Search Results

An Airbus methodology for the assessment of accurate fuel pressure surge at early program stages in the complete aircraft and engine environment based on joint collaboration with LMS Engineering is presented. The aim is to comfort the prediction of the fuel pressure spike generated by an engine shutdown in order to avoid late airframe fuel system redesign and secure the aircraft entry-into-service.

The power plant is the area in an aircraft where they are a lot of power conversion. The power plant is the core of the aircraft from energy point of view. The engines allow to take off but not only, it also provides energy to the aircraft from many different manners. They are electrical, hydraulic, mechanical, …. The power plant is definitively a power generator but also a power consumer. Since now some years, the power electronic technology is spread into the aircraft. One can say that some pedigree has been collected with this technology embedded to the aircraft. For the power plant domain, it is different. This technology is really not usual for use. Our environment is really not friendly and even if the integration of the power converters has been improved over the last years, there is not a lot of space around the engines. These are probably the mains reason of the low deployment of the power electronic in this domain but not only.

The paper is devoted to further extension and development of numerical approach aimed at simulation of riveting process during aircraft assembly (see [1,2,3,4]). Previous research has shown that developed methodology provides reliable results if the rigid motion of bodies being assembled is forbidden. However, some small parts in the airframe assemblies are not supported prior to the junction and can freely move as a rigid body. This fact introduces additional difficulties when solving corresponding contact problem. The paper is devoted to description and analysis of two different modeling approaches that allow taking unsupported parts into consideration when simulating airframe assembly process.

To perform a complete aircraft certification plan, civil aviation test centres use specific flight test installations and ground test means. In this scope tests specialists operate ground test means which have a generic name Laboratory Tests Means (LTM) to validate aircraft functions. Today these functions are becoming more and more complex, moreover certification deadlines and tests campaign costs are becoming increasingly challenging and demand LTM use optimization. In this context current LTM development approach is no longer suitable to cover these new constraints. Currently LTMs start to be designed when testing strategy for a new aircraft is defined and design is quite specific. Drawbacks of such an approach are: tunnel effect for LTM development, no simple sharing of testing resources, LTM reuse is not easy, LTM upgrade requires re-engineering and many LTMs have to be maintained even if only partially used.

An Airbus methodology for the assessment of accurate hydraulic performance at early program stages in the complete aircraft and power consuming systems environment based on joint collaboration with Chiastek is presented. The aim is to comfort the prediction of an aircraft hydraulic performance in order to limit the need for a physical integration test bench and extensive flight test campaign but also to avoid late system redesign based on robust early stage model based engineering and to secure the aircraft entry-into-service.