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Procedure

AP2266 Issue : B

AIRBUS S.A.S. 2009. ALL RIGHTS RESERVED. CONFIDENTIAL AND PROPRIETARY DOCUMENT .

Procedure_FM0300175_V1.1 Printed Copies are not controlled. Confirm this is the latest issue available through the Portal . P a g e 1 o f 5 9

Digital Mock-Up Rules & Life Cycle

Owners Approval: (signed)

Name : DUPONT MichelFunction : Head of Digit A/C Integration -

EDSBI

P U R P O S E :

This document describes the relationships between all the digital models known as Digital Mock-Up.This gives a simple overview of the contents and evolution of the DMU during all the aircraft designlifecycle.

Furthermore it acts as a reference guide for the design community by summarizing many importantconcepts and general rules.

S C O P E :

This procedure concerns legacy programs and A350 XWB program.The technical domain concerned by this AP is D.ST.01 Design Structure & System Installation.

Authorizat ion: (signed)

Date : 04 February 2009

Name : KALMER KlausFunction : Head of Design - EDSB

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TABLE OF CONTENTS

1 Introduction.................................... ............................ ............................ .............................. 5

2 Concurrent Engineering Through DMU ............................ ............................. ...................... 7

3 Digital Mock-Up Organisation................................ ............................ ............................ ...... 8

3.1 DMU Product Structure .......................... ............................. .............................. .................. 8

3.2 DMU Basic Rules ............................. ............................ ............................ ........................... 9

3.2.1 Design Considerations for DMU............................ ............................ ............................. ..... 9

3.2.1.1 Rules to manage Tolerance.......................... ........................... ........................... ....... 9

3.2.1.1.1 For A350WXB : ............................ ............................ ............................. ..................... 9

3.2.1.1.2 For A400M, A380 and previous programs .............................. .............................. ... 10

3.2.1.2 Condition of supply.............................. ........................... ........................... ............... 12

3.2.1.2.1 CoS for A350.......................... ............................. ............................ ......................... 12

3.2.1.2.2 CoS for A400M, A380 and previous programs ........................... ............................. 12

3.2.1.3 Sealant/Interfay allowance representation ......................... ........................... ........... 12

3.2.1.3.1

For A350 ............................ ............................. ............................ ............................ . 12

3.2.1.3.2 For A400M, A380 and previous programs .............................. .............................. ... 13

3.2.2 Part positioning in the DMU............ ........................... ........................... ............................ . 15

3.2.2.1 Elementary Part Axis System Used to Design the Model ........................... ............. 16

3.2.2.2 Matrices Organisation Inside the Product structure ........................ ......................... 17

3.3 Naming & Numbering ............................ ............................. ............................ ................... 19

3.4 DMU Attributes on the ADF-LO............................ ............................. ............................ .... 20

3.5 DMU Baseline management ............................ .............................. ............................. ...... 20

4 DMU Life Cycle ........................... ............................ ............................. ............................ . 22

4.1 Evolution of CAD Data During DMU Life Cycle.......................... ............................. .......... 23

4.2 Feasibility phase....................... ............................ ............................ ............................. .... 25

4.2.1 Master Geometry........................ ............................. ............................ ............................ .. 25

4.2.2 Design Principle ......................... ............................ ............................. ............................ .. 27

4.2.3 SIRD ............................ ............................. ............................ ............................ ...... 29

4.2.3.1 SIRD General principles........................................ ............................ ....................... 29

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4.2.3.2 SIRD customers ........................... ............................ ............................ .................... 30

4.3 Concept Phase (MG3 - MG4.2).................. .............................. ............................. ............ 31

4.3.1 Master Geometry........................ ............................. ............................ ............................ .. 31


4.3.3 SIRD (System Installation Requirement Dossier)........................................ ...................... 35

4.3.4 EIRD ............................ ............................. ............................ ............................ ...... 35

4.3.5 Frontier Model (Tolerance Frontier Drawing) .......................... ............................ .............. 36

4.3.6 Preliminary SAM (beginning of concept phase) ........................... .............................. ....... 38

4.4 Concept phase (MG4.2 - MG5) ............................. ............................. .............................. . 40

4.4.1 Master Geometry........................ ............................. ............................ ............................ .. 40


4.4.3 EIRD ............................ ............................. ............................ ............................ ...... 42

4.4.4 Frontier Model (Assembly Frontier Drawing)............... ............................ .......................... 43

4.4.5 Detailed SAM .......................... ............................ ............................ ............................. ..... 45

4.4.6 Definition Model (equivalent to DFM or GRM).................................................... ............... 45

4.5 Data for Manufacturing............. ............................ ............................ ............................. .... 46

4.5.1 Definition Model (GRM).......................... ............................. .............................. ................ 46

4.5.2 Junction/Installation Drawing & Frontier Model ............................ ............................. ........ 46

5 Maturity of Data ........................... .............................. ............................. ........................... 48

5.1 Maturity A ............................. ............................ ............................ ............................. ........ 48

5.2 Maturity B ............................. ............................ ............................ ............................. ........ 49

5.3 Maturity C ............................. ............................ ............................ ............................. ........ 50

5.4 Change Management .............................. ............................. .............................. ............... 51

6 Non Modeled DMU Components ........................... ............................. .............................. 53

6.1 Airbus Property Component: ............................ ............................. .............................. ...... 53

6.2 Piece of Equipment: .......................... ............................. ............................ ....................... 53

6.3 FTI Component ........................... ............................ ............................ ............................. . 53

6.4

Standard Component ............................ ............................ ............................. ................... 53

6.5 Consumable ............................ ............................ ............................ ............................. ..... 54

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Glossary ........................... ............................. ............................ ............................ ........... 55

Table of References ........................... ............................ ............................ ................................ 57

Record of Revisions.............................................. ............................ ............................ .............. 58

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1 IntroductionThe diagram below, give you link between:

- The A/C development phase with Milestone (applicable to theprevious program)

- The A/C development phase with Maturity Gate (Dare process,applicable to the new program, A350XWB)

Concurrentdevelopment

Former DNA process (Not appl icable for A350xwb)

New DARE process (Applicable for A350xwb)

Warning : DnA and DARE are not exactly matching. Correspondencesare im ossible to do as it is a com letel new hiloso h .

