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FUEL AND EMISSIONS EFFICIENCY - SAVING FUEL AND REDUCING EMISSIONS: A JOINT UNDERTAKING

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Simon WESELBYFuel and EmissionsPerformance ManagerAirbus S.A.S.

Fuel and emissions

efficiencySaving fuel and reducing emissions:A joint undertaking

Airbus has, is and will offer its customers withhighly fuel efficient aircraft. Fuel efficiency isalso function of how the aircraft is operated andmaintained. Airbus supports the airlines seekingto optimize their fuel consumption and we also

support airport and Air Traffic Managementauthorities, helping them to provide ever morefuel-efficient air transport infrastructures.Furthermore, aviations contribution to our

environment is becoming a matter of increasingconcern throughout the world. Today, the mosteffective way to reduce emissions such asthe greenhouse gas CO2 is to reduce fuelconsumption.

In this article, separated in two sections, we willdemonstrate Airbus involvement in helping theairlines achieve significant yearly fuel savings,while contributing to a greener planet.

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An ever increasingdemand

Projections indicate that fromtodays baseline, commercialaviations fuel consumption coulddouble by 2050. Today, for manyoperators, fuel represents theirsingle largest operating cost(figure 1). Against a background ofincreasing fuel prices, driven by anever increasing worldwide demandand continued market speculation,this represents a major risk to theair transport industry development.

The burning of any hydro-carbonbased fuel, such as jet aviation fuel,produces a variety of emissions,including CO2. These emissionsare being increasingly scrutinizedby the scientific community fortheir effect on our environmentand consequently, by the worldsgovernments as they endeavour tomoderate their production.

What has already been done toaddress these issues? What isbeing done? What will need to bedone in the future?

Typical single aisle aircra yp ca w n a s e a rcra

rew

av. & Landing

Engine Maint.

Airframe Maint.

Fuel

Figure 1

Operators averageoperating costs

Airbus and alternative

source fuelsThe challenges associated withthe use and certification of

jet aviation fuels derived from

non-traditional sources have

now been overcome. Alternative

source fuels that conform to the

appropriate specification can now

be mixed with fuels derived from

traditional sources in a ratio

of up to 50%, without any specific

operational requirements

or constraints.

Fuels derived from gas producereduced particulate matter when

burnt, meaning improved air

quality at airports. Also, natural gas

reserves exceed those of crude oil

and therefore, this technology has

a significant economic potential.

Airbus biofuel development strategy

is now focused on making biofuel

an economically viable alternative

to conventional fuels.

Biofuels can be produced from

renewable plant material or even

domestic waste.

Biofuels derived from plant matter

offer the advantage of being close

to carbon neutral as roughly the

same amount of CO2 is absorbed

by the plants when growing,

as is generated when the fuel they

produce is burnt.

Airbus only supports

sustainable biofueldevelopment that

is not in competition

with food production,

water supply

or cause

deforestation

(read Alternative

fuels in FAST

magazine 46).

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The fuel efficientaircraft

The overall fuel consumption ofcommercial passenger jet aircrafthas been drastically reducedover the last 50 years (figure 2).Airbus has played its part in thisreduction through the introductionof innovative technologies inits highly successful products.Fly-by-wire and the use ofcomposites, initially in secondaryand then in primary structure,have many advantages that includeimproved aircraft performanceand economics. The A380sfuel consumption per passengerkilometre makes it the most fuelefficient aircraft in service today.The A320neo (new engine option)will soon deliver outstanding fuelefficiency through the introductionof the latest generation ofengines and aerodynamics onan existing platform. The allnew A350XWBs (Extra Wide

Body) low weight compositestructure, ultra efficient enginesand advanced aerodynamics, willalso deliver class leading levelsof performance in the long-range,

twin-aisle sector. The post launchsuccess of both of these productshas demonstrated that they arewhat the airline industry needs.

Airbus has and will continue to offerits customers the most fuel efficientaircraft possible. However, airlinesand infrastructure providers alsohave a role to play in minimizingfuel consumption.

How can an airlinesave fuel?

Airlines have many opportunitiesto save fuel during every singleflight. These opportunities arewidely known and generallyunderstood. They can be dividedinto four basic groups:Optimized flight profiles: Flyingthe most efficient routes atthe most efficient speeds andaltitudes. We discuss this furtherin the next section(Fuel efficient routes).

Operational procedures: Directlyreduce fuel consumed withinitiatives such as reduced APU(Auxiliary Power Unit) useor single engine taxiing.

0 %

20 %

40 %

60 %

80 %

100 %

1950 1960 1970 1980 1990 2000 2010 2020

Relative

fuel burn

per seat

-70%

Figure 2

Lower fuel consumptionfor modern aircraft

Figure 3

Airbus Getting to Gripsseries of documents

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Maintenance: Restoring airframeand engine conditionto minimize aerodynamic dragand maximize efficiency.

Weight reduction: Everykilogramme of weight carried bythe aircraft consumes extra fuel.Weight can be optimizedin many areas, for example,cabin service, potable waterand even with fuel carried.

These and many other initiativesare discussed in widely availabledocuments. Airbus contributionto this library can be found in

the Getting to Grips series ofdocuments. The two highlighted infigure 3 offer an excellent startingpoint for anyone interested in thesubject of fuel efficiency but thethese series also include severaltitles for those wishing to developtheir expertise. All these brochurescan be downloaded from the FlightOperations community of theAirbusWorld portal.

Fuel efficientroutes

One of the methods for reducingfuel consumption is to optimizethe flight profile, including speedsand altitudes.Usually the most economic routingis the most direct one. It alsoavoids waiting in line to take-off,in-flight holding, or waiting fora parking stand on arrival.The most efficient vertical profileallows the aircraft to climb andaccelerate continuously to itsoptimum altitude and speed. Italso allows the aircraft to descendcontinuously from that optimumaltitude to the destination runway.In this way, the time that theaircraft spends in its most efficientconfiguration - high altitude cruise -is maximized.However, the realities of the

current Air Traffic Management(ATM) system often precludethe execution of optimum flightprofiles.

Queues to join runways, holdingpatterns, airspace restrictions,ILS (Instrument Landing System)approaches, they all have their

role to play in the non-optimizedflight profile. Noise abatementtrajectories can also increase flightdistances.Furthermore, in some regions,notably North America and Europe,the capacity of the current ATMinfrastructures are approachingtheir limits. This leads to delaysand other inefficiencies and alsorepresents a significant risk tocommercial aviation growth.

Airbus contribution to addressingthese issues is outlined in theAirbus and ATC reform text box.

Implementinga fuel efficientoperation

Raising awareness of and dealingwith fuel efficiency, across theairlines organisation can also befacilitated through formal training.Here again, Airbus offers a numberof courses for both the specialistsand non-specialists.Identifying initiatives that cansave fuel is just the start of thestory. These initiatives need tobe evaluated with all stakeholdersto ensure that they do indeedrepresent an overall cost reductionfor the airline. Once this has beenconfirmed, the initiative will need

to be developed so that it canbe deployed across the airlinescommunity in a permanent way.The notion of permanence presentsa further question: How canthe airline track an initiativesdeployment? Again, Airbushas solutions to address thesequestions. Our Fuel and FlightEfficiency consulting service usesa process that can be adapted toan airlines specific requirements

and priorities. It is supported byour fuel efficiency measuring andmonitoring software tool, FEMIS(Flight Efficiency Managementand Information).

Airbus and the AirTraffic Management

reformAirbus ProSky organisation

offers products and services

designed to support the

development of the Air Traffic

Management (ATM) industry

throughout the world. It also

enables the deployment of highly

efficient operating procedures

that airlines can exploit today.

For example, QuoVadis

which is part of ProSkys

group, has amassed significant

experience in the design and

deployment of airport approach

and departure procedures that

deliver considerable savings

for the operators using them.

The procedures are based

on RNP (Required Navigation

Performance) technology, which

is available for all Airbus aircraft.

The development process

is done in full collaboration with

the local ATM community.

Metron, also part ofProSkys group, offers Air

Navigation Service Providers

(ANSP), airport authorities

and airlines an innovative, cost

effective solution to optimize

traffic flow and minimize delays.

The partnership with ATRiCS

provides a tool for airport tower

controllers that gives them

engine start times for every

departing aircraft to allow

the most efficient use of runway

capacity while minimizing

queues.

