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The vision of SESAR is to integrate and implement new technologies to improve air traffic management (ATM) performance. Enhanced automation and new separation modes characterize the future concept of operations, where the role of the human operator will remain central by integrating more managing and decision-making functions. The expected changes represent challenges for the human actors in the aircraft and on ground and must be taken into account during the development phase. Integrating the human in the ATM system development starting from the early design phase is a key factor for future acceptability. This paper describes the adaptation of currently applied Cockpit Human Factors processes in order to be able to design the aircraft for the future ATM environment.

A comprehensive general purpose engine simulation model has been successfully developed. This paper reports on an investigation undertaken to compare the accuracy and computational efficiency of four alternative methods for modelling the gas flow and performance in internal combustion engines. The comparison is based on the filling-and-emptying method, the acoustic method, the Lax-Wendroff two-stage difference method and the Harten-Lax-Leer upstream method, using a unified treatment for the boundary conditions. The filling-and-emptying method is the quickest method among these four methods, giving performance predictions with reasonably good accuracy, and is suitable for simulating engines using not highly tuned gas exchange systems. Based on the linearized Euler equations, the acoustic method is capable of describing time-varying pressure distributions along a pipe.

The intent of this paper is to provide a general overview of the main engineering and test activities conducted in order to support A350XWB Ice and Rain Protection Systems certification. Several means of compliance have been used to demonstrate compliance with applicable Certification Basis (CS 25 at Amendment 8 + CS 25.795 at Amendment 9, FAR 25 up to Amendment 129) and Environmental protection requirements. The EASA Type Certificate for the A350XWB was received the 30th September 2014 after 7 years of development and verification that the design performs as required, with five A350XWB test aircraft accumulating more than 2600 flight test hours and over 600 flights. The flight tests were performed in dry air and measured natural icing conditions to demonstrate the performance of all ice and rain protection systems and to support the compliance demonstration with CS 25.1419 and CS25.21g.

Airbus is a leading aircraft manufacturer with the position as technology driver and a distinct customer orientation, broad commercial know-how and high production efficiencies. It is constantly working on further and new development of its products from ecological and economical points of view. Fuel Cell Systems (FCS) on board of an aircraft provide a good opportunity to address both aspects. Based on existing and upcoming research results it is necessary to find trend-setting measures for the industrial implementation and application of this technology. Past and current research efforts have shown good prospects for the industrial implementation and application of the fuel cell technology. Being an efficient source of primarily electric power the fuel cell would be most beneficial when used in conjunction with electrical systems.

Precise, repeatable and representative testing is a key tool for developing and demonstrating automotive fuel and lubricant products. This paper reports on the first findings of a project that aims to determine the requirements for highly repeatable test methods to measure very small differences in fuel economy and powertrain performance. This will be underpinned by identifying and quantifying the variations inherent to this specific test vehicle, both on-road and on Chassis Dynamometer (CD), that create a barrier to improved testing methods. In this initial work, a comparison was made between on-road driving, the New European Drive Cycle (NEDC) and World harmonized Light-duty Test Cycle (WLTC) cycles to understand the behavior of various vehicle systems along with the discrepancies that can arise owing to the particular conditions of the standard test cycles.

Airbus business and Extended Enterprise require more and more involvement of design and built suppliers, tier 1 but also across the complete supply chain i.e. tier 2-n. These suppliers are not working only for Aerospace industry and may have different cultures. The pressure on cost and overall efficiency is high and everybody has to cope with obsolescence and new regulation (e.g. REACH (Registration, Evaluation and Authorization and Restriction of Chemicals)). So it became very important for Airbus to clarify the criteria under which a change can be done without Airbus review, and criteria under which a change can be done without Airworthiness authority review.

The new edition of the well known Care and Repair of Advanced Composites, 3rd Edition, improves on the usefulness of this practical guide geared towards the aerospace industry. Keith B. Armstrong, the original lead author of the first edition was still in charge of this project, counting on the expert support of Eric Chesmar, senior composites specialist at United Airlines. Mr. Chesmar is also an active member of SAE International's CACRC (Commercial Aircraft Composite Repair Committee), an elite group of industry experts dedicated to the standardization, safety, security, and efficiency of composite repairs in the airline industry. Mr. Francois Museux (Airbus) and Mr. William F. Cole II also contributed. Care and Repair of Advanced Composites, 3rd Edition, presents a fully updated approach to the training syllabus recommended for repair design engineers and composite repair mechanics.

