with the aircraft Flight ATC: Air Traffic Control
short range operational needs, Management System (FMS) which ATN: Aeronautical
mainly in Europe. allows the exchange of flight Telecommunication Network
Selecting FANS A+ or FANS B+ is information between ground ATC ATSU: Air Traffic Services Unit
basically an operator’s decision and the flight crew over ACARS. CPDLC: Controller-Pilot Data-Link
depending on their operational FANS A/A+ includes cockpit Communication
needs (Europe continental area or automation that provides support HFDL: High Frequency Data-Link
remote/oceanic areas), and obviously to the flight crew to automatically SATCOM: Satellite Communications
depending on the applicable/expected update flight plan based on up- VDL: Very high frequency Data-Link
operational mandates. linked data and provides flight data
for flight information downlink.
FANS solutions
Operating environment with FANS A+ and FANS B+ Figure 1
FANS A+ FANS B+ FANS A+ FANS B+

using ACARS using ATN
ATSU ATSU
over oceanic over continental
and remote areas areas
Optional Basic Optional
Aircraft A320 A330/A340 A320

Avionics
FANS applications
Communication: CPDLC X X X
Surveillance: ADS-C X X -
Ground users Ground network Air/Ground media
ATS 623 applications using ACARS

Digital ATIS - D-ATIS X X X
Departure Clearance - DCL X X X
Oceanic Clearance - OCL X X -
SATCOM VDL-A VDL-2 HFDL VDL-2
Medias
SATCOM Option Basic Option (AOC only) ACARS ATN
VDL-Mode A Basic Basic Basic (AOC only)
VDL-Mode 2 Option Option Basic

AOC ATC
HFDL Option Option Option (AOC only) Centre Centre
FAST 48
29
The FANS A+ package is now

installed as standard on the
FANS B+
A330/340 Family aircraft and can
also be proposed as an option on The FANS B+ package (preceded
the A320 Family (see figure 1). by the FANS B package as part of
the pioneer phase) has been
Applications available in the FANS developed for operations over the
A/A+ package include: European continental area and
• CPDLC (Controller-Pilot Data- utilizes the modern Aeronautical
Link Communication) that Telecommunication Network (ATN)
allows the pilots to communicate to support the ATC Data-Link
directly with ATC (ground) for communication exchanges. The
routine communications, using FANS B+ package is now
Data-Link with a set of proposed as an option on A320
predefined text messages. Family, especially for those aircraft
• ADS-C (Automatic Dependent flying mainly over Europe.
Surveillance - on Contract)
which operates independently of The applications available in the
information the flight crew and allows ATC FANS B+ package include :
to query the aircraft for specific • CPDLC
For information, Boeing uses the information (i.e.: Flight Plan, • ATS 623 enhancement package
term FANS 1 to describe a similar aircraft position, weather (optional and using ACARS
solution to FANS A/A+ on their information (WX info), etc.). network) with Digital Automatic
aircraft. The aircraft may be required to Terminal Information Service
downlink the data once, at (D-ATIS) and Departure
periodic rates (15 minutes), or at Clearance (DCL).
specific events (waypoints,
altitudes). No matter which version of FANS
DCDU: The specificity • ATS 623 enhancement package is deployed (A, A+, B or B+), the
of Airbus FANS solution (optional) with Digital FANS function on the A320,
Automatic Terminal Information A330/A340 Family aircraft relies
Figure 2 Service (D-ATIS), Departure on a main core system called the
To send and receive Clearance (DCL) and Oceanic ATSU (Air Traffic Services Unit).
CPDLC messages Clearance (OCL). The ATSU hosts the Data-Link
communication router and the
FANS applications and interfaces
Time and ATC centre Message status with the different avionics
peripherals. The peripherals
include the different Data-Link
communication means available
on-board to transmit and receive
Brightness Print the Data-Link messages. In the
control current cockpit, two dedicated screens are
message installed on the main instrument
panel called the DCDU (Data-Link
Scrolling Scrolling Control and Display Units) to
keys for keys for manage the transmission and
message message reception of the CPDLC Data-Link
stack pages messages (see figure 2).
Courtesy of GE Aviation
Information zone
Function keys
FAST 48
30
FANS global for aircraft equipped with FANS A