For further information visit

www.AirbusProSky.com

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A collaborativefuture

Within this article, we have outlinedthe principle elements of Airbussupport and services package. It isdesigned to help airlines optimizetheir fuel consummation. However,recognizing the ever growingimportance of this subject, Airbushas launched a customer workinggroup. The objective of the FuelEfficiency FAIR Working Groupis to develop Airbus support andservices package to better meet

the airlines needs. The workinggroups priorities for 2012 havebeen established and developmentsare underway. Further informationon FAIR Working Groups can befound in the adjacent text box.

These days it is common to see airlines

citing increasing fuel costs as a reasonfor lower than expected financial results.

It is also common to see airlines showing

their green credentials, either through

demonstrations of green technologies

or by quoting the emission reductions

they have achieved by optimising their

operations.

Airbus has, is and will continue to support

operators who wish to pursue fuel

and emissions efficiency objectives.

Firstly, by continuing to offer the most

advanced aircraft, equipped with the most

advanced engines and secondly,by providing support and services that

help ensure that those aircraft are used

in the most efficient way possible.

However Airbus, its engine suppliers

and the aircraft operators are not theonly stakeholders in the fuel consumption

and emissions reduction process. Risks

to growth and development are not just

limited to ever increasing fuel prices.

The ability and willingness of infrastructure

providers, such as airports and air

navigation service providers, to evolve

and government to support (for example

in the context of biofuel development

or airspace sovereignty) are also key

contributors.

These risks can be reduced by continuing

to raise overall awareness, such that allstakeholders contribute to the change

process and make their respective

voices heard.

Conclusion

CONTACT DETAILS

Simon WESELBYFuel and EmissionsPerformance ManagerAirbus S.A.S.Tel: +33 (0)5 62 11 75 [email protected]

Airbus and emissionsTodays aviation industry

produces 2% of all man-made

CO2 emissions, 80% of whichare related to passenger flights

exceeding 1,500km, for which

there is no practical alternative.

By comparison, maritime

emissions are 50% higher

nd road transport emissions

are even seven times higher than

those of the aviation industry.

Furthermore, in the last decade

the traffic increased more than

50% but the fuel consumption only

increased by 3%.

The aviation industry is on

the right track and Airbus fully

supports the global aviation

industrys target of 50% net

reduction in carbon emissions,compared to 2005 levels, by 2050.

To support this target, Airbus is

committed to the European Unions

Flightpath 2050 programme that

aims to deliver a 75%* reduction

in CO2 per passenger kilometre.

To fulfil its ambition, Airbus

is investing nearly 2 billion euros

per annum in research and

development. More than 90%

of the Research and Technology

(R&T) projects have environmental

benefits.

* Relative to the capabilities of typical new aircraft in 2000 75% = 65% aircraft related + 10% infrastructure related.

Flightpath 2050 targets also include 90% NOx emissions reduction and 65% noise reduction.

n o t e s

What are Airbus FAIRWorking Groups?

FAIR Working groups are dedicated

to specific domains that have been

selected by the operator community.Their goal is the identification of key

issues within the domain, review

and development solutions and

the preparation of those solutions

for airline use. This established,

collaborative process has delivered

valuable improvements to support

the operational excellence

of the Airbus fleet.

The progress and results of the Fuel

Efficiency FAIR Working Group (and

all the other working groups) can be

found on the AirbusWorld portal.

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AIRBUS FUEL AND FLIGHT EFFICIENCY CONSULTING SERVICES - WORKING TOGETHER TO SAVE ON AIRLINE COSTS

Serge GOLOFIERFlight Operations

Consulting Services DirectorAirbus S.A.S.

Vincent SWIDERSKIFlight OperationsMarketing ManagerAirbus S.A.S.

Fuel prices fluctuate but its global trend is along term increase. Fuel and flight efficiency

can be a significant source of savings for anaircraft operator. Some have developed strongcompetences. Some others are just beginning

the journey. Almost all now consider that fuelefficiency is a key objective and they are looking

how to reach permanent results. Airbus Fuel andFlight Consulting Services help airlines save fuel.In this article, we explain how.

Airbus Fuel

and Flight EfficiencyConsulting ServicesWorking together to saveon airline costs

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Choosing the rightinitiatives

Every operational fuel initiativerequires a proper trade-off. Letsconsider the simplified examplegiven in figure 1. After landing,this aircraft will be given thechoice by the control tower totake exit A or exit B. Which onewill lead to the lowest cost for theoperator?

The exit A seems the best answerbecause it has a shorter taxi

distance to the airport. But thechoice is not so easy!Indeed, to reach exit A,the pilot must decrease thelanding distance:- Either by using more thrustreversers - this meaningan increase of the enginethrust and therefore, increasesthe fuel consumption.

- Or by using more the brakes -this leading to premature brake

and tyre wear and therefore,increases maintenance costs.

- Maybe both!

By reaching exit B, the pilotextends the landing distanceleading to:- A longer taxi distance

to the terminal leadingto a supplement of fuel burnt.

- The occupation of the runawayfor a longer time eventuallyleading to a congestionof aircraft waiting on thetaxiway.

- Once again, maybe allof the above!

In fact, there is no good answer.It can either be exit A or exit

B, depending on the airportinfrastructure, the operationalconditions, etc. Only a trade-offstudy considering the relevantparameters will find the goodanswer for each particular case.

Multi-disciplinaryactivities

On top of this, a fuel savingsprogramme faces organisationalchallenges. Indeed, fuel initiativesusually concern multiple depart-ments such as flight preparations,flight operations, ground opera-tions, maintenance, engineering,etc. A project leader needs todevelop an appropriate organisa-tion and communicate the properarguments to convince all of theinvolved stakeholders.

n o t e s

Airbus ConsultingServicesConsulting Services is part

of a comprehensive portfolio

of services, covering the airlines

major activities (maintenanceand engineering, flight operations,

material and logistics and training)

and ranging up to capability

assistance.

For more information about Airbus

Consulting Services, contact:

customerservices.consulting

@airbus.com

n

FEMISFEMIS (Flight Efficiency Management

and Information System) is

a ground-based software designed

for the monitoring

of fuel and flight

efficiency.

FEMIS automatically processes

the aircrafts actual flight data from

digital recorders and compares

it with the flight plans. On the one

hand, users explore this data

and identify potential savings.

On the other hand, it provides

a global overview of savingsinitiatives, thanks to relevant reports

and indicators.

FEMIS was developed in collaboration

with Teledyne for both Airbus

and non-Airbus aircraft. Its license

can be purchased either on an annual

basis, or on a temporarily basis

through the spot-check service.

FEMIS can also be deployed as

part of Airbus Consulting Servicesmissions. For more information,

please contact:

[email protected]

Figure 1

Which is the best exit?

Exit A

Exit B

AIRPORTAIRPORT

-

for the monitoring

o uel and lig

efficiency.

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To confront this challenge, theproject leader should:Have an empowered multi-functional team representing

all stakeholders,Implement a monitoringprogramme, ensuring thefollow-up of the most importantindicators.

Last but not least, safety must be akey competence. This sounds basic

for an airline but fuel initiativescan be internally perceived ascontradictory. As an example,loading too much fuel reserves

increases the aircraft weight, andtherefore its fuel consumption.However, loading less fuel reservescan make a pilot uncomfortablebecause of a potential flightdiversion. An initiative mustconsider safety from the beginningto be successful.

The objective of Airbus Fuel and Flight

Efficiency Consulting Services is not only

to help the airlines save on fuel, but

to bring a real optimisation

in flight preparations, flight operations,

maintenance and engineering, while

saving on costs at the same time

by studying each case individually.

Some airlines need full guidance for

the identification of potential savings

and the implementation of fuel initiatives.Others, which are more advanced

in the fuel efficiency management process,

just need a validation of their current

initiatives, the identification

of new opportunities and the benchmark

information. Airbus Fuel and Flight

Efficiency Consulting Services investigate

airlines operations through different

actions including data processing with

Airbus FEMIS software, procedure

analysis, face-to-face meetings, etc.

At the end of the mission, these various

actions result in a tailored answer tomatch the identified airlines needs for fuel

efficient operations.

Conclusion


CONTACT DETAILS

Serge GOLOFIERFlight OperationsConsulting Services DirectorAirbus S.A.S.Tel: +33 (0)5 67 19 15 [email protected]

Vincent SWIDERSKIFlight OperationsMarketing ManagerAirbus S.A.S.Tel: +33 (0)5 67 19 04 [email protected]

q u o t e

qq

From Air Arabia:

A successful consultingmission

Airbus performed

a Fuel & Flight

Efficiency project

focused on a

diagnosis with

Air Arabia,

covering a fleet

of thirty A320.