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Reference DocumentsD O C U M E N T R E F E RE N C E D O C U M E N T T I T L E

M2350 DARE prerequisites and maturity criteria

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2 Concurrent Engineering Through DMUThe creation and existence of a Digital Mock-Up and the availability of the DMU toother departments than engineering allows these departments to start their work in theearly phases of the development process using the data that already exist and bealways sure to work on up-to-date information.

This systematic approach to product design, taking into account all the elements of thelifecycle, from concept to disposal, including the definition of the product itself, themanufacturing processes and the support processes is known as ConcurrentEngineering.

The following figure shows the common milestones and the shared products of thedevelopment process and how the development of the aircraft, of the industrial means(industrialization) and of the support means can be run in parallel.

Figure 1 Shared Produc ts

FEASABILITY DEVELOPMENTCONCEPT SERIESDEFINITION

Master Geometry

Design Principles

SIRD EIRD

Space Allocation GRM DFM

Definiti on Dossier

Stress Desi n Reference Base

Frontier Models

Tooling Master Geometry

Tooling Principles

Tooling Space Allocation

Manufacturing Plan

Tooling Frontier Models

Support Specific ation

Support Objectives

Numerical Command

Assembly Ins tructi ons

Supportability Analyses

Supportability Discrepancies S u p p o r t

I n

d u s

t r i a l i z a

t i o n

D e s

i g n

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Examples for specific views are:

The As-Designed layer : a functional breakdown. It is the result of theengineering process organised in an engineering view. The As-Planned layer : an industrial breakdown. Its used to produce the

Definition Dossier. It is the result of the engineering process organised in amanufacturing view.

The DMU Product structure shall be an extraction of the As-Designed or As-Plannedview with an implementation of Master Geometry, Design Principle, Frontier Model,and SAM.

It will be a single-level reference assembly with design principles as component partsand native CAD assemblies copied as PS structures.

The product structure will be created and maintained by the Designer and the groupLeader and used for design review, for Bill of Material (BoM) generation. This ProductStructure is delivered to Production, to Procurement and to the Tooling Design Officefor use.

The master Product Structure incorporates the latest solutions from differentdesign teams and RSPs/CoE.

For delivery of a baseline status, an entire Product Structure can bereleased by the DMU team.


AM2211.2.1 As-Designed and As-Planned Concepts and Rules AP2641 Product StructureM2832 cDMU Quality Assurance Process

3.2 DMU Basic Rules

3.2.1 Design Considerations for DMU

Digital Mock-up exploits the "Definition Dossier", it gives the possibility to designers, towork in "context" by using models necessary to create the environment in their design

solutions. The various models will be designed and assembled in aircraft position,implying the management of their different tolerance build up like: Tolerance, conditionof supply or not, sealant representation or not between models.

3.2.1.1 Rules to manage Tolerance

3.2.1.1.1 For A350WXB :

The dimensions o f a part are characterized by:

- theoretical dimensions -> e.g. : 2mm thickness, 25 mm length

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Warning: Consistency between tolerances of Frontier Drawings and DMU shall beensured in the context of DMU as the master.

- The tolerances -> e.g : 0,3mm

Dimensions and tolerances depends on :

- Engineering requirements -> e.g.: aerodynamics leading to uncentred tolerancesin general (e.g.: doors, radome, )

- Manufacturing constraints: industrial machines only use centred tolerances

For tolerance, two cases are possible:

- If there is no specific requirement on tolerance:

The general tolerance is applicable.

No tolerance to be indicated on the drawing sheet

- If there is specific requirement applicable on tolerance:

General tolerance is not applicable.

Tolerance must be specified on the drawing. E.g : 2 0,05, 2 0,1, 25 2

Rule in case of specif ic tol erances:

Whatever the dimension and tolerances :

Centred tolerances must be favored -> e.g: 2 0,2, 2 0,05, 2 1,0

- In case of uncentred tolerances, the parts shall be designed at the nominal (average)value (ie : theoretical value) to enable the use of centred tolerances -> e.g : 4 +0,2/-0becomes 4,1 0,1 and the CAD model is designed at 4,1.

- When uncentred tolerances cannot be avoided (i.e: 2+0/+0,3), Tolerance skillgroup must be contacted for validation.

As a consequence o f th is ru le, a specifi c master geometry wi ll be created andshall be us ed.

Whatever the tolerances used, RSP shall r espect t he ones imposed by Airbusat the junctions

Note: inside their own workpackage, RSP are free to use whatever tolerances theywant

3.2.1.1.2 For A400M, A380 and previous progr ams

A-F

All models are designed using the average dimension . For fit face from a model, thetolerance will be integrated inside the 3D model, so inside the DMU.

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Figure 2 Tolerance integration transfer for " fit" face

Figure 3: Tolerance integration

A-UK All models are designed using the nominal dimensions .

A-D

All models are designed using the nominal dimensions .

A-E

All models are designed using the nominal dimensions .

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3.2.1.2 Condit ion of supp ly

3.2.1.2.1 CoS for A350

Process in progress.

3.2.1.2.2 CoS for A400M, A380 and previous programs

A-F

All 3D models in DMU are designed as in the real aircraft. Inside some specific layers,are integrated surfaces for the extra material representation on thickness and shape.

A-UK

The visualization layers contain only geometry as flown on the aircraft. Otherinformation are included inside specific non-visualized layers or on 2D drawing.

A-D

In general, the 3D models are designed as they are built into the aircraft. Sheet metalparts have their final geometry and the un-bended raw sheet in the same model on thesame layer, but the un-bended geometry is hidden in the "no-show" space andtherefore not visible in the visualization files.