Data-Link communication sys-
advantages tems, where the pilots can request
flight levels, speed or frequency
changes and the controller can give
Clear FANS operational benefits
clearance using CPDLC messages
can be identified for both pilots
via Data-Link (ACARS VHF or
and controllers. As an example,
SATCOM). Voice VHF (and/or HF
when flying in oceanic airspace
radio) is reduced to backup or for
where there is no VHF (Very High
non-routine communications.
Frequency) coverage, the pilot's
traditional method of communi-
More globally speaking, the risk of
cating with ATC is via HF (High
mishearing or misunderstanding is
Frequency) voice radio. The HF
almost eliminated and thus, safety
voice messages from the aircraft
is enhanced. The CPDLC messa-
are transcribed by a radio operator
ges are delivered to ATC in near-
and sent to the ATC centre. The HF
real time and with higher reliability
voice frequencies are often
than achieved by the voice only.
congested making it difficult for
pilots to communicate efficiently
with ATC. Poor HF transmission FANS deployment
conditions mean that messages
may have to be re-transmitted or
in the world:
relayed by other aircraft. This Where and what?
consumes time and effort for
pilots, radio operators and OVERVIEW OF FANS OPERATIONS
controllers, and increases the risks (SEE FIGURE 3):
of errors. A routine request to
change the flight level can take 20 Since the South Pacific regions
minutes or more using such introduced FANS Data-Link appli-
procedures. cations in the 1990s, the imple-
On the other hand, FANS A routes mentation has progressively grown
have been created over those areas to cover all oceanic/remote regions, World map summarizing
FANS operations
Figure 3
FANS A/A+ FANS B/B+

FAST 48
Airbus solutions
31
including Africa, the Middle East, It is likely that some European

the Far East, the Indian Ocean, the airspaces will continue to
Central and North Pacific, and accommodate FANS A traffic in
Atlantic Oceans. The global the near term, however focus in
motivation for all areas are the Europe is clearly on the Link
significant operational benefits 2000+ Data-Link programme.
based on a separation minima
reduction, allowing more effi- Both European air traffic
ciency and dynamics in route controllers and pilots are aware
assignments. Most of the world’s that voice communication has
oceanic and remote areas now have reached its limits in terms of air
FANS A capability. traffic capacity in Europe today.
The Link 2000+ Programme is
addressing this problem by
The FANS A providing controllers and pilots
exceptions with a second communication
channel: Air/ground Data-Link
through the implementation of
A) CONTINENTAL NORTH AMERICAN’S
Controller Pilot Data-Link
AIRSPACE
Communication (CPDLC) in
European en-route airspaces, based
It is an obvious exception as not yet
on Aeronautical Telecommu-
equipped. U.S. domestic ATS Data-
nication Network (ATN) and the
Link capabilities will await the FAA
VDL 2 technology. The Link
(Federal Aviation Authority)
2000+ operational concept is to use
NextGen data communications’
CPDLC as a supplementary means
programme implementation.
to voice exchanges and for non-
time-critical communications.
B) LINK 2000+ IN EUROPE
LINK 2000+ MANDATE DEPLOYMENT
Continental European airspace has
limited CPDLC/ADS-C operations
The draft Data-Link Services
and their focus is now mainly on
Implementing Rule (DLS IR) was
full ATM/CNS (Air Traffic
delivered to the European
Management/Communication
Commission in early October 2007
Navigation & Surveillance), using
and was adopted on 16 January
ATN protocols over ACARS VDL
2009. The implementing rule is
(VHF Data-Link) Mode 2
now legally binding and applies to
networks within the scope of
both, ground implementation by
SESAR and with deployment of
Air Navigation Service Providers
the Link 2000+ Data-Link man-
(ANSP) and to aircraft operators.
date, that has already begun as
The mandate targets airspace users
shown in figures 4 and 5.
operating above FL285 and ANSPs
operating in the European region.
The full text of the Data-Link
Services Implementing Rule is
available on the Air Transport
portal of the European Commission
(http://www.eurocontrol.int/link20
00/public/subsite_homepage/home
page.html).
LINK 2000+ BENEFITS FOR ATC
• Enhanced safety,
• Increase of airspace capacity,
• Reduction of ATM delays and
FAST 48
flight operating costs.
32
The industrial Link 2000+ implementing rule

key dates
challenge for the
FANS B+ retrofit Figure 4
on in-service
A320 Family fleet segment Aircraft segment Aircraft
Forward fit mandate New aircraft in conformity
related to the
European
Ground
ANSPs LINK core region
mandate All aircraft