Since Air Arabia was already

experienced with its own fuel

conservation programme,

the objective given by Air Arabia

was for the Airbus Consulting team

to validate and quantify

their current initiatives.

The Airbus Consulting team also

identified areas of improvements

and defined potential savings

achievable.

The immediate implementation

of new initiatives is already bringing

benefits for the airline.

Mr. Ismail MohamedDirector of Engineering

Air Arabia

ed

t

The fuel manager's dilemma

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THE 4D-TRAJECTORY MANAGEMENT - FLIGHT EFFICIENT TRAFFIC SEQUENCING BASED ON AIRCRAFT PREDICTIONS

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Olivier DE-LA-BURGADESenior Manager

ATM EngineeringAirbus Operations

Pierre NERISESAR FMS Designer

Airbus Operations

Sylvain RAYNAUDSESAR & ATM FMSAirbus Operations

The 4D-trajectory

managementFlight efficient traffic sequencingbased on aircraft predictions

On 10th February 2012, an A320 test aircraftflew from Toulouse (France) to Copenhagen(Denmark) and Stockholm (Sweden), testing theinitial step of a highly innovative Air TrafficManagement (ATM) concept - the 4D-trajectorymanagement.This flight which was a world premiere was theculmination of months of collaboration betweenseveral partners within the SESAR (SingleEuropean Sky ATM Research) programmeincluding avionics and ground equipmentmanufacturers, Air Navigation Service Providers

such as Eurocontrol MUAC (Maastricht UpperArea Control) centre, NORACON (NORthEuropean and Austrian CONsortium) and Airbus.This initial 4D-trajectory management conceptimproves the Air Traffic Management (ATM) byusing time with early traffic sequencing basedon the aircrafts waypoint passage predictions,thus enabling to fly optimal flight profiles. It isplanned to be deployed from 2017, paving theway to the full 4D-trajectory managementconcept, covering all flight phases, which shouldenter-into-service beyond 2020.

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What is a4D-trajectory?

The full 4D-trajectory managementis one of the key pillars of theEuropean ATM target concept for2020+that has been defined by theSESAR programme, in order to copewith the worldwide traffic growthand the continuous increasingenvironmental constraints.In this concept, the aircrafttrajectory is built before the flight,collaboratively between the aircraftoperator and the Air Navigation

Services Providers (ANSP),considering both the airlinesbusiness criteria and the air trafficconstraints in the concerned areas.It can be updated during the flightusing avionics systems, in orderto integrate new constraints suchas meteorological constraints notknown before flight. This trajectoryis defined in four dimensions (4D)which are composed of the threegeometrical dimensions (latitude,

longitude and the vertical), plusthe time. It means that the Time OfArrival (TOA) at each waypointalong the trajectory is estimated

with an improved accuracy andreliability. These predictions arenot aiming at constraining theaircraft along all the waypointsduring the flight (with an exceptionof very few waypoints when it isrequired for traffic constraints),they are only used to get a moreaccurate picture of the traffic flowevolution far in advance, and thento adjust it efficiently with theoffered airspace capacity.

This concept is based on the useof 4D-trajectories from take-off to landing (even for airportsurface operations in the ultimatesteps), and requires significantimprovements and upgrades inground Air Traffic Managementsystems and procedures, as well asin the airlines operations controlcentres.

2

3

4 5 6

1 3D route clearance:ATC sends the route to be followed by the aircraft down to the runway via Data-Link

2 4D predicted trajectory: The aircraft downlinks the updated airborne trajectory predictions (3D + time) after inserting the route clearance in the FMS

5 RTA instruction:ATCO chooses a RTA in the ETA min/max window and uplinks this feasible RTA

6 4D predicted trajectory: The aircraft downlinks the updated airborne trajectory predictions (3D + time) after insertion of the RTA in the FMS

3 ETA min/max window request:ATC requests reliabl e ETA min/max window for merge point

4 ETA min/max window:Aircraft downlinks the rel iable ETA min/max

1

AIRPORTAIRPORT

ATCTrajectory dialogue via Data-Link Trajectory execution

RTA at merge point

EN-ROUTE

TMA

Figure 1

Initial 4D-trajectory managementData-Link exchanges

ATC: Air Traffic Control centre

ATCO: Air Traffic Controller

ETA: Expected Time of Arrival

FMS: Flight Management System

RTA: Requested Time of Arrival

TMA: Terminal Area

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As this full step will take timeto be deployed and to pave theway to this ambitious conceptwhile getting early benefits,

SESARs partners have defined anintermediate step called the initial4D-trajectory (i-4D) management,less demanding in terms ofimprovements for the short/mid-term.

The i-4D management consistsin ground systems using timeestimates computed by the aircraft,to establish far in advance anoptimal arrival sequence of all the

aircraft in the traffic convergingto a merging point in a congestedarea. This merging point can be,for instance, the entry point of adense TMA (Terminal Area - initialapproach fix), as it was experiencedduring the flight test performedearlier this year from Toulouse(France) to the north of Europe.In this type of operation, eachaircraft converging to the mergingpoint agrees a 2D route with theAir Traffic Control (ATC) centrebefore the Top Of Descent (TOD).Then, each aircraft transmits atime window in which it couldreach the merging point while stillkeeping an optimal descent profile.All these air-ground exchanges aremade by Data-Link.In the next step, considering all thetraffic converging to the mergingpoint, the ATC centre managingthe TMA selects a target timewithin the time window sent by

the aircraft, at which the aircraftshould reach its target waypoint tooptimize the traffic flow. This targettime is sent through the Data-Linksystem from this ATC centre tothe aircraft (via the en-route ATCcentre managing the flight beforethe TOD). The target time receivedby the aircraft is then loaded andactivated in the Flight ManagementSystem (FMS), so that the aircraftmanages automatically the flight

to meet the merging point (figure2). This ensures that the aircraftflies its optimal flight profile upto the merging point and reaches it

on time, allowing a smoothintegration of the aircraft into theoptimum arrival sequence.

During the flight test performedthis year, the 4D-trajectory man-agement concept has been testedthrough several i-4D descents,some starting in the Maastricht(Netherlands) airspace and end-ing in the TMA of Copenhagen(Denmark), and others starting inthe Malm (Sweden) airspace andending in the TMA of Stockholm(Sweden).All these i-4D descents were suc-

cessful and permitted to validatethe concept in several differentoperational conditions.Once proven and industrialized,i-4D will allow the aircraft toplan and fly an optimized andefficient profile, without any needfor the controllers to provide anyvectoring instruction. This willoffer better predictability of thetraffic flow, facilitate fuel-efficientdescent operations while reducingemissions, and will contribute todecreasing traffic conflicts uponarrivals into airports. Thus, aircraftflying in a holding pattern will benotably reduced.

The impacton avionics

On the airborne side, the i-4Dcapability will be available on mostAirbus aircraft through software

upgrades. It mainly concerns twoairborne systems:The Flight Management System(FMS), in order to improvethe management of the timeconstraints,

The Data-Link communicationsystem (Air Traffic ServicesUnit - ATSU on the A320),in order to be able to exchangenew Controller-PilotData-Link Communication

(CPDLC) messages andsend 4D predictions throughADS-C (Automatic DependentSurveillance on Contract).

i n f o r m a t i o ni

What is SESAR?

The Single European Sky ATM

Research programme

is the operational and technological

answer to the major challenges

of European air traffic growth.

The aim of this programme

is to ensure the modernisation

of the European Air Traffic

Management system by

coordinating and concentrating

all relevant research and

development efforts in the European

Union. Partnerships, sustainability

and user-drive are key concepts

of the SESAR approach. Founded

by the European Commission and

by Eurocontrol, 15 companies

are members of the SESAR JointUndertaking programme: AENA,

Airbus, Alenia Aeronautica, DFS,

DSNA, ENAV, Frequentis, Honeywell,

Indra, NATMIG, NATS (En Route)

Limited, NORACON, SEAC, SELEX

Sistemi Integrati and Thales.

Air Traffic Controllers on the job

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The required upgrade for thei-4D Data-Link capability will beparticularly light for all aircraftflying in Europe which have to

be FANS-ATN (Future AirNavigation System - AeronauticalTelecommunications Network)Data-Link equipped in the comingyears to comply with the Link2000+ mandate (read FAST 48magazine - FANS for A320 andA330/A340 families).