This second edition has been extensively updated to keep pace with the growing use of composite materials in commercial aviation. A worldwide reference for repair technicians and design engineers, the book is an outgrowth of the course syllabus that was developed by the Training Task Group of SAE's Commercial Aircraft Composite Repair Committee (CACRC) and published as SAE AIR 4938, Composite and Bonded Structure Technician Specialist Training Document. Topics new to this edition include: Nondestructive Inspection (NDI) Methods Fasteners for Composite Materials A Method for the Surface Preparation of Metals Prior to Adhesive Bonding Repair Design Although this book has been written primarily for use in aircraft repair other applications including marine and automotive are also covered.

The paper is devoted to the simulation of A320 wing assembly on the base of numerical experiments carried out with the help of ASRP software. The main goal is to find fasteners’ configuration with minimal number of fastening elements that provides closing of admissible initial gaps. However, for considered junction type initial gap field is not known a priori though it should be provided as input data for computations. In order to resolve this problem the methodology of random initial gap generation based on available results of gap measurements is developed along with algorithms for optimization of fasteners' configuration on generated initial gaps. Presented paper illustrates how this methodology allows optimizing assembly process for A320 wing.

A large proportion of automotive engineering research is focused on the reduction of vehicle fuel consumption thereby reducing CO₂ emissions. One effective method is to use an electric motor in conjunction with the engine (hybrid electric vehicle). This paper details the development and performance characteristics of a low cost hybrid vehicle electric motor, originally developed for the retrofit hybrid vehicle market, although it is intended to be suitable for many applications. The motor is a low cost, scalable, high performance motor, primarily for automotive applications. The motor has been designed to make it stackable for higher power or torque requirements. The use of lightweight materials and innovative cooling designs are novel to this motor. Results obtained from extensive testing of the motor are detailed in the paper including the efficiency map, power and torque curves, continuous powers, etc.

This paper presents the development of a high density packaging technology for wide band gap power devices, such as silicon carbide (SiC). These devices are interesting candidates for the next aircraft power electronic converters. Effectively they achieve high switching frequencies thanks to the low losses level. High switching frequencies lead to reduce the passive components size and to an overall weight reduction of power converters. Moreover, SiC devices may enable operation at junction temperatures around 250°C. The cooling requirement is much less stringent than for usual Si devices. This might considerably simplify the cooling system, and reduce the overall weight. To achieve the integration requirements for SiC devices, classical wire bonding interconnection is replaced by a stacked packaging using bump interconnection technologies, called sandwich. These technologies offer two thermal paths to drain heat out and present more power integration possibilities.

Electroimpact has retrofitted two E4100 riveting gantry machines and two more are in process. These machines use the EMR (Electromagnetic Riveter) riveting process for the installation of slug rivets. We have improved the skin side EMR to provide fast and reliable results: reliability improved by eliminating a weekly shutdown of the machine. In paper 2015-01-2515 we showed the slug rivet injector using a Synchronized Parallel Gripper that provides good results over multiple rivet diameters. This injector is mounted to the skin side EMR so that the rivet injection can be done at any position of the shuttle table. The EMR is a challenging application for the fingers due to shock and vibration. In previous designs, fingers would occasionally be thrown out of the slots. To provide reliable results we redesigned the fingers retainer to capture the finger in a slotted plastic block which slides along the outside diameter of the driver bearing.

Due to the importance of fulfilling the actual and upcoming environmental legislation, it is an Airbus main target to develop eco-efficient materials. Under consideration of the economical effects, these processes will be implemented into the production line. This paper gives an overview of Airbus and its partners research work, the results obtained within the frame of the European funded, integrated technology demonstrator (ITD) ECO Design for Airframe. This ITD is part of the joint technology initiative Clean Sky. Developments with different grade of maturity from “upstream” as the investigation of materials from renewable recourses up to materials now in use in production as low volatile organic compounds cleaner are under investigation. As a basis for future eco-efficient developments an approach for a quantitative life cycle assessment will be demonstrated.