Special design situations are represented and managed in the product structure byadditional nodes, which are identified by special naming extensions. For instance, solid

models which are divided into several smaller solid models (because of the limited sizeof the 3D model files) are identified by "-SOLnn". Welded assemblies are representedby a single part which is marked as a "-CUTnn", flexible parts or assemblies areflagged as "-FLXnn", component parts which are machined after they have beenassembled with other parts are identified also by "-CUTnn" extension and fastenerparts which hold all fasteners of the same type in a given assembly are represented inone single node in the product structure with the extension "-CPPnn" for rivets, "-SRWnn" for screws and"-NUTnn" for nuts (in all these cases "nn" represents a counter - starting from "01").

A-E

Taking into account that some specific layers must be used to avoid information notrequired in translation to visualization format.

3.2.1.3 Sealant /Interfay allowance representation

3.2.1.3.1 For A350

In order to simplify design activities and to have a harmonized way of working thefollowing rules are applied:

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Figure 4

Figure 5

Warning : Whatever the case, the potential elements at the interface of 2 parts as sealant, paint,glue. shall not be represented.

3.2.1.3.2 For A400M, A380 and previous progr ams

A-F

All models are designed face to face without any clearance. Models are designedusing the average dimension.

A-UK

Any wing components that are not directly modelled using either inside skins or spargirths may be designed with or without the "interfay" allowance, subject to theindividual specialists discretion in conjunction with the Mock-up Integrator.

Specific example:

Spars

All spars top and bottom skin attachment flanges (caps) shall incorporate theallowance.

For interfay, however, to minimise on programme the rib post shall notinclude allowance.



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Ribs

All ribs feet shall incorporate the allowance.

Skin, String er, Boots traps, Reinforcing

No allowance shall be made to interfay in these areas, except top-skin pylonreinforcing shall reduce in thickness by 0.25 from lower face only.

Pylons

Shall ensure the allowance is accommodated in line with wing-box structure.

Trailing edge/Leading edge

Interfacing structure with spar/inside skins shall incorporate the interfayallowance.

Figure 6, Interfay Allowance

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Figure 7, Interfay Allowance

A-D

In general, the models are designed face-to-face. But when sealant is necessarybetween parts the interfay allowance will be considered in the design, for instance instringer/skin and clip/skin joints, stringer couplings by offsetting the parts by 0,2 mm.

A-E

The models are designed face to face considering thickness of painting and sealing inthose cases that leave outside tolerance admitted.


M5069 ENOVIA VPM/CATIA V4 Assembly Rules. AM2259 3D Modelling Rules for CATIA V5

3.2.2 Part pos itioning in the DMU

The Master Geometry defines the different axis system position for each AircraftProgramme.

For example the draft V06G10925 gives the reference axis system for the global A350aircraft.

In the tree root node, the Default Axis System is the fuselage principal axis (fuse0).

After, RSPs/CoE must provide schemes defining their section positioning conventions.With those informations, the A/C MGY integrator must provide a A/C datum drawingincluding 3D section axis systems and drawing defining each section axis convention.

See example on next page.

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Consideration for positioning matrices must be given with regard to the operationalteam file exchanges to allow the exploitation of them, during the exchange of CADdata between RSPs/CoE, request of the FAL to have a complete aircraft DMU and alsothe requirements of zoning tools to create work environments.


AP2619 Master Geometry Creation and Management

3.2.2.1 Elementary Part Axis System Used to Design the Model

There are two methods to pos ition the axis:

Design the part around a local axis and the positioning will be done within theassembly.

This is the preferred methodology in Airbus according to the procedures

Figure 8

Design of the part directly in position. (The part axis shall be the section axis). Onlyon full CATIA V5 programmes (without Cadds exchange).

Figure 9

Note: The "instantiation" of parts must be done by a duplication of the tree componentthe application of a new matrix on the product structure (not in the part itself).

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Figure 10

In all circumstances, any modification of the position of a part will be exclusively

performed in the assembly or in the design containing the positioning matrix of thispart.

3.2.2.2 Matri ces Organisation Inside the Product structure

Coordinate systems are defined by the Master Geometry group and distributed to eachoperational team to be used as reference in the design and for the exchange ofinformation.

For this definition there will be two levels:

The Aircraft level: already agreed in the drawing "Reference Axis System".

Figure 11, A350 Draft f or Reference Axis System (baseline) example

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Figure 12, A350 Draft f or Reference Axis System (baseline) example

The operational team level

Each configuration Item shall have a known positioning matrix relative to thereference axis system of the section.

This matrix will be frozen and never change during the life cycle.

In general, configuration item shall be created with 0,0,0 positioning matrix (sectionaxis).

In some specific cases, configuration item will be created with reference axis in thesection, managed by Master Geometry group.

Each time a new configuration item is exchanged, this information has to be explicitlysent.

Receiver of data exchange can use the Drawings to correctly position the datareceived.

Implementation method:

New Aircraft:

Configuration item will be created with 0,0,0 matrix related to the section.

Existing Aircraft:

New configuration item will be created with 0,0,0 matrix related to the section.



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Existing Configuration Item with new Design Solution will keep the previous CI definedmatrix reference axis (x, y, z).

This example represents a As Designed view of the DMU Product Structure

Positioning matrix ofthe section in the A/C

Reference axis in thesection

Figure 13, Example of DMU Product Structure matrices organisation


AP2650 Data Exchange Within Airbus AP2619 Master Geometry Creation and Management

3.3 Naming & Numbering

The data contained in the DMU will be used not only by people who create it, but alsoby other functions throughout the Airbus organization.

Correct naming/numbering in accordance with procedures will allow identification ofaircraft section.

This will also enable to highlight rules to be used to navigate inside the DMU ProductStructure.