I-4D trialsin the framework

of SESAR

Several actors of the Air TrafficManagement sector joined theefforts in the frame of SESAR,to support the full validationof this innovative concept:As ground systemsmanufacturers: Indra and ThalesAir Systems,

As avionics manufacturers(for the FMS prototypes):Honeywell and Thales Avionics,

As Air Navigation ServiceProviders: Eurocontrol MUACand NORACON Air TrafficControl centres,

And Airbus, as aircraftmanufacturer and avionicsintegrator, but also as anavionics manufacturer (forthe airborne Data-Link systemprototype).

The flight test which took placeat the beginning of 2012is one of the main achievementsof this partnership, testingin real conditions the groundand airborne system prototypesdeveloped by the industrialpartners. However, this flight testis only one part of a completevalidation campaign, aimingat validating both technical andoperational aspects. Within this

campaign, several other trials,not only using flight test aircraftbut also simulators, are plannedover the next two years.

Figure 2

Target time received by the aircraftthen loaded and activated in the FMS

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In this framework, the operationalbenefits of the i-4D operationswill be assessed thanks to twodifferent types of exercises:

Mixed fleet simulations: Realtime simulations where a fullfleet of aircraft is generatedwith a predetermined percentageof i-4D equipped aircraft andcontrolled by live controllersfrom the Air Traffic Control(ATC) centres. It is evenpossible to connect the Airbusintegration simulators to thecontrollers simulators tointegrate real pilots in the loop.

These simulations are mainlyfocused on the usabilityof airborne and ATC systems,human factors and operational

procedures.Fast time simulations:Simulations with no humanin the loop and which shouldallow computing the operationalbenefits in terms of fuel burn,airspace capacity use and trafficoptimisation.

Thanks to the expertise of several partners

working in complementary fields, the

4D-trajectory management concept has

started to become a reality, reconciling

medium to high traffic density with flight

efficiency, through better predictability

of aircraft trajectories. The concept

which is supported by the SESAR (Single

European Sky ATM Research) programme

is also being considered in other regions

of the world with dense traffic, in particularin the United States through the NextGen

(Next Generation) programme. As the

full step will take time to be deployed,

an intermediate concept called the initial

4D-trajectory management has been

defined. This short to mid-term concept

has been tested successfully. The main

challenge is now to prepare and ensure

a synchronized deployment, both on

aircraft and in Air Traffic Control centres,

in order to get the associated benefits

as early as possible.

The deployment cost for airlines should be

limited as for most Airbus aircraft, thefull and initial 4D-trajectory capabilities

will require only software upgrades.

Conclusion

CONTACT DETAILS

Olivier DE-LA-BURGADESenior ManagerATM EngineeringAirbus OperationsTel: +33 (0)5 67 19 20 [email protected]

Pierre NERISESAR FMS DesignerAirbus OperationsTel: +33 (0)5 61 18 89 [email protected]

Sylvain RAYNAUDSESAR & ATM FMSAirbus OperationsTel: +33 (0)5 61 18 58 [email protected]

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AIRBUS TECHNICAL AOG CENTRE - 24 HOURS IN AIRTAC

Ronie GNECCOAIRTAC Structures Engineer

Airbus Engineering

Damien CUSSACAIRTAC Systems EngineerAirbus Engineering

Dedicated teams of highly qualified structuresand systems support engineers are staffingAIRTAC, around the clock and the whole yearround. These experienced aeronautical engineers,mostly coming from different areas in Airbusor from an airline maintenance environment,know perfectly well how an Aircraft-On-Ground(AOG) hurts the airlines operation, thus creating

the motivation to deal with the airlines queries toget them solved as quickly as possible. In additionto its support activities, AIRTAC has expandedits scope of activities and is now proposing

a new service called AiRTHM (Airbus Real TimeHealth Monitoring). The objective of this newactivity - actually in service and will be proposedas an extension of the Flight Hour Services (FHS)offer - is to health monitor the Airbus A380 fleetin real time and thanks to its modern technology,to anticipate, solve AOG issues, or reduce workstoppage situations.

In this article, we invite you to share 24 hours inAIRTACs very closed and confined environment,but open to the world, while we assist Airbuscustomers by providing state-of-the-art support.

Airbus Technical

AOG Centre24 Hours in AIRTAC

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History of AIRTAC

The idea to move from the oldon-call out-of-hours support to afull 24/7 dedicated support centrehad existed for a long time, but itreally started to take shape in theearly 2000s with the Airbus fleet

growth. This, combined with themarket considering more and morethis type of support as state-of-the-art, led to the opening of the AirbusTechnical AOG Centre, AIRTAC,on 7th February 2003.

Airbus inaugurated todays set upof AIRTACs modern facilities inBlagnac (France), in December2005. The new facilities are fittedwith the most innovative technol-

ogy and leading-edge solutions.These enhancements representa multi-million Euro investmentthat enables Airbus to provideits worldwide customers withimproved technical support, andan even wider range of engineeringservices.

The aim of AIRTACs team isto minimize on-the-ground timefor aircraft for troubleshooting andrepairs.

In 2007, the staff was increasedto keep up the pace with thegrowing workload. AIRTAChas been involved as of the

Entry-Into-Service (EIS) of theA340-500/600, the A318 and theA380. And of course, AIRTAC isstarting to look ahead to be readyfor the EIS of the A350.

The first year, AIRTAC hadanswered a bit less than 4,000

queries from Airbus customers, ofwhich around 75% of the issueswere solved directly by AIRTAC.Each following years, more than13,000 queries have been treated.

Based on its ever growingexperience, AIRTACs service hasbeen recognized and appreciatedby Airbus customers, and theirinputs are carefully studied inorder to ensure that the serviceprovided stays in line with Airbus

customers expectations.

AIRTAC OBJECTIVE:

To provide structural repair andengineering advice to address tech-nical AOGs and work stoppages.

AIRTAC ORGANISATION:

A complete staff of 44 peoplecomposed of:

Eight teams available 24/7- each team being composedof two structures, two systemsengineers and one AiRTHMengineer,

n o t e s

The term AOG should not be used

if the aircraft is on a maintenance

planning. The term AOG is used for

aircraft in operation and is meant

to keep the aircraft in service with

a temporary repair and approval.

On the other hand, during the

aircraft maintenance, we can have

a so called work stoppage,

in which case the maintenance

facility is awaiting Airbus technical

repair approval.

AIRTAC is a 365-day, 24-hour

centre where specialist engineers

are always available to help Airbus

customers aircraft get back

in operation.

To carry out these technological

enhancements, a challenging

Information System (IS) programme

was set up to centralize and

better control real-time business

information, with an integrated

control tower concept providing

all the critical information to

manage each customers issues.

n


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AIRTAC FEBRUARY 2003

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Three Maintenance InnovationTeam (MIT) engineers onstandard hours,

The head of the AIRTAC

department who managesthe teams.

AIRTAC MISSION:

AIRTAC structures, systems andAiRTHM engineers all ensure thatthe customers Airbus aircraft areflying safely and with the bestOperational Reliability (OR).AIRTAC engineers meet all thecustomers demands and ensure

a proactive support in any high-stress situation, around the worldand around the clock.AIRTAC is Airbus front line withthe customers and is the entrypoint for any AOG, but also foraccidents and major incidents.

AIRTACdevelopment

24 hoursin AIRTAC

Ladies and Gentlemen. Welcomeon-board the Airbus TechnicalAOG Centre. We wish you apleasant reading while followingsome issues dealt in AIRTAC

during 24 hours. Please remainseated at all times and rememberthat only AOG and work stoppagesituations are permitted duringyour reading.

AIRTAC TODAY

i n f o r m a t i o n

All messages delivered to AIRTACs

mailbox are limited to five

mega-bytes, causing sometechnical messages including

damage reports and/or pictures

to be blocked. Therefore, try

to resize or divide the messages

and contact AIRTACs front deskin order to check that your message

was correctly received.

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24 hours with airtac

0 H 6 h 12

Systems

Airbus

Real

Time

Health

Monitoring

Struc

ture

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A320 AOG

Aircraft found with a previous permanent repair disbonded from the

RH INBD Flap Leading Edge between Rib 4 and Rib 5. The customer

doesnt have the manpower to perform a permanent repair.

AIRTAC answer:AIRTAC informs the customer that the repair proposal is not acceptable

due to the extent of damage and provides the repair instructions

to be performed as per the SRM.

Airline question:Airline proposes to apply high speed tape on the disbonded area

to cover the rear c losure of the T/E for 1,000FC, and to performa DVI at the affected locations every 100FC.