The authors describe the early stages of a programme to investigate the wear sensitivity of spool valves to abrasive contaminant in the fluid flow. Wear mechanisms in valves and aspects of test rig design are discussed. Methods of assessing wear are considered, both during and after completion of a test. Preliminary results are presented to highlight the difference between these methods and illustrate the changes in geometry that take place during the wear test.

A test has been performed using a scaled aircraft wing section in an icing tunnel facility. The model had an electro-thermal ice protection system installed. The tests performed considered both anti-icing and de-icing modes of operation. The results have been assessed using numerical codes and the effect of model scaling has been considered. The non-scaled skin thickness of the model was found to modify the predicted behaviour of a full-scale installation, predominantly due to lateral conduction effects. The extent of this has been assessed and recommendations are made as to the performance that may be expected at full-scale.

Composite materials are increasingly being used in the manufacturing of structural components in aeronautics industry. A consequent light-weight design of CFRP primary structures requires adhesive bonding as the optimum joining technique but is limited due to a lack of adequate quality assurance procedures. The successful implementation of a reliable quality assurance concept for adhesive bonding within manufacturing and in-service environments will provide the basis for increased use of lightweight composite materials for highly integrated aircraft structures thus minimizing rivet-based assembly. The expected weight saving for the fuselage airframe is remarkable and therefore the driver for research and development of key-enabling technologies. The performance of adhesive bonds mainly depends on the physico-chemical properties of adherend surfaces.

The aerospace manufacturing sector is continuously seeking automation due to increased demand for the next generation single-isle aircraft. In order to reduce weight and fuel consumption aircraft manufacturers have increasingly started to use more composites as part of the structure. The manufacture and assembly of composites poses different constraints and challenges compared to the more traditional aircraft build consisting of metal components. In order to overcome these problems and to achieve the desired production rate existing manufacturing technologies have to be improved. New technologies and build concepts have to be developed in order to achieve the rate and ramp up of production and cost saving. This paper investigates how to achieve the rib hole key characteristic (KC) in a composite wing box assembly process. When the rib hole KC is out of tolerances, possibly, the KC can be achieved by imposing it by means of adjustable tooling and fixturing elements.

Currently the wing box rib assembly process requires the manual location and temporary fixing of components within product specific jig or fixtures for drilling. After drilling and reaming, parts are separated, cleaned, deburred prior to adding sealant, reclaiming and final bolting, but this may significantly increase cost, manufacturing lead-time, reduces flexibility and cannot usually be economically modified for use on other aircraft types. Due to potential increase in demand for the next generation single isle aircraft, existing tooling solutions have to be improved and new technologies have to be developed. This paper describes the development and testing of flexible tooling to provide clamping and support for drilling wing box ribs to mating rib posts within a restricted environment. Results are presented along with a discussion of the problems that may be encountered during clamping trials.

With ever stricter legislative requirements for CO2 and other exhaust emissions, significant efforts by OEMs have launched a number of different technological strategies to meet these challenges such as Battery Electric Vehicles (BEVs). However, a multiple technology approach is needed to deliver a broad portfolio of products as battery costs and supply constraints are considerable concerns hindering mass uptake of BEVs. Therefore, further investment in Internal Combustion (IC) engine technologies to meet these targets are being considered, such as lean burn gasoline technologies alongside other high efficiency concepts such as dedicated hybrid engines. Hence, it becomes of sound reason to further embrace diversity and develop complementary technologies to assist in the transition to the next generation hybrid powertrain. One such approach is to provide increased valvetrain flexibility to afford new degrees of freedom in engine operating strategies.

Pressure and temperature levels within a modern internal combustion engine cylinder have been pushing to the limits of traditional materials and design. These operative conditions are due to the stringent emission and fuel economy standards that are forcing automotive engineers to develop engines with much higher power densities. Thus, downsized, turbocharged engines are an important technology to meet the future demands on transport efficiency. It is well known that within downsized turbocharged gasoline engines, thermal management becomes a vital issue for durability and combustion stability. In order to contribute to the understanding of engine thermal management, a conjugate heat transfer analysis of a downsized gasoline piston engine has been performed. The intent was to study the design possibilities afforded by the use of the Selective Laser Melting (SLM) additive manufacturing process.