AM2215.1.7 Numbering of Models for Part/Assembly/Equipment

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3.4 DMU Att ributes on the ADF-LO

These attributes are allocated to the As Defined Link Object (ADF-LO).No = Baseline: solution which is in line with Change Note implementationdecision done in A/C Change Control Board or A/C Configuration ControlCommittee

Pending (yes/no)

Yes = Alternative: solution in competition with the baseline or old solution True = SAM solution loadable by DMU generation tool including kinematics,maintainability, swept volumes Mockup

(true/false) False = solution not wanted to be seen (e.g. MGY, DP, alternative SAM)

ACbaseline not used

ACE-kindfile

Used to identify the type of DMU objects. S = Space Allocation Mock-up (SAM) P = Developed/detailed Design Principles (DP) F = Frontier and Interface Drawings (FD & ID) G = Master Geometry

Comments Free text . Used to configure the LO. it shall hold the Change(s) Note(s)implemented, it satisfies.

Criteria Selection list of criteria. The link between criteria and scenario is managed in theconfiguration allocation table.

3.5 DMU Baseline management

In order to ensure concurrent engineering and work sharing during concept anddefinition phases, it is necessary to identify the states of each solution within the DMU:

DMU baseline:

DMU baseline = Basic Change Notes + all the Change Notes decided forimplementation during the Configuration Change Board (CCB).

Golden Rule: To have a complete DMU baseline, it is mandatory to have one and onlyone DMU baseline solution per scenario

Alternative solutions:

During concept and definition phase, it is often necessary to create one or severalalternative solutions by anticipation (before creation of the change note) or based onthe CN in investigation or implementation (decided by each Integrated ProductionTeam) or even a CN already closed.

- DMU preferred alternative (= challenger)

In order to identify the solution candidate to be in the next baseline, it is possible (butnot mandatory) to define one solution as DMU preferred alternative.

In that case, no more than one solution shall have be in DMU preferred alternative:- DMU not preferred alternative (formers investigated solutions)

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4 DMU Life CycleThe DMU set establishes the complete digital representation of the new aircraft over itswhole development cycle.

Figure 14

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4.1 Evolution of CAD Data During DMU Life Cycle

The table below briefly describes how DMU information evolves:

Milestone Feasibility Concept Definition &Data for

Manufacturing

M/G A/C MG

Model

Master Geometry

Section work breakdown

Mastergeometry

sub-sectionwork-

breakdown

DeviatedTooling/Machinin

g surfaces

DesignPrinciples

/

SIRD

EIRD

Validation ofcritical design

principles

General Assemblies/

Plan formlayouts

A Maturity

Technology DP

Concept DP

SIRD, EIRD(systems,equipmentinstallation

requirementDossier)

System 2DSchematics

B Maturity

Technology DP

Concept DP

Equipmentspecification dwg

Equipment spaceallocation dwg

C Maturity

Detail DP

/

SAM Marketing/customer

visualisation

Functionalstudies

A/C level SAM

PreliminarySAM

Detailed SAM

Sectional SAM

Maintainability,

Swept Volumes

Equipment SAM

/

DefinitionModels

/ / /

Some DBTcould start the

definitionphase inadvance

Definition modeland

Part/Assemblydrawing set

FrontierModels

/ /

ToleranceFrontier Drawing

ToleranceFrontier

Drawing/Assembly Frontier

Drawing

JunctionDrawing

Figure 15, illustrates the links between all main CAD Products at the core of thestructural concept phase . Primarily it shows iteration between designprinciples/schemes and master geometry with the Space Allocation produced tosupplement 3D definition. The products are created and evolve at the same time, so

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structures are working predominantly with 3D SAM and some Definition Models in themiddle of definition phase (MG6).

DWG-SET

MODEL-SET

DEFINITIONDOSSIER

Master Geometry

SIRD System InstallationRequirement do ssier

CERTIFICATIONDOSSIER

STRESS PROCESS

EIRD Equipm ent InstallationRequirement Dossier 2D Spec Dwg 2D space allocation dwg

SAM/DigitalMock-up

Figure 16: Relationships between DMU Products for SYSTEMS process


AM2388 Module 1 Guidance and Methods on System Installation

Requirements

4.2 Feasibi lity phase

4.2.1 Master Geometry

Master Geometry is the interface between aerodynamic shape of the aircraft anddesign, manufacturing, stress and certification processes. This information comprisesof wire frame and surface models. Master Geometry is the single source of digital datathat is controlled by the DBD (Data Basis for Design). It is the single authoritativesource of key data for design, production and inter-COE study work. Master Geometryis the basis from which design principles can be generated.

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Master Geometry grows with a project as more information becomes available.

During the feasibility phase, the Master Geometry covers the whole aircraft.

A/C

A/C MG Sect ion 1 Sect ion 2

Process description (feasibility)

Provide PreliminaryGlobal Geometry

TechnicalConstraints

(DPL)

AerodynamicSpecifications

(AER)

StructureInformation

(STA)

General

Specification(MTR)

ManufacturingConstraints

(BST)

System Attachment points

(SYS + SAS)

DBD: ProjectSurface & 2D General Arrangement (ACM)

A/C, Fuselage,Wings, Fin &

Tail plane

Geometric entities are wire-frame and surfaces to give global information inconsideration with the design groups like, frame positions, shape

Wing and fuselage geometry have different processes because of differentfunctionality. For example the wing has a flight shape issued at the beginning ofconcept phase (MG3) and also rib 1 for wing to fuselage join-up. This is frozen at thistime. The process is due in part to the high level of kinematics interaction on the wingwith the flight control surfaces.

Typical examples:

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Figure 17: Wing Struct ure Master Geometry A-UK

Figure 18: Master Geometry Interfaces

4.2.2 Design Principle

Design Principles are broken into two categories generic and specific. Generic coversmethods and techniques developed throughout the aircraft industry and those specificto Airbus, but which would be applied across the product family. For example, common

and agreed design principles for windows, doors junction frame, cross beams orframing reinforcements.