Response Time: 3 h

A330 work stoppageA part needs to be replaced on a manifold.

Airline question:Airline needs to have confirmation that the valve P/N D31AB4453

is included within the manifold P/N D31AB4415.

AIRTAC answer:AIRTAC advises that as per CMM 32-31-31 of the manifold,

the valve gear selector P/N D31AB4453 is a sub-assembly part

of the manifold P/N D31AB4415.

h

Response Time: 5 h

RT: 1 h

A380 In-Flight

BRAKES RELEASED warning fault was triggered associated

with MONITORING UNIT-WLG, RH WHEEL 4(58GG2).

AIRTAC action:AiRTHM team advises the airline to pass the TSM task Tachometer

continuity fault on the RH WLG" associated to this fault code.

Fault confirmed thanks to an uplink made from the AiRTHM front desk.

RT: 1 h

BRA

AFT:Aft- AOG:Aircraft-On-Ground -CMM: Component Maintenance Manual- DVI: Detail Visual Inspection -ESPM: Electrical Standard Practices Manual

FC: Flight Cycles -F/CTL: Flight Control -Fig: Figure- FR: Frame -INBD: Inboard -NVM: Non-Volatile Memory -MCE: Motor Control Electronic

MEL: Minimum Equipment List -P/N: Part Number- O/B: Out Board -RAS: Repair design Approval Sheet- RH: Right Hand -RT: Response Time

SFCC: Slat Flap Control Computer- SIL: Service Information Letter -SRM: Structure Repair Manual- T/E: Trailing Edge -TSM: Trouble-Shooting Manual

WLG: Wing Landing Gear

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18 H 24 H

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A330 work stoppage

During the aircraft painting, the RH wing is damaged by the lift technician

creating an impact on the O/B T/E.

Airline question:According to the SRM 57-55-00 Fig 108, the damage falls under zone

5 & 6 and Airbus is to be contacted for assistance.

AIRTAC answer:AIRTAC advises the customer that due to the extent of damage,

the flap needs to be sent to an approved Repair Station and AirbusAOG Spares needs to be contacted in order to provide the part availability,

lead time and price.

Response Time: 4 h

A380 work stoppage

During cargo loading, damage was located on the AFT Cargo Door frame web at FR81.

AIRTAC answer:A temporary repair analysis is done by AIRTAC and the quality check

of the damage report is performed. Airbus Design Office is contacted in order

to have repair/approval comments. The customer is allowed to operate

the aircraft with this damage as is for the next 100FC, performing a DVI

on the affected framework area to ensure a crack free condition.

Airline question:Airline requests approval to dispatch the aircraft with the damage as is for 100FC.

Airline comments:Thank you very much

for this efficient recovery.

It has been a great

relieve for our customermanagement to receive a

RAS for 100FC. Our flight

will be slightly delayed,

but it will be operated by

our same A380, and no

passenger will be left on

ground".

RT: 2 h

A380 one hour after take-offF/CTL SLAT SYS 1 fault triggered combined with Electric Drive Fault, Slats.

This item is NO GO, a deviation of the MEL is not possible and no Electric Motor spare is available in outstation

Fault confirmed thanks to an uplink made from the AiRTHM front desk.

AIRTAC action:AiRTHM front desk confirms the fault and advises the airline to reset both NVM (SFCC1 & SFCC2) and perform

several times an operational test of the slat and droop nose system.

The airline afterwards sends an electric drive motor from main base to outstation and installs it in the aircraft.

The aircraft is serviceable and is operated with no delay.

A310 work stoppage

Passenger oxygen generators P/N 117042-02

and 117019-02 are about to expire and customers stock

balance is only sufficient for the replacement

of the effected generators with P/N 117016-03.

AIRTAC answer:AIRTAC advises the customer that in accordance with

SIL 35-007, the P/N 117028-02 can be replaced

by P/N 117019-02 or P/N 117042-02.

Airline question:AIRTAC is contacted to provide comments/acceptance

to use P/N 117016-03 instead of P/N 117042-02

and P/N 117019-02.

A340 work stoppage

Feeder cable P/N 2456-5325 needs to be replaced with a hydraulic

crimp tool and a crimp head.

AIRTAC answer:Referring to the ESPM 20-48-12, AIRTAC advises the operator that

no alternative tool has been identified and suggests contacting Airbus

AOG Spares to check the availability of the tool needed.

Airline question:Airline requests if there are any alternative tools for a cable

replacement.

RT: 1 h

an

RT: 2 h

These are only a few examples of situations that AIRTAC need to deal with on a daily bases. Of course, some days are busier than others and we kindly

remind our customers that AIRTAC must only be contacted for AOGs and work stoppage situations. Airbus Field Representatives and your Customer Support

Directors remain your initial focal point.

AIRTAC, the Airbus AOG centre runs around the world, around the clock and the whole year round.

A31

This it

F

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New Airbus RealTime Health

Monitoring(AiRTHM) service

Being able to reduce at themaximum aircraft ground-time hasalways been a target for the opera-tors and aircraft manufacturers.Therefore, maintenance planningis a key element in everydayaircraft operations.

Even if all the maintenance taskscannot be scheduled in advance,Airbus objective is to help itscustomers to provide solutions in

order to anticipate system failuresand associated troubleshooting, asmuch as possible.Some solutions are alreadyavailable but the objective of thenewly created AiRTHM service isto go further.With the introduction of thenew generation aircraft, themaintenance systems (CentralizedMaintenance System, AircraftCondition Monitoring System,

etc.) enable to get access to alarge number of parameters, bothin-flight and on-ground. Moreover,by using ACARS (AircraftCommunication Addressing andReporting System), Airbus is nowable to collect those parametersand analyze the system data from aremote location.

Thanks to this technological evo-lution, AiRTHM is available toprovide a new and innovative

real time health monitoring forA380 aircraft. It is based on newprocesses developed by the AirbusAIRTAC-MIT (MaintenanceInnovation Team) with the objec-tive to improve the A380 custom-ers Operational Reliability andmaintenance scheduling, whilstreducing the associated costs.Initially launched in Airbus FlightTest department, a prototypehas been setup and further

developed within AIRTAC-MCC(Maintenance Control Centre).Its objective is to:Provide real timetroubleshooting assistanceand guidance for the customersto anticipate spares provisioningand corrective actions,in cooperation with Airbusworldwide field representationstations,

Monitor systems prior theaircrafts departure to anticipatea return to the gate,

Perform system healthmonitoring in order to anticipateeventual failure detections.


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RDAS: Repair Design Approval Sheet

DVI: Detailed Visual Inspection - EPSU: Emergency Power Supply Unit

ESPM: Electrical Standard Practices Manual - HFEC: High Frequency Eddy Current

SSA: Side Slip Angle - TD: Technical Disposition - T/E: Trailing EdgeTRU: Transformer Rectifier Unit

Screenshots of real time health monitoring

Blurred on purpose

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CABIN AIR QUALITY: THE KEY TO A COMFORTABLE FLIGHT - HOW TO MAKE AN AIRCRAFT BREATHE

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Dr. Andreas BEZOLDEnvironmental Control Systems

Air QualityAirbus Operations

Cabin air quality:

The keyto a comfortable flightHow to make an aircraft breathe

On aircraft, cabin air quality contributessignificantly to the comfort and well being ofpassengers and crews alike. But what is actually

cabin air quality, what is the importance attributedto cabin air quality in aircraft design and operation,

and what is Airbus doing to preserve good airquality in the aircraft cabin? Lets take a journeyinto the technical depths of the rather abstract

term of cabin air quality.

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Aircraft operatingenvironment

Civil aviation occupies a positionof particular importance amongmodes of public transportation, dueto its environmental and operatingconditions. Commercial aircraftoperate primarily in the troposphereand lower stratosphere, dependingon their geographic position. Thisis an environment that is hostile tolife. The outside temperature candrop to below -50C, the ambientpressure can decrease to less than

200hPa (hectopascal), which is onefifth the ambient pressure on thesurface of the earth and high ozoneconcentrations may occur.The aircraft cabin becomesincreasingly part of our normalhabitat and is therefore subjectto high expectations. Besidesthe ergonomic design and theamenities, there are also otherfactors with an impact on passengerand crew well-being that we have

to take into consideration.

Air quality, temperature andpressure are important parameterswhich are directly controlled bythe environmental control system.