Retrofit mandate in conformity
or exempted
The Airbus solution for the Link
Ground
2000+ mandate is the FANS B+ ANSPs whole of European Union

package. Initial certification was
achieved in early December 2010 Jan 1st Feb 7th Feb 5th
2011 2013 2015
and will be finalized by September
this year for the A320 Family. 2009 2010 2011 2012 2013 2014 2015 2016
The FANS B+ remains an option

on the A320 Family and is
proposed to customers with main
or partial European continental
operations. Schedule for Link 2000+ ground
implementation
As per the Link 2000+ imple-
menting dates for new aircraft, the Figure 5
FANS B+ installation is required
as from 1 January 2011 and
retrofit installations must be
finalized by 5 February 2015.
Maastricht ACC
7 feb 2013
5 feb 2015
FAST 48
Above FL285
33
FANS crew interfaces
Figure 6
ATC message
push-button with DCDU:
audio and visual Data link Control
alert. and Display Unit
The automatic exemptions are for:

• Aircraft equipped with FANS
Retrofit needs on three typical A320 Family A/A+ having received their first
configurations in service
Certificate of Airworthiness
(CoA) before 1 January 2014.
Figure 7
Importantly this means that
Configuration A Configuration B Configuration C A330/A340 Family aircraft
No ATSU and none Pre-FANS with ATSU FANS B flying into European airspace
or partial provisions & partial provisions
installed already equipped are exempt
(FANS B+ not available on
Full installation Partial installation ATSU software
including provisions, including ATSU upgrade, uploading
A330/A340 Family aircraft).
Equipment ATSU, DCDUs, GPS DCDUs, GPS (and additional • Aircraft with first CoA before
required synchronized clock, synchronized clock, wiring 31 December 1997 and for
VDR capable VDR capable if necessary) which the end of operations in
of VDL Mode 2 of VDL Mode 2
the European Union is planned
Man-hours required Up to 350 20 to 50 3 to 6 before 31 December 2017.
C Check A Check Night stop
Approximate Airbus estimates that around 2,000
number of aircraft 950 3150 650 A320 Family in service aircraft
in fleet
FAST 48
will be retrofitted with the FANS

B+ solution by January 2015.
34
Aircraft • Full FANS provisions.

• 1 synchronized GPS clock.
architecture for the • GPS primary function activated.
FANS B+ retrofit FANS B+ RETROFIT WORKLOAD:
information
All FANS retrofit solutions are

Any in service A320 Family available today.
• Installation of 2 DCDUs in the
aircraft can be a candidate for the
cockpit.
Airbus FANS B+ retrofit. The
• Activation of the 2 ATC MSG
impact of the upgrade is dependent
(Message) pushbuttons on the
on the level of prerequisites
glareshield.
already installed.
• ATSU hardware and software
upgrade.
PREREQUISITES INCLUDE:
• Activation of VDL mode 2
function in the ATSU.
• 1 ATSU in Pre-FANS
• Upload and activation of ATSU
configuration.
FANS B+ application software.
• 3 VDL Mode 2 capable VHF
data radios currently required.
For more information, please link
However, the possibility of VDL
to Airbus e-Catalogue on
Mode 2 capability on one VHF
AirbusWorld.
data radio only, is under
investigation for retrofit.
CPDLC: ADS-C:
• Reduced communication errors between pilot • Enables reduced separation between aircraft
Summary and controller • More efficient and direct routes
of the • Alleviated workload for ATC controller and • Automatic downlink of position reports
FANS flight crew
operations • Freeing up of voice communication channels
benefits • Reduced clearance delivery time
• Allows the flight crew to print ATC messages
• Historical record of exchanged messages
CONTACT DETAILS
Fabienne SAURON-COMBIE John GRANT

Avionics Design Manager Senior Marketing Manager
Airbus Upgrade Services Airbus Upgrade Services
fabienne.sauron-combie@airbus.com john.grant@airbus.com
Tel: +33 (0)5 61 93 80 66 Tel: +33 (0)5 61 93 24 63
Conclusion Fax: +33 (0)5 62 11 08 47 Fax: +33 (0)5 61 93 46 10
FANS is an integral part of the progress in introduction of the equipment concerned.