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Specific Design principles are adaptations to a particular aircraft and are classified astechnology, concepts and detail design principles.

DP may transfer technology from research projects and may concern materials &process, assembly & manufacturing techniques and systems technology. They will besupported by the necessary documentation and testing to ensure certification.

The Design Principle defines best practices through rules and conception methods.

The essential goals are:

To Standardise design solutions throughout the aircraft, To Harmonise interfaces, To Formalize technical solutions,

To Share the design rationale, To capitalise and exchange knowledge about the way of working between all A/C

actors, Provide main directives/constraints needed to model elementary parts.

The first objective is to have rapid results, which will be light but with allnecessary information, can be easily altered and still allow the production of 2Ddrawings for annotation.

Structural Design Principles are commonly designed with 2.5 D representations, whichgive the possibility to integrate more details inside 3D sections in a short time.

For Systems, the first objective is to define the space allocation, so, a solidrepresentation is more used.

During the feasibility phase, Design Principles are first used to create the General Assemblies, cabin layouts and plan-form views to create the Data Basis for Design(DBD) at Aircraft level.

When a design principle begins to mature, through a design review or validation theywill be used to create Space Allocation Models by adding 3D features to individualmodel such as extrusions or by creating separate SAM models. Product structure treeswill manage the relationships between Design Principles and Space Allocation Models.

000

000

000

Figure 19: Evolut ion and maturity for design pr incip les

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Figure 20: Window Frame Design Principle A-D


AP2601 Design Principles

4.2.3 SIRD

SIRD System Installation Requirements Dossier is composed by:

one document, SIRD documents, one 3D layout, SIRD layout.

The dossier has to give for each ATA (sub ATA) all necessary information oninstallation requirements (equipment, routes, location, sizing, segregation...).

4.2.3.1 SIRD General princ iples

- SIRD are elaborated for each ATA on the whole A/C.- SIRD are elaborated and refined progressively from the beginning of the

concept phase (MG3) to be mature enough around MG 4.2.- SIRD are involving all actors in relation with system installation for capturing

and integrating as many installation requirements and constraints as possibleand as soon as possible.

- SIRD layouts are system architecture installation concepts and not installationdesign.

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- SIRD layout concepts are proposals to be discussed, negotiated for achievingthe best compromise for optimising the complete A/C.

- SIRD process is a concurrent one. As soon as information exists it has to beshared.

- SIRD layouts are basis for Systems Layout Integration allowing at A/C leveland before detailed design phase to achieve the system view (multi-ATAs).

4.2.3.2 SIRD cus tomers

The SIRD customers are numerous. The two main ones are:

System Installation Design team. Systems Layout Integration team.

SIRDs also interest: the others System Design team, the Safety teams, the maintainability teams, the Manufacturing, the test bench,

Figure 21: Systems Layout Integration


AM2388 Module 1 Guidance and Methods on System InstallationRequirements

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4.3 Concept Phase (MG3 - MG4.2)

At this step, the work sharing is determined and the project moves from feasibility toconcept phase.

Near end of concept phase, Master Geometry is used to create fuselage panels andwing skin panels and other sub-section work using highly developed processesparticular to the RSPs/CoE.


During the concept phase, the MG evolutions are:

refining or modifying the global geometry as necessary, detailing the geometry at Section Level to take into account work sharing

requirements.

A/C

A/C MG Section 1 Section 2

Section MG Sub-Section 1 Sub-Section 1

Figure 22, Process description (Concept)

Revise Global Geometryand detail

Geometry at SectionLevel

Request for Change

(AER)System envelope &

attachment info(SAM)

Work-sharingWSH

PreliminaryGlobal MG

Models (SAM)

Front Fuselage, Centre fuselage, Rear Fuselage, Belly Fairing, Engines, Pylons,Nacelles, Movable Parts, Fairing for theglobal geometry and section breakdown



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Figure 23: Section Level Master Geometry


After work sharing is determined and the project moves from feasibility to conceptphase, design principles evolve to different levels within the product structure frommajor assembly to detail part. Sectional Design Principle and the DBD drive bothStress and Master Geometry processes. Design principles are known as schemeswithin A-UK.

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Figure 24: Typic al " General Study" DP Used At Start Of Concept Phase

Figure 25: Simple Framework Design Principle, A-F

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Figure 26: A-Maturity of Side-Stay Fitting, A-UK

Figure 27: Frame Splicing Design Principle, A-D

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4.3.3 SIRD (System Installation Requirement Dossier)

3 Levels of maturity have to be done: Maturity A : Several architecture solutions are proposed and are ready to be

integrated: Basic 3D envelope (Specification volume) Main routes (location and sizes and segregation rules) Equipment 3D rough place Equipment interface requirement

Figure 28

Maturit y B :

Architecture and technology concept are selected Solutions are integrated Particulars risks requirements are integrated

Figure 29

Maturit y C : Solutions are integrated and validated System architecture concept is validated

4.3.4 EIRD The objective of the Equipment Installation Requirement Dossier (EIRD) is to:



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ch system installation designers of each aircraft section equipmentequirement. The requirement dossier is composed of one document

uipmente

integrate as soon as possible all installation constraints in the equipment envelop

ls evolutions.

Itth system as possible.

A first draft can be produced during the concept phase (MG3-MG4.2), based on the

give to eainstallation r and one 3D digital equipment model that represents the current eq

nvelop and specifies the installation requirements for this equipment/component,be able to:

integrate all equipment items along the whole aircraft in the digital Mock-up,

(model sent to the supplier),

improve the communication between "non specific" domain and the "specific" one,

manage the equipment mode

has to be produced to ensure that the equipment will be installed in order to permite best operation/maintainability/reliability of the

preliminary envelope or specification model.