Definition of cabinair quality and itsrelation to smell

As indicated in figure 1, cabinair quality is defined by thecontent of gaseous, particulateand biological contaminants inthe air. Besides this, other factors

like temperature, humidity, oreven aircraft movement can havean influence on our perceptionof air quality. Such influencesand real air contamination issuesare difficult to disentangle, andphysiological perceptions cannotalways be attributed to airbornecontaminations.

emperature

(Air, Sidewall)

um y

r e oc y

Cabin pressure

Noise

Inf ce on perception o qualityluen air

r onomicsrgonomics

im ressioni s io

-

Bever esr

environmenten ironm n

ust

Fungi

CO2, CO

,

Figure 1

The cabin environmentand its influencing factors

d e f i n i t i o n

Troposphere: The lowest region

of the atmosphere between the

earth's surface and the tropopause,characterized by decreasing

temperature with increasing

altitude.

Tropopause

The boundary layer between

the troposphere and stratosphere.

It is defined as the lowest level

at which the temperature lapse rate

decreases by 2C km-1 or less,

to reach an average of -56C.

Stratosphere: The region of the

atmosphere above the troposphere

and below the mesosphere.

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MHX

PHX

Reh

Fan TRBCMP

FCV

PCKV

TCV

Cond

WE

Cold bleed air:

Cabin pressureLow temperature

Hot bleed air:

High pressure

High temperature

Hot ambient air:

Ambient pressure

High temperature

Engines / APU /

High pressureground cart

Cold ambient air:

Ambient pressureLow temperature

Cooling - Expansion Cooling

HeatAbsorption

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Figure 2

Basic principle of an aircraftair conditioning pack

FCV: Flow Control Valve; PHX: Primary Heat Exchanger; MHX: Main Heat Exchanger;

CMP: Compressor; TRB: Turbine; TCV: Temperature Control Valve; Cond: Condenser;

WE: Water Extractor; Reh: Reheater; PCKV: Pressure ChecK Valve

Cabin air qualityin the aircraft

environmentalcontrol design

The main and most powerfulapproach to removing contaminantson state-of-the-art aircraft is byair exchange. Outside air whichis usually very clean, particularlyduring flight, is conveyed intothe pressurized fuselage andapproximately the same amountis discarded overboard by the

environmental control system. Theentire cabin air is exchanged withoutside air every three minutes. Asa prerequisite to maintain excellentair quality aboard aircraft, it isnecessary to assure cleannessof the air delivered to the cabin.Consequently, it is important toknow where the air is coming fromand which way it moves from theoutside environment into the cabin.An aircraft environmental control

system performs three main tasks:

1]It supplies fresh air and,in connection with this,removes air pollutants fromthe cabin replacing used air,

2]It pressurizes the aircraftfuselage and,

3]It controls the temperaturein the cabin and cools technicalequipment.

During flight, pressurized outsideair is taken from the compressorstage of the engines (bleed air)upstream the combustion chamber,where temperatures up to 400Ccan be reached, passed through

a pre-cooler unit and conveyedto the air conditioning pack ata temperature of approximately200C. Alternative bleed airsupply sources during ground, ornear ground operations, supplyingthe air conditioning pack withpressurized and consequently hotbleed air, are the Auxiliary PowerUnits (APU) and High PressureGround Carts (HPGC).The air conditioning pack (figure 2)cools the air to the requiredtemperature using outside air (ramair) as the cooling medium and aircycle machines for compressionand expansion cooling. Thisbasic architecture is still the bestproven technology for aircraft airconditioning systems with regardsto efficiency, flexibility, reliability,installation space and maintenancecosts.

A mixer unit, installed below the

cabin floor in front of the centrewing box, mixes outside air withcabin air. The cabin air is takenfrom the under-floor area anddrawn through recirculation filtersby recirculation fans (figure 3).The quantity of re-circulated cabinair mixed with the outside air variesfrom 40% to 60% and improvesefficient removal of heat loads at amoderate temperature gradient, andincreases the humidity by making

use of the cabin air. The lattercontains humidity contributedby the passengers whilst outsideair, being very cold, is almostcompletely dry.

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After leaving the mixer unit,the air is distributed to differentcabin zones. For each cabin zone,a different temperature can be

selected. Trim air valves regulatethe cabin outlet temperature byinjecting small amounts of hotbleed air from the pre-cooler outlet(trim air).

Air cleaningtechnologies

Besides the air exchange with

the outside air for efficientcontaminant removal, additionaltechnologies are necessary toavoid exposure to ozone from theoperational environment and toexclude distribution of biologicalpathogens in the cabin with there-circulated air.

During cruise at high altitudes,in particular on polar routes, theoutside air may contain significantconcentrations of ozone. To

ensure a sufficiently low ozoneconcentration in the cabin, longhaul service aircraft and even mostof the short haul service aircraft,are equipped with catalytic ozoneconverters (see figure 4 on thefollowing page). The ozoneconverters are installed in thebleed air ducting upstream to theair conditioning pack to ensuresufficient temperature levels forthe catalytic process. Modern

ozone converters, as introduced byAirbus in 2004, combine the ozoneconversion with the ability topartially deplete kerosene vapourswhich might occur during groundoperations to improve the olfactoryperception.

EngineEngine

Cabin Zones

Crown

FlightDeck

E/E Bay

Out FlowOut Flow

Section 18Forward CargoCompartment

RecirculationFan & Filter

RecirculationFan & Filter Mixer Unit

Unpressurised Area

Fresh & Recirc. Air

Recirculation Flow

Bleed Air Bleed Air Bleed Air

APUHP GroundConnection

Alt CargoCompartment

Wing Box

Bilge

Hot Air Manifold

AirConditioning

Pack 2

AirConditioning

Pack 1

d e f i n i t i o n

Olfactory: Relating to, or

contributing to the sense of smell.

Olfactory perception:

The sensation that results when

olfactory receptors in the nose

are stimulated by particular

airborne chemicals.

Figure 3

Aircraft air generation and distributionsystem (here for an A340-600)

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HEPA: High Efficiency Particle Arrestor

H13: HEPA classification (> 99.95% removal) according to European Norm EN1822

EU9: Filter classification (> 95% removal) according to European Norm EN779

Odour filtrationpioneered by Airbus

and Pall in 1998

HEPA H13

HEPA H13

H13 + Odour filtration

HEPA H13

HEPA H13

EU 9

EU 9

A300/A310 Family

A320 Family

A330/A340 Family

A380

HEPA technology for entire fleet since 1994

Optional activated carbon layer in recircfilter as gaseous filter, developedby Airbus and Pall for long range aircraft in 1998.

1979 1988 1993 1994 1998 2008

Pall is one of the major filter suppliers for Airbus aircraft.


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Since 1988 on Airbus singleaisle aircraft and since 1994 for

the entire fleet (see figure 5),Airbus installs HEPA (HighEfficiency Particle Air) H13filters for the re-circulated airproviding more than 99.95%filtration efficiency (for 0.3micrometer particles as mostpenetrating particle size).Bacteria and viruses areeffectively removed by thesefilters and hence, cannot bedistributed by the ventilation

system.

Sustainment ofcabin air quality

Within the aircraft, air supplysystem areas with hightemperatures are most criticalwith regards to air qualitybecause high temperatures leadto evaporation and possiblyto the breakdown of organicsubstances, in case thesefind their way into the hightemperature areas.

OZC: Ozone Converter

VOC: Volatile Organic Compound

VOZC: VOC/Ozone ConverterO2: Oxygen

O3: Ozone

CO2: Carbon dioxide

H2O: Water

CmHnOx: Simplified molecular

formular for organic compounds

consisting of Carbon (C),

Hydrogen (H)

and Oxygen (O) atoms

OZCcatalyst

VOZCcatalyst

CO2CO2

O2

O2

O2

O2

O3

O3

CmHnOk

Flow Flow

c

C 2

2

2CmHn k

OZcataly

3 O2

O2

O3

H2O

catalyticsurface

catalyticsurface

Figure 4

Simplified scheme of Ozone Conversion (OZC)and combined Ozone/VOC Conversion (VOZC)

Figure 5

Filtration technology installed on Airbus aircraft for re-circulated cabin air

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Consequently, special care needs tobe taken to avoid any contaminationwith materials susceptible toevaporation or deterioration in this

area during design, manufacturingand operation of the aircraft.A top priority is clean air supply,starting with the sources ofpressurized air for the aircraftventilation, engines, APUs andair conditioning systems. Sincethe 1990s, Airbus has definedadditional requirements forbleed air cleanness on top ofthe requirements used for thecertification of engines and

APUs by the authorities. Airbusis promoting and supportinginternational research projectsand working groups, to acquireindependent external expertise andscientific knowledge by promotingbest standards for an ideal cabinenvironment and its verification.Airbus is also involved duringthe validation of the verificationstrategy with APU and enginemanufacturers, while supportingwith its own measurements.Currently, a number of air qualitymeasurements are conducted onthe A380 flying test bed for thenew A350XWB (Extra WideBody) Trent engine.

