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Toulouse, France

Airbus SAS , German: , Spanish: ) is an aircraft manufacturing division of Airbus Group . It is based in Blagnac, France, a suburb of Toulouse, with production and manufacturing facilities mainly in France, Germany, Spain and the United Kingdom.Airbus began as a consortium of aerospace manufacturers, Airbus Industrie. Consolidation of European defence and aerospace companies in 1999 and 2000 allowed the establishment of a simplified joint-stock company in 2001, owned by EADS and BAE Systems . After a protracted sales process BAE sold its shareholding to EADS on 13 October 2006.Airbus employs around 63,000 people at sixteen sites in four countries: France, Germany, Spain and the United Kingdom. Final assembly production is based at Toulouse, France; Hamburg, Germany; Seville, Spain; and, since 2009 as a joint-venture, Tianjin, China. Airbus has subsidiaries in the United States, Japan, China and India.The company produces and markets the first commercially viable fly-by-wire airliner, the Airbus A320, and the world's largest passenger airliner, the A380. Wikipedia.

Heimbs S.,Airbus
Computers and Structures | Year: 2011

Bird strikes are a major threat to aircraft structures, as a collision with a bird during flight can lead to serious structural damage. Computational methods have been used for more than 30 years for the bird-proof design of such structures, being an efficient tool compared to the expensive physical certification tests with real birds. At the velocities of interest, the bird behaves as a soft body and flows in a fluid-like manner over the target structure, with the high deformations of the spreading material being a major challenge for finite element simulations. This paper gives an overview on the development, characteristics and applications of different soft body impactor modeling methods by an extensive literature survey. Advantages and disadvantages of the most established techniques, which are the Lagrangian, Eulerian or meshless particle modeling methods, are highlighted and further topics like the appropriate choice of impactor geometry or material model are discussed. A tabular overview of all bird strike simulation papers covered by this survey with detailed information on the software, modeling method, impactor geometry, mass and velocity as well as the target application of each study is given in the appendix of this paper. © 2011 Elsevier Ltd. All rights reserved. Source

Goupil P.,Airbus
Control Engineering Practice | Year: 2011

This paper deals with industrial practices and strategies for Fault Tolerant Control (FTC) and Fault Detection and Isolation (FDI) in civil aircraft by focusing mainly on a typical Airbus Electrical Flight Control System (EFCS). This system is designed to meet very stringent requirements in terms of safety, availability and reliability that characterized the system dependability. Fault tolerance is designed into the system by the use of stringent processes and rules, which are summarized in the paper. The strategy for monitoring (fault detection) of the system components, as a part of the design for fault tolerance, is also described in this paper. Real application examples and implementation methodology are outlined. Finally, future trends and challenges are presented.This paper is a full version of the invited plenary talk presented by the author on the 1st July 2009 at the 7th IFAC Symposium Safeprocess '09, Barcelona. © 2011 Elsevier Ltd. Source

This paper focuses on failure detection in the electrical flight control system of Airbus aircraft. Fault tolerance is designed into the system by the use of stringent processes and rules, which are summarized below. Monitoring of the system components is part of this fault-tolerant design. This paper covers the particular case of oscillatory failure monitoring in the electrical flight control system. The main characteristics and consequences of these failures are presented. The detection of oscillatory failures on the A380 is considered, together with the concept of analytical redundancy to detect these failures. A nonlinear actuator model is used to generate a residual on which the failure is detected by oscillation counting. Real application and benefits of the overall method are also presented. The results are highly satisfactory and the overall method is currently implemented on A380 flight control computers. © 2009 Elsevier Ltd. Source

Agency: Cordis | Branch: H2020 | Program: IA | Phase: GALILEO-1-2015 | Award Amount: 4.87M | Year: 2016

The HELIOS project aims at providing a Second Generation range of Beacons (SGB) and associated antennas designed to operate with the full capability of the new Meosar Cospas/Sarsat (C/S) International Programme (a satellite-based Search And Rescue (SAR) distress alert detection and information distribution system), embedded in the Navigation Satellite Systems as GALILEO. The Search & Rescue community is at a turn of its history. New satellite systems develops the MEOSAR constellation of Cospas-Sarsat system, EGNOS improves significantly the performance of localization introducing new capabilities and new operations impossible before, GALILEO unique differentiation with the RLS added to the performance of the system will contribute to save more lives at sea and on land. The key objectives of the HELIOS project are: 1 - Defining, developing Products (beacons and associated antennas) compatible with EGNSS & SAR services and latest end-users requirements. 2 - GALILEO EGNSS & SAR System validation. 3 - Certifications for commercialization. The HELIOS consortium composed of Orolia, Cobham aerospace communications, CNES, SIOEN, Air France, and Airbus, is involved in different relevant international working groups (Cospas-Sarsat, ICAO, EUROCAE), and will ensure that the development phase of the SGB will be in line with the compatibility and interoperability required by the Cospas-Sarsat. Gathering the knowledge of major players recognized in their industry worldwide, the HELIOS partners project will give the vehicle to the European Industry to lead the way for safer, more innovative systems responding to current and evolving market problems.

Agency: Cordis | Branch: H2020 | Program: RIA | Phase: PROTEC-1-2015 | Award Amount: 2.84M | Year: 2016

Orbital space is getting increasingly crowded and a few collision events could jeopardize activities in important orbits and cause significant damage to the infrastructure in space. As a preventive measure to be included in future S/C, TeSeR proposes a universal post mission disposal module to be carried into orbit by any S/C to ensure its proper disposal after ending its service lifetime, be it planned or unscheduled due to S/C failure. This module shall be independent of the S/C. Principal aims of TeSeR are to 1. develop a removal module beginning with the exploration of concepts, going for a functional design with the aim to manufacture and test an on-ground prototype module which demonstrates the main functions 2. perform a thorough qualitative and quantitative mission analysis of existing removal concepts 3. develop a ground breaking new semi-controlled removal concept based on a passive removal concept which ensures the deorbit of a large S/C (>1 t) into the Pacific Ocean without a propulsion system but with an accuracy of a fraction of one orbit 4. advance and manufacture removal subsystems prototypes, for controlled, semi-controlled and uncontrolled disposal, based on already existing technology with the focus on scalability and standardized implementation to the removal module via a common interface 5. analyse the feasibility and potential advantages of multi-purpose concepts of the module and its removal subsystems (e.g. shielding by deployable structures) 6. perform a market study and define a business case for TeSeR 7. use TeSeR as leverage to propose changes in legal aspects and advanced state of the art licensing standard for spacecraft including the improvement of international debris mitigation guidelines and standards.

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