Figure 30

erance Frontier Draw4.3.5 Frontier Model (Tol ing)

Frontier model is a term used to data that defines the junction or interfacethe sets of data that constitutes per COE. This will include

of the

rface, 1 Base Frontier Model (also called Frontier & Interface

for (more) complex, we use "Base Tolerance Frontier Drawing" and "Base

cument will be take into account the Option 2.

describe theof a COE or supplier. Package Frontier Models describethe interfaces for major assemblies and responsibilitiedetailed design principles, space allocation models and also manufacturing proposals.Base Frontier Models are created for the sections and the aircraft. These models areused to create drawings, which define the method of assembling several package

frontier models, to freeze the dimensions and resulting tolerances obtained after joining, and to define the responsibilities of each party involved in the interface.Frontier drawings derived from the Frontier Models are contractual between Airbusoperational team/COE.The process to generate Frontier Model depends on the size and the complexityinterface.Option 1, for simple inteModel).Option 2,

Assembly Frontier Drawing".In this do

Base Tolerance Frontier Drawing (B.T.F.D.) will be managed during Concept phase(MG3/MG4.2)

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updated throughout the life of the project.

e reserved for assembly and disassembly operations ofs

Adjustable p

Work Sharing

lerance

ability

Refer cD U M E N T T I T L E

The B.T.F.D is created under a production drawing number. This drawing will bemaintained and

The drawing may include the following information:

Sharing of responsibilities Dimensional physical datum (Where agreed) Sharing of tolerances Assembly, drilling allowances etc. Definition of the spac

pares (key overall dimensions etc.)arts and value of their clearances, if any.

Inputs to create the B.T.F.D are:

Master Geometry A/C General To Manufacturing Cap

en e DocumentsO C M E N T R EF ER EN C E D OC U

AP 2618 Frontier Model Process

Figure 31, Example of Base Tolerance Frontier Drawing (Belly Fairing /Forward Lower Unit

sheet 01)

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Refer D

Faster maturity will be necessary for key interfaces, frontiers and long lead-time items.

ence DocumentsO C U M E N T R E F E RE N C E D O C U M E N T T I T L E

AM2083 Equipment Modelling with CADDS5 AM2257 Equipment modelling with CATIA V5 AP2617 Space Allocation Model

See examples

Figure 33, Example of A400M Preliminary SAM

Figure 34, Example of Detailed SAM integration inside the Preliminary SAM

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4.4

with a project as more information becomes available. Itles validated through design review and takes data

Concept phase (MG4.2 - MG5)


Master Geometry growstranslates chosen design principfrom them to become sub-section Master-Geometry. This happens significantly afterM5 when major features, datums and parts are considered to be frozen and mature.

A/C

A/C MG Section 1 Section 2

Sub-Section 1 Sub-Section 1

Sub-Section DP Sub-Section DEFSub-Section MG

Section MG

Figure 35, Example of Sub-Section Master Geometry

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Design Principles are now beginning to focus on more detail with consideration toassembly and manufacturing requirements.

Figure 36, Advanced Study Design Principle used to study complex assemblies A-F. B/C-Maturit y A-UK

Figure 37, Stringer Position Design Princip le A-D



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Figure 38, Landing Gear Bay Design Principle

4.4.3 EIRD

The final issues have to be produced during the development phase, based on systemequipment/component models received from the suppliers.

Contents of the Models:

External envelope of the various components, interfaces, etc.

An assembly with several "parts", including maintainability volume (LRUenvelopes, Back-off positions, Special tools, etc.).

A 2D drawing (space allocation drawing).

A detailed drawing (full scale sectional drawing).

Figure 39

Supplier model and detailed drawing

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their clearances, if any condition of supply:and slave

See examples

4.4.4 Front ier Model (Assembly Front ier Drawing)

As the design principle is developed in-line with the B.T.F.D., separate drawings arecreated for each interface within the Frontier. These B.A.F.D. will be numbered asScheme/Space Allocation drawings and will be used to enable the design to proceedwithin each CoE/operational team. B.A.F.D. will have a limited life and will be replacedby the full detail part, assembly, "45" and ICY drawings when they are created.

Base Assembly Frontier Drawing may contain the following information:

Final functional requirements of the product (FIT - FORM - FUNCTION) Detailed drawing of the frontier (detailed design principles) Dimensional physical datum (Where agreed) Functional dimensions of the different items Assembly allowances: Extra material on thickness and shape

Interfay sealant and sealant seal

Fasteners installed and torque-tightened , not bolted

Struts pre-rigged at section level (length), not torque-tightened, not blocked etc.

Drilling allowances: several kind sof condition of supply regarding holes:Blank hole , pilot hole, final size, etc.

Definition of the space reserved for assembly and disassembly operations of spares(key overall dimensions etc.)

Adjustable parts and value of Brackets or fittings delivered pre-drilled (or final diameter)

bolted etc.

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Figure 40, Example of Base Assembl y Front ier Drawing (C46 Interface STR53 to STR73)

Figure 41, Example of Base Assembly Front ier Drawing (FR 46 Interface STR53 to STR73)

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4.4.5 Detailed SAM

In this phase, final SAM on aircraft level with detailed solids are available.

With consideration of manufacturing/assembly, maintenance, transportation requirementsdetailed Space Allocation Models at part level become available in the DMU.

With end of concept phase (MG4.2/M5), a complete SAM will be available.

Figure 42, Example of Detailed SAM

4.4.6 Definit ion Model (equivalent to DFM or GRM)

DFM= Data for manufacturing, GRM= Geometric Reference Model

Even if the overall development process has been not yet reached, there may bealready some definition models.

These will be components that have been identified as Long Lead Items (LLI).

For example, made from forgings/billets and large complex machined parts likespars/pylon brackets/Rib 1, etc.

Figure 43, Definition Model for Rib 1



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Figure 44, Forging To Machining

4.5 Data for Manufactur ing

4.5.1 Definit ion Model (GRM)These are the models used for process planning and numerical commandprogramming. They will accurately reflect the weight, stress requirements andgeometry of a given component, which will be represented as a single node in theproduct structure tree. Definition models will have a level of maturity that must becarefully managed as tooling is developed concurrently with part definition and will relyon key features that are frozen.