the field of Air Traffic Management. FANS The goal for all involved is the continued
affects aircraft flying worldwide and enhancement of safety and more efficient
requires the understanding and use of airspace leading to reduced fuel
commitment of both Air Navigation consumption and emissions.
Service Providers (ANSP) and operators. We encourage operators not yet prepared
In order to prepare for the mandates for the coming mandate to contact their
already in place, it is paramount that all dedicated Airbus focal point for more
players take steps to prepare their information.
in-service aircraft and schedule the timely
FAST 48
35
WING TESTS
The improvements in testing processes
e, and
s a n d b a gs, thre
two l
’ s o n e sandbag, k t h a t there wil
“And her e I thin
a n o t h e r... Well, e w ing of o
ur
a n d g t h
another, now for
testin
a d f o r
h lo
be enoug
t!”
r a n d n e w aircraf
b
Courtesy of Airbus Flight Test Photo Lab
You would have heard this in 1939 during the wing bending tests on the
Dewoitine 520 aircraft. The workers back then would have found that
today’s GUISMOT tool for damage tolerant composite fuselage sizing
(read FAST article page 10) would be pure science-fiction.
The Dewoitine 520 was a French fighter aircraft

that entered service in early 1940. The ferry
range was from 1,300 km (810 mi) to 1,500 km
(930 mi) at 450 km/h (280 mph). The flight
controls were well harmonized and the aircraft
was easy to control at high speed. The
maximum dive speed tested was 830 km/h
D e w o it in
(520 mph) with no buffeting and an excellent d e l 'A ir e 5 2 0 a t t h e
et de l Mu
stability, both in the dive (depending on the 'E s p a c e , s é e
France
fuel load) and as a gun platform.
An all-metal structure was used, except for fabric-covered
ailerons and tail surfaces. The wing, even if single-spar, was a solid and
rigid unit with a secondary spar and many reinforced parts.
FAST 48
36
CUSTOMER SERVICES WORLDWIDE AROUND THE CLOCK... AROUND THE WORLD
Customer Services
events
Bangalore
WORLDWIDE
Services & Customer Support
Tel: +33 (0)5 67 19 19 80
Fax: +33 (0)5 61 93 18 18
Just happened related to JobCard solutions in V3 and
USA/CANADA
AirN@v/Engineering enhancements. The second Customer Services
A320 Family symposium in Toronto day was dedicated to the advanced functionalities Tel: +1 703 834 3484
The main aim of this symposium which was held of the current AirN@v V2 modules and the Fax: +1 703 834 3464
last May was to provide the A320 Family benefits that have been achieved with Technical CHINA Services and Customer Support centres
operator’s community with an opportunity to Data Upgrade’s enhanced functionalities. Customer Services Training centres
review the major issues and their associated Airbus customers have appreciated the Tel: +86 10 8048 6161 Ext 5020 Material Logistics centres / Regional warehouses
Fax: +86 10 8048 6162 Field Service Managers
initiatives with Airbus and its key suppliers. A enhancements introduced with AirN@v V3.
caucus followed, highlighting a consolidated FIELD SERVICE SUPPORT ADMINISTRATION
request for key areas of focus from the operators Support Improvement meeting, Toulouse - France Field Service Management
Tel: +33 (0)5 67 19 04 13
for a collaborative work. Airbus has recently organized its second Support Fax: +33 (0)5 61 93 49 64 Country Field Service location Country Field Service location
In particular, the caucus revealed that the highly Improvement meeting in Europe hosting eight Algeria Algiers Luxembourg Luxembourg City
successful FAIR (Forum with Airlines for major suppliers and 11 key airlines from the TECHNICAL, MATERIAL LOGISTICS Argentina Buenos Aires Malaysia Kuala Lumpur
& TRAINING SUPPORT Australia Brisbane Mauritius Mauritius
Interactive Resolution) Working Groups should European region. For the first time a co- Airbus has its main Material Logistics centre Australia Melbourne Mexico Mexico
be continued and developed, and that chairman, Mr Eduardo Sebastião, M&E Strategic in Hamburg, and regional warehouses Australia Newcastle Mexico Toluca
in Frankfurt, Washington D.C., Dubai, Beijing, Australia Sydney Morocco Casablanca
collaborative approaches also be developed for Purchasing Manager at Air Portugal has helped Austria Vienna Morocco Marrakech
component obsolescence management and fuel Airbus in preparing and driving this event. The Shanghai and Singapore.
Bahrain Manama Netherlands Amsterdam
saving initiatives. main objective of this meeting was to focus on the Airbus operates 24 hours a day every day. Bangladesh Dhaka New Zealand Auckland
Brazil Sao Paulo Nigeria Lagos
suppliers’ continued support improvement Airbus Technical AOG Centre (AIRTAC) Bulgaria Sofia Oman Muscat
The 17th Performance & Operations conference in projects for customers. The suppliers highlighted Tel: +33 (0)5 61 93 34 00 Canada Montreal Pakistan Karachi
Fax: +33 (0)5 61 93 35 00 Chile Santiago Peru Lima