These analytical capabilities werealso used to tackle problems thatcould occur during productionflights, which are conducted for

each aircraft prior to deliveryby Airbus. Any contaminationintroduced during manufacturingwill become apparent when theaircraft air supply system isoperated as a whole, and someparts of the bleed air system aresubjected to the highest operationaltemperatures for the first time.Recently a sophisticated meas-urement system was planned andinstalled on several A330/A340

Family aircraft, consisting of aunique online mass spectrometer(Ionicon PTR TOF-MS 8000) anda multifunctional sampling system(Fraunhofer IBP) to elucidate theorigin of a particular smell thatoccurred during production flightsonly. The online mass spectrom-eter used is a unique combinationof a Proton Transfer Reaction(PTR) ionisation method with aTime Of Flight-Mass Spectrometer(TOF-MS) as detailed in figure 6.

M + H2O.H+ M.H+ + H2O

Sampling air inlet capillary (1mm ID)

All molecules M with higher proton affinitythan water will be charged by PTRand can be analyzed as M.H+

H2O: Water

H+: Protonated Hydrogen.

ID: Inner Diameter

M: Molecule of interest

NO: Nitrogen Oxide

02: Oxygen

PTR: Proton Transfer Reaction

TOF-MS: Time Of Flight-Mass Spectrometer

Figure 6

Simplified scheme of the proton transfer reaction and longitudinalsection through the Ionicon PTR TOF-Mass Spectrometer

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3

Interfacefor data

transmision

pump

measurement data

instrument control

online sensors

sampler box

Manual

sample

startflexible pipe

air instart

internal software

COP. T.R H.

CO2TVOC(PID)

MFC

MFC

MFC

MFCinternal data logger


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The automated and self sustainingsampling system developed byFraunhofer Institute for BuildingPhysics (Fraunhofer IBP) consistsof two trolleys and can be installedin galley compartments (seefigures 7, 8 and 9). The trolleyscontain up to 36 sampling tubestailored for different compoundclasses and several sensors (e.g.for carbon monoxide and carbondioxide).

MFC: Mass Flow Controller - TVOC: Total Volatile Organic Compounds

CO: Carbon monoxide - CO2: Carbon dioxide - P: Pressure

T: Temperature - R H: Relative Humidity

4

1

Figure 7

Installation of the PTR TOF-MS 8000 mass spectrometer on an A330 aircraft. The instrument weight is 200kgand the dimensions are comparable to a middle-sized refrigerator.

Figure 8

Scheme of sampling trolley with sensors and sampling tubes connected to a vacuum system. The flow through thesampling tubes is controlled by mass flow controllers and initiated by pressing a push button located in the cockpit.

2

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With this analytical system, amarker substance and finally theroot cause for the smell couldbe identified unambiguously,

based on the results of airquality measurements on theaircraft during flight (figure 10).Knowing the precise root causeand having clear evidence athand, corrective actions could beimplemented at the supplier whichis manufacturing the componentresponsible for the smell, and willbe further followed-up.

Analytical methods will be further

improved and new sophisticated analytical

tools are continuously scrutinized

to simplify measurements with thelong-term objective to perform a complete

analysis of the cabin air at the push of

a button. Yet this objective of having

a Star Trek-like device is still out of reach

for years, if not decades. However,

it is a tempting idea to combine

sophisticated measurement technologies

with established databases of contaminant

patterns, in order to revolutionize

troubleshooting and aircraft system

monitoring. Airbus continuously reviews

whether any air filtration or cleaning

technology could add any value to thepassengers, crews and aircraft operations.

However, since the air provided

to the cabin during flight is very clean

under normal operating conditions,

and since the technical and environmental

repercussions, as well as safetyimplications of installing such system into

a highly optimized aircraft environment

may be severe, the introduction of such

technologies needs to be thoroughly

justified. The impact on safety, crew

and passenger comfort, and on

side-effects on the environment, need

to be carefully weighed to evaluate

whether an added value for our society

can be created. Rational decisions

in design and operation of aircraft are key

to safe air travel. Considering that civil

aviation is still the safest mode of publictransportation, this basic principle seems

to work well so far. Lets take a fresh deep

breath!

Conclusion

CONTACT DETAILS

Dr. Andreas BEZOLDEnvironmental Control SystemsAir QualityAirbus OperationsTel: +49 (0)40 7436 9174Fax: +49 (0)40 7437 [email protected]

CABIN AIR QUALITY: THE KEY TO A CONVENIENT FLIGHT - HOW TO MAKE AN AIRCRAFT BREATHE

Pronounced componentsignificantly higherconcentrated than VOCbackground

Smell event

1

1

22

Figure 9

Installation of dedicated sampling trolleys in the A330/A340 Family aircraft galley area.The sampling hose is rooted to the cockpit and positioned at the fourth occupant seat.

Figure 10

Concentration of a marker substance indicating a particular smell in comparison with concentrations of a usual VOC spectrum

Sampling hose

Trolley withpumps and

sensors

Trolley withcartridges

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SPACE-FLEX -AN INNOVATIVE CABIN OPTION FOR THE A320 FAMILY

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Stefanie von LINSTOWAircraft Interiors Marketing Manager

Airbus Operations

Space-FlexAn innovative cabin option

for the A320 FamilyEvery airline is concerned in providing comfortand the best level of service to its passengers,while generating more revenue seats.Airbus has launched an innovative cabin optionfor the A320 Family fleet, named Space-Flex.This option, with first deliveries due in 2013,frees space for more revenue-generating seatsby reconfiguring the rear of the aircraft, and by

making more efficient use of the volume at therear of the cabin with a lavatory accessible toPersons with Reduced Mobility (PRM).The PRM-friendly lavatory is facilitated via asimple conversion process.In this article, you will find some of its featuresand you will already have an idea on how it willbenefit Airbus operators.

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Increase yourcabin comfort and

increase revenueMarket feedback from Airbuscustomers on the Space-Flexconcept revealed in 2011 duringcabin interior exhibitions has beenvery positive, not only due tothe unique revenue and comfortbenefits, but also by optimizing thecabin layout.

Airbus has therefore decided tolaunch Space-Flex as an option on

the A320 Family aircraft.

By making more efficient use of thevolume at the rear of the cabin, twolavatories plus a galley can nowbe efficiently accommodated in

this space, providing the followingadvantages:Freeing-up space for, typically,three to six more revenue-generating passenger seatsand/or an improvement in theseat pitch throughout the cabin,

Offering two lavatories, eachof comparable size to theexisting A320s (i.e.: Largerthan the competitors lavatories),

Providing one of the lavatories

with a full access for Personswith Reduced Mobility(PRM) where a wheelchair canconveniently be manoeuvred,for the first time in a single-aisleaircraft.

Current A320 rear configuration

Space-Flex option

Gain of three seatsUse currently unused cabin space

vatoryIncreased cabin co

Current A320 rear configurationversus the Space-Flex option

i n f o r m a t i o ni

With an order from TAM Airlines,

Airbus has officially launchedthe Space-Flex PRM (Persons

with Reduced Mobility) lavatory

as an option for A320 Family

operators.

TAM Airlines will become the first

Airbus customer to benefit from

Space-Flex, creating more comfort

for its passengers. TAM Airline's

newly equipped aircraft with

Space-Flex will be delivered

as from the fourth quarter of 2013.

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The two different Space-Flexvariants include a:Lavatory only configuration:Comprises a lateral and a centrelavatory separated by a rigidwall which can be deployedat your convenience, as wellas a corresponding Space-Flex

galley.Lavatory with a urinalconfiguration:With a lateral lavatory anda centre urinal, separatedby a moveable rigid wall.The corresponding Space-Flexgalley option offersa higher capacity than the firstvariant, and the urinal can bringadvantages for a better hygieneand the passengers satisfaction.

Basic and optional lavatoryequipment remain the same ason the existing A320 Familylavatories.Additional galleys with differentcapacities, on the right handside before the aft door, can beselected. In this particular case,an airline would gain threeadditional revenue-generatingpassenger seats. However, withoutany galley installed before Door4, the seat gain could even beof at least six additional seats.The total seat count, of course,must always remain within theexisting exit limit.