Best practice techniques have been developed for modeling detail parts. For examplerules for multi-element parts for large models and interfay allowances for structure.

4.5.2 Junc tion/Installation Drawing & Frontier Model

The Junction/Installation drawing is the manufacturing drawing with a bill of materialused to assemble sections/work-package, or to install systems on structure.

Each RSP/CoE must deliver a Package Frontier Model updated with the final modelsto produce the final assembly junction or installation drawing.

Final models are an exact geometry with position and direction of holes and they allowto make a last checking of the interface geometry.

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Figure 45, 3D Use for Junction Drawing creation (see below)

Figure 46, Standard Drawing fo r Junction Drawing

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5 Maturity of DataTo allow early publishing of design information, we propose associating a maturityattribute with Design Principles and Space Allocation Mock-up, which gives anindication of the progress of the design work.

A, B, or C maturity can be associated with these two products when they arepublished.

These maturity levels are applicable to structure as well as systems installation.

The goal of this maturity level information is:

give our internal customers the ability to identify the "maturity" level of the data:avoid engaging a tooling study on data that only formalises a concept that has notbeen validated by stress calculation for instance,

give the different group leaders in the operational teams the ability to track thedesign progress through indicators showing the sum of the data maturity for a givendesign scenario,

scheduling the maturity of design principles also allows to give a general work planto design, as well as arising discussions when a partner considers that the foreseenschedule does not meet his needs/requirements.

The maturity information is not mandatory. It is up to the group leader to define andplan the publications of the defined elements, in agreement with his internal customers.

If tooling studies and realization are carried out based on data not officials in theDefinition Dossier, it is up to the operational team to validate the risk taken. In no casemust the maturity information alone (which gives an indication on the progress of thedesign work) be considered sufficient to take those risks.

Design maturities (Maturity A, B or C) are common to all people involved on A350XWB or on previous program.

5.1 Matur ity A

DesignPrinciple

All the solutions have fulfilled requirements defined in the ChangeNotes defining the Baseline to be used as reference for Maturity Aassessment All detailed information enabling assessment by Manufacturing andSupportability must be provided A first pre-sizing has been made by the designer (no stress validationrequired) Design Principles Trade off targeted to Scenario MSN 1, shall becompleted at Maturity A

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SAM

(Structure)

All the Airworthiness Affected Structure and Planning Driven Items

(PDI) components shall be modelled at Maturity A. A first preliminary 3D definition for each model has been made by thedesigner. General volumes are similar to the expected definitivemodels. SAM data is in line with Preliminary stress data There is no critical clash capable of challenging structure and systemarchitectures, or the external surface of the aircraft SAM definition shall be in line with ESN (Electrical Structural Network)definition

SAM

(SystemInstallation)

Available issue for this Maturity Validation of System TDD's shall be

taken into account Last SIDP Draft available for this Maturity Validation shall be takeninto account SAM is in accordance with the frozen system architecture Critical interfaces and holes shall be requested. SAM shall be in line with ERHCD Mat A (Electrical Route & HarnessesConcept Dossier)

Frontiermodel

Global Worksharing (WP level); datums Frozen PKC requirements (no value mandatory at this stage) Assembly process and associated tooling & measurement means

identifiedFrontier Drawing signatories identified

Interfacemodel

Define parts ownership Rough geometry of the junction. A first pre-sizing has been made by the designer (no stress validationrequired)

5.2 Matur ity B

DesignPrinciple

All the solutions have fulfilled requirements defined in the ChangeNotes defining the Baseline to be used as reference for Maturity Bassessment Quality Maintenance Analysis or Maintenance Tasks Analysis havebeen performed on critical items Manufacturing feasibility is guaranteed and first cost estimation known Initial stress validation performed Design Principles Trade off targeted to Scenario MSN 2, shall be

completed at Maturity B

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SAM

(Structure)

All the A/C components shall be modelled at this Maturity

3D models: General volumes are accurate, but details like pockets,corners, radius, etc... may not be defined or be reliable. Fasteners position raw representation Sam in line with Pre-sizing data. No relevant clash at local level under Designer responsibility The Model definition is according to maximum target weight at WorkPackage level

SAM


Available issue for this Maturity Validation of System TDD's shall betaken into account First SIDP issue shall be taken into account (without barrel tests

results) Interfaces with equipment shall be frozen SAM shall be in line with ERHCD Mat B (Electrical Route & HarnessesConcept Dossier) Bracketing Principles Catalog (BPC) ready for SAM Mat B All Mechanical Systems brackets and almost all of Electrical Systemshall be requested with Systems Maturity B

Frontiermodel

Frozen datums, Worksharing, assembly process Tolerance stack chaining started First stress check

Interfacemodel

Detail the interface geometry. Specify types, position and ownership of Hole & Fastener (H&F). Specify Condition of Supply (CoS) Stress Pre-sizing made

5.3 Matur ity C

DesignPrinciple

All the solutions have fulfilled requirements defined in the ChangeNotes defining the Baseline to be used as reference for Maturity Cassessment Consistency between Design Principles and the Space AllocationMockUp is ensured Stress Sheet associated to the DP is signed All feedbacks (TIA) from Manufacturing and Support Engineering havebeen validated

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SAM

(Structure)

Detailed 3D Model sizing and definition is fixed (but not necessarily

frozen) Fasteners position raw representation. Type & diameter defined Sam in line with sizing data. No clash at local level under Designer responsibility The SAM definition is according to maximum target weight atComponent leve Mechanical and Electrical Systems brackets requested with Systems& Cabin Maturity B shall be validated and integrated in Structure

SAM


Available issue for this Maturity Validation of System TDD's shall betaken into account

Last SIDP issue shall be taken into account (with barrel tests results) SAM shall be in line with ERHCD Mat C (Electrical Route &Harnesses Concept Dossier)

Frontiermodel

Calculated and agreed tolerances AKC and MKC values Frozen tolerance stack chaining All signatures collected

Interfacemodel

Finalize detailed geometry of the interface. Finalize H&F definition: type, position, ownership. Finalize CoS definition. Stress finish the check of the interface.