Dubai their improvement plans and spent time in China Beijing Philippines Manilla
airtac@airbus.com
This conference gathered 270 attendees involved bilateral meetings to address specific concerns of China Chengdu Portugal Lisbon
Spares AOGs in Americas should be China Chongqing Qatar Doha
in flight operations including over 90 airlines, the airlines. addressed to: China Guangzhou Romania Bucharest
airworthiness authorities and suppliers. Nearly 80 The participants also had the opportunity to share Tel: +1 703 729 9000 China Haikou Russia Moscow
their views during three workshops focusing on Fax: +1 703 729 4373 China Hangzhou Saudi Arabia Jeddah
presentations including the Going Digital project, China Hong Kong Saudi Arabia Riyadh
‘Supplier Improvement plans and tools aog.na@airbus.com
Operational Landing Distances, or EFB China Lhasa Senegal Dakar
(Electronic Flight Bag) have been presented by enhancement’, the ‘Airbus Supplier Support Spares AOGs outside Americas China Shanghai Singapore Singapore City
Operation Team Scope’ and on how to ‘Improve should be addressed to: China Shenyang South Africa Johannesburg
Airbus specialists, not to forget the participation Tel: +49 (0)40 50 76 4001 China Shenzhen Spain Barcelona
of some of Airbus' customers. Airbus cabin BFE Supplier Support rating’. Fax: +49 (0)40 50 76 4011 China Xi'an Spain Madrid
Colombia Bogota Sri Lanka Colombo
Airbus introduced for the first time a new type of aog.spares@airbus.com Czech Republic Prague Switzerland Zurich
sessions called "Sharing experience roundtables". Spares related HMV issues outside Ecuador Quito Taiwan Taipei
North America should be addressed to: Egypt Alexandria Thailand Bangkok
A pre-selected panel of three to five participants Coming soon Tel: +49 (0)40 50 76 4003 Egypt Cairo Tunisia Tunis
were on stage, debating on a list of topics and Fax: +49 (0)40 50 76 4013 El Salvador San Salvador Turkey Istanbul
moderated by an Airbus specialist. The rest of the Leasing conference Finland Helsinki United Arab Emirates Abu Dhabi
hmv.spares@airbus.com France Paris United Arab Emirates Dubai
audience had the opportunity to express their The next Leasing conference will be held in Airbus Training Centre Toulouse, France Germany Berlin United Arab Emirates Sharjah
points of view. This open exchange on the Dublin, Ireland, on the 12th and 13th October 2011. Tel: +33 (0)5 61 93 33 33 Germany Cologne United Kingdom London
Germany Dusseldorf United Kingdom Luton
important Flight operations’ topics has received a The invitations and agenda will soon be sent out. Fax: +33 (0)5 61 93 20 94
Germany Frankfurt United Kingdom Manchester
very warm welcome by all participants. Airbus Maintenance Training Centre Germany Hamburg United States of America Atlanta
Hamburg, Germany Greece Athens United States of America Charlotte
A300/A310 Family symposium Hungary Budapest United States of America Chicago
Tel: +49 (0)40 74 38 8288
Record participation for the 5th AirN@v users club The next A300/A310 Family symposium will be Fax: +49 (0)40 74 38 8588 India Mumbai United States of America Fort Lauderdale
The 85 customers from 49 airlines, MROs and held in Istanbul, Turkey, from 17th to 20th October India New Delhi United States of America Honolulu
Airbus Training subsidiaries Indonesia Jakarta United States of America Indianapolis
leasing companies met last June in Toulouse, 2011. The OIT (Operators Information Telex) Miami, Florida - U.S.A. Iran Teheran United States of America Los Angeles
France, to share their experience and to discuss with the agenda and invitations will soon be sent. Tel: +1 305 871 36 55 Irish Republic Dublin United States of America Louisville
Fax: +1 305 871 46 49 Israel Tel Aviv United States of America Memphis
with Airbus AirN@v specialists. Airbus Family symposiums are held for each Italy Rome United States of America Miami
The first day of the users club was dedicated to Airbus programme every two years, and target Beijing, China Japan Kita Kyushu United States of America Minneapolis
software and functionality enhancements that are airline engineering and maintenance managers. Tel: +86 10 80 48 63 40 Japan Tokyo United States of America New York
Fax: +86 10 80 48 65 76 Jordan Amman United States of America Phoenix
available with the AirN@v V3 technology. The prime function of these meetings is to enable Kazakhstan Almaty United States of America San Francisco
FAST 48
FAST 48
Workshops and feedback on V3 and training two-way communication, leading to an ever safer Bangalore, India (Maintenance training) Korea Republic Seoul United States of America Washington
Tel: +33 (0)5 61 93 33 33 Kuwait Kuwait City Uzbekistan Tashkent
needs have been held, followed by presentations and more efficient fleet. Fax: +33 (0)5 61 93 20 94 Lebanon Beirut Vietnam Hanoi
37
FAST
48
A U G U S T 2 0 1 1
F L I G H T
S U P P O R T
T E C H N O L O G Y
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FAST48_couv.