The PRM-friendly lavatory isfacilitated via a simple conversionprocess: Two single Space-Flexlavatories (or the one lavatoryand urinal configuration) areconvertible into one Space-FlexPRM enclosure in a similar mannerto those delivered on the Airbus

wide-body aircraft. During theconcept development, Airbusconducted tests with European andNorth American experts, invitingwheelchair users to make surethat the lavatory was designed tothe reach the needs of the PRMusers. Thanks to this and afterhaving reviewed several criteria,some un-adapted elements havebeen detected and immediatelyimproved. The resulting design is

available today with Space-Flex.Airlines choosing the Space-Flexoption will be in line with the U.S.PRM lavatory recommendation,and any PRM lavatory regulationthat will be mandated in the future.

The entry-into-service is foreseenin autumn 2013.

The retrofit aspect of any innovationhas to be taken into considerationto maximize the aircraft operatorsbenefits. Space-Flex will also beavailable for retrofit.

A320 high density layout - 180 passengers

Identical forward cabin

2929 29292933 2828

Identical forward cabin

Space-Flex PRM lavatoryconversion process

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Operators will then be able toharmonize their A320 Family fleetsand get the maximum benefits ofSpace-Flex. Whether the customerswant to install additional revenueseats, add legroom by improvingthe seat pitch in their cabin, orsimply comply with the PRM

recommendations, Space-Flex isthe answer.

Today, more than 3,700 A320Family aircraft could be retrofittedwith this solution. The concept hasobtained a tremendous success withthe majority of Airbus customersduring the different exhibitions,

and Airbus Upgrade Servicesis already working with severalmajor customers who envisage theretrofit of Space-Flex in their A320Family fleets.

The Service Bulletin (SB) and thekits to embody the solution will be

available two to three months afterthe Space-Flex introduction on thefirst production aircraft.

The Airbus Upgrade Key AccountManagers will be able to give youmore information regarding theintegration of Space-Flex in yourcurrent in service fleet.

Space-Flex is an innovative A320 Family

option maximizing the cabin revenue space,

and is equipped with lavatories accessible

to Persons with Reduced Mobility (PRM).

The entry-into-service will occur during

the 4th quarter of 2013 and will be proposed

as a retrofit for the A320 Family aircraft.

This convenient concept, shown

in several aircraft cabin interior exhibitions,

has already found the interest of many

operators which either, desire to add more

revenue-generating passenger seats, wish

to improve the seat pitch layout and want

to offer the PRM-friendly lavatory for their

passengers' satisfaction.

Conclusion

CONTACT DETAILS

Stefanie von LINSTOWAircraft InteriorsMarketing ManagerAirbus OperationsTel: +49 (0)40 7435 [email protected]


High density layout with better comfort

With Space-Flex:

PRM lavatoryImproved comfort, no seats at 28 pitch

2929 3333 3330

Space-Flex improves

the passengers' comfort

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PASSENGER COMFORT - IMPROVING AIR QUALITY IN CABINS

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Customer Servicesevents

J u s t h a p p e n e d

A successful A330/A340 Family symposiumThis symposium took place in Bangkok(Thailand) last June. During the three days,the symposium mainly focused on the fleetsperformance optimisation with 34 Airbusspecialists who have provided presentationson actual in-service issues affecting the A330/A340 Family fleet, as well as some subjects ofmore general interest.This years symposium gathered notless than 54 airlines, 20 vendors and sixMROs (Maintenance Repair and Overhaul)organisations, representing a total of 174participants.

C o m i n g s o o n

Airbus Lessors Conference

This next conference will be held in SantaMonica, California (U.S.A.) from the9th through 11thOctober 2012.The agenda will focus on many importanttechnical and future development subjects forAirbus aircraft. I f you havent received the

invitations and agenda, please contact yourCustomer Support Director.

Material Matters - Airbus Material, Logistics,

Suppliers and Warranty symposium

The invitations have been sent out for thissymposium to be held in Bangkok (Thailand)from the 22nd to 24th October 2012. Airbuswill share with their worldwide customersand major suppliers the latest developmentsand initiatives taken on lifetime support andfirst-class innovative services.For registration, please use the link provided inthe invitation you have received.

Technical Data Support & Services symposium

This symposium will be held in Istanbul

(Turkey) from 20th

to 22nd

November 2012.It will be focused on technical data relatedto maintenance & repair, spares & suppliers,Service Bulletins (SB) and flight operations.The targeted population is all tech data usersfrom engineering and maintenance departmentsfrom airlines, MROs and a panel of supplierswhich are also invited.This event provides a comprehensive view onthe current status of Airbus Technical Data,including planned improvements and futuredevelopments for all Airbus aircraft families.For more information, please contact:[email protected].

A380 symposium in Dubai

More than 150 participants are expected toparticipate to the upcoming A380 symposiumwhich will be held in Dubai (United ArabEmirates) from 3rd to 6th December 2012.The symposium will focus on fleet-wide A380subjects, operational reliability, maintenanceand flight operations. The invitations havebeen sent out in July to all the A380 customers.

Announcing the 11th Airbus Trainingsymposium

Two years after the previous successfulsymposium which gathered over 375 delegatesfrom more than 100 operators, Airbus Trainingorganizes the 11th Training symposium inDubai (United Arab Emirates) from 10th to13thDecember 2012.If you haven't received the 'Save the Date'notification sent out in July, please contactyour Customer Support Director.

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1) When was the first FAST magazine published?

(clue in FAST 1)

A. 1979B. 1983C. 1989D. 1995

2) What is the wing span of an A310?(clue in FAST 5)

A. 41.5 mB. 42.1 mC. 43.9 mD. 44.6 m

3) What is the advantage of the Airbus Fly-By-Wire

system? (clue in FAST 9)

A. It saves weightB. It reduces complexityC. It increases the aircraft reliabilityD. All of the above answers are correct

4) I am an engineering tool used to design, integrate,optimize and validate vital aircraft systems such asthe Electrical Generation, Hydraulic Generation, FlightControl System, Auto-Flight System, Warning System(ECAM) and the Centralized Fault and Maintenance

System. What am I? (clue in FAST 24)

A. The Test Bed

B. The Iron BirdC. The Flying PrototypeD. The Virtual Fly Test

5) Airbus received acceptance of the A380 MaintenanceReview Board Report (MRBR) from the EuropeanAviation Safety Agency (EASA) on which date?

(clue in FAST 38)

A. 23 December 2005B. 17 September 2006C. 12 November 2007D. 4 July 2008

6) Which system on Airbus aircraft provides protection

against fuel tank fire and explosion? (clue in FAST 44)A. Fuel Tank Extinguishing System (FTES)

B. Fire and Explosion Prevention System (FEPS)C. Fuel Tank Inerting System (FTIS)D. Fuel Valve Bypass System (FVBS)

7) What happened on 1 February, 2008? (clue in FAST 46)

A. Airbus completed a flight non-stop around the worldwith an A380

B. Airbus completed the worlds first ever flight bya commercial jet (A380) using synthetic liquid

jet-fuel made from natural gas (GTL)

C. Airbus launched its new A350XWB programme

D. Airbus sold its 5,000th A320 Family aircraft

8) What is the name of the tool especially developed bythe Airbus Structures Test Domain for the A320 impactcalibration campaign, which is now used for the impactthreat evaluation for the A350XWB composite fuselage?

(clue in FAST 48)

A. MICKEYB. RATATOUILLEC. YOGID. GUISMOT

9) The radio altimeter is used to provide an accurate

height above ground level when the aircraft is between?(clue in FAST 49)

A. 0 and 1,000 feetB. 0 and 2,000 feetC. 0 and 2,500 feetD. 0 and 3,000 feet

10) What is called the innovative cabin option for the

A320 Family aircraft? (clue in FAST 50)

A. Space-FlexB. Spice-FlexC. Space-FluxD. Spice-Flux

The answers will be provided in the next FAST magazine edition.

Your feedback is a gift to help us always improve FAST magazine.Please dont hesitate to contact us with your comments at [email protected]

FAST magazine quiz10 questions - 1 possible answer

All the FAST magazinesare available free-of-access on: WWW.AIRBUS.COM/SUPPORT/PUBLICATIONS

Have fun and test your knowledge

by answering this small quiz!

For AirbusWorld users, log-on to

AirbusWorld/What's new/

News, events and publicationsand answer the quiz online

to try to win one of the

50 Airbus giveaways!

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