qxp:couv 08/07/11 11:31 Page 1

CUSTOMER SERVICES WORLDWIDE AROUND THE CLOCK... AROUND THE WORLD

The Airbus High Tyre Pressure Test

A regulation change for new aircraft generation 2

Publisher: Bruno PIQUET

This issue of FAST Magazine has been printed

Photo copyright Airbus

Background the landing gear is one of the most

Consequences of Ground manoeuvring is improved

surement at regular stops would

have been sufficient to assess the

real impact of tyre pressures on

Aircraft (max. ramp weight)

Vehicle simulator - the ‘Turtle’

Pavement test Item

THE HEAVY TRAFFIC SIMULATOR:

2. TEST CAMPAIGN aircraft wheel loads of 28.7 and

Evolution of the cumulative traffic

3. LESSONS LEARNT FROM THE TEST Transversal rutting profiles measured

Each rutting survey consisted of 84 Figure 7

EFFECT OF THE ASPHALT CONCRETE

For section D (high rutting perfor- As expected, the rut depth on

National Airport Pavement Test Facility (Atlantic City, N.J., USA)

level. The prevailing rutting very low.

Current and proposed allowable tyre pressure categories

Tire pressure Current ICAO limits Proposed new ICAO limits

X Medium: 1.50 (218) High: 1.75 (254)

Y Low: 1.0 (145) Medium: 1.25 (181)

Z Very low: .50 (73) Low: .50 (73) Cyril FABRE

DAMAGE TOLERANT COMPOSITE FUSELAGE SIZING - CHARACTERISATION OF ACCIDENTAL DAMAGE THREAT

Vincent FAIVRE Emilie MORTEAU

DAMAGE TOLERANT COMPOSITE FUSELAGE SIZING - CHARACTERISATION OF ACCIDENTAL DAMAGE THREAT

Composite Evolution of the proportion of

Falcon 10, ATR 72 and A400M. 0 5 10 15 20 25 30 35 40 45 50

DAMAGE TOLERANT COMPOSITE FUSELAGE SIZING - CHARACTERISATION OF ACCIDENTAL DAMAGE THREAT

Areas of approach of ground

The fuselage is considered as one • Reports of damages which are

and the repair definition, if needed.

DAMAGE TOLERANT COMPOSITE FUSELAGE SIZING - CHARACTERISATION OF ACCIDENTAL DAMAGE THREAT

Global percentage of impacts

Example on A320 Family

7% 13% 7% 5% 15% 31% 22%

Impact calibration • Family 1: Accidental damages

specimens energy (from 35Joule (J) to more

a quasi-static mode. This last

impact means to simulate the two be controlled by a computer.

DAMAGE TOLERANT COMPOSITE FUSELAGE SIZING - CHARACTERISATION OF ACCIDENTAL DAMAGE THREAT

The impact location is adjusted, The deformation measurement is

DAMAGE TOLERANT COMPOSITE FUSELAGE SIZING - CHARACTERISATION OF ACCIDENTAL DAMAGE THREAT

Impact threat Calibration test results

Test points from this large impact 60

A dedicated statistical analysis is

DAMAGE TOLERANT COMPOSITE FUSELAGE SIZING - CHARACTERISATION OF ACCIDENTAL DAMAGE THREAT

For each zone, the energy/force

Impacts at these energy levels are

Impact threat characterisation - a living process

Design directives are set within Airbus for

Vincent FAIVRE Emilie MORTEAU

Conclusion Tel: +33 (0)5 67 19 85 63

Impact threat characterisation is a key damage surveys with impact calibration

FLIGHT DATA RECOVERY - TIME FOR EVOLUTIONS

Flight Data Recovery