5.4 Change Management

Configuration Control (CC) is the systematic process, which ensures that changes to abaseline are properly identified, documented, evaluated for impact, approved by anappropriate level of authority, incorporated, and verified.

Change Management, is the requirement that introduces and forms the traceable linkacross the design data. It occurs at all levels of the product structure, from high-levelaircraft requirement changes through to piece-part modifications. Change Managementis essential in enabling concurrent design to take place effectively. It is a formal meansof communication between interested and affected parties, which makes visible thereasons for change and the impacts that this may have. Change management worksalong side the process of baselining, which is a means of declaring the latestconfiguration of the aircraft at a point in time.

Baseline Management ensures the establishment and the appropriate recording ofdata used for a specific program review. Subsequent to the review, the baseline is

frozen when all recommendations and corrective actions and planned work leading upto the milestone is complete. This provides traceability of key product definition datarequired by the Airworthiness Authorities in design decision tracking.

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The baseline may be a simple list of data, such as requirements, schemes, models,interfaces, manufacturing data, technical specifications, calculations and programs.

During the definition and subsequent project phases changes to product data will beappropriately identified, approved and captured within a specific ECN. This will ensurethe control of individual parts requiring a more critical approval, and also ensure thatany part is mature enough for manufacture or for tooling purposes and subsequentcertification.


AP2621 Change Management Process for New Projects AP2078 Change Process During Concept/Definition Phase for

New Projects AM2022 Baselines for Future Projects AP5130 Change Process - Technical Change Documents (TRS,

TD, MAS)

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6 Non Modeled DMU ComponentsFound below the basic list of elements, which will not be seen, in the DMU. All subjectsnot listed here have to be modeled in the DMU. This list must be completed all alongthe Aircraft life cycle.

6.1 Airbus Property Component:

Label and placard

No 3D modelExcepted : 3D model for label or placardfor which visibility is mandatory (e.g :

warning placard, label required formaintenance task)

Electronic cards, Rack, Inside views No 3D model

6.2 Piece of Equipment:

Soft shape Cargo net (fr: filet cargo) No 3D model

Complex part Lighted plate (fr: Etiquetteeclaire) No 3D model

6.3 FTI Component

Gauge, Sensor, Rosette

No 3D modelThe measure node is materialized by a 3Dsphere with attached a flag for the measurenumber

6.4 Standard Component

Standard Part Fasteners: rivet, bolt, nut,screw, washer, quick realease fasteners,

oversized fasteners

No 3D model Excepted at the interface of WP, for bigsized fastener

Joint, sealings/gasket, O-ring (jointtorique, rondelle)

No 3D modelExcepted if the corresponding volume issignificant (O-ring gasket.)

Lock wire (Fr: Fils frein) No 3D model

Cable wrapping, Cable tie No 3D model (included in the harnessmodel)

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6.5 Consumable

Inst rubber grommet (fr: passe fil, illet,

attache cable) At the disc ret ion of each design group

Other components Capacitor, diode,resistor, Bobbin, Guard switch (protection

de bouton)No 3D model

Fluid flyable: fuel, water, oils, hydraulicfluids No 3D model

Paints, sealant, ext deco inks, drytransfer, masking tapes, glue, varnish,

Shrunk tape, tape silicone

No 3D modelExcepted if the corresponding volume issignificant (Tape silicone)

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Glossary

ACE Airbus Concurrent Engineering

AKC Assembly Key Characteristic

AMOF Advanced Material Ordering Forms

BOM Bill of Material

CAD Computer Aided Design

CC Configuration Control

CCB Change Control BoardCCC Configuration Control Committee

CI Configuration Item

CoE Center of Excellence

COS Condition of Supply

DBD Data Basis for Design

DBT Design Built Team

DFM Data for Manufacturing

DMU Digital Mock-up

DP Design Principle

DS Design Solutions

ECN Engineering Change Note

EIRD Equipment Installation Requirement Dossier

ERHCD Electrical Route & Harnesses Concept Dossier

FAL Final Assembly Line

FD Frontier Drawing

FEM Finite- Element Models

FTI Flight Test Installation

GD&T Geometric Dimensioning and Tolerancing

GRM Geometric Reference Models

H&F Hole & Fastener

ID Interface Drawing

IPT Integrated Project Team

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LLI Long Lead Items

MAS Modification Approval SheetMG Master Geometry

MKC Manufacturing Key Characteristic

NatCo National Company

PDI Planning Driven Items

PDT Project Delivery Team

PKC Performance Key Characteristic

RSP Risk Sharing Partner

SAM Space Allocation Mock-upSDRB Stress Design Reference Base

SIRD System Installation Requirement Dossier

TD Technical Dossier

TDD Technical Design Directive

TRS Technical Repercussion sheet

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Table of ReferencesD O C R E F E R EN C E T I T L E

A2240 Design Structure and System installation

AM2022 Baselines for Future Projects

AM2037 DMU Design review with Dvise

AM2083 Equipment Modelling with CADDS5

AM2107 Equipment Modelling with CATIA V4

AM2211.2.1 As-Designed and As-Planned Concepts and Rules

AM2215.1.7 Numbering of Models for Part/Assembly/Equipment

AM2257 3D Equipment Model Modelling with CATIA V5

AM2259 Modelling Rules for CATIA V5

AM2266 Data Quality Control for CATIA V5 Data by Q-Checker

AM2361 Quality Control of CADDS5 Models by Check5

AM2388 Guidance and Methods on System installation Requirements

AM5053 Iris and Converters User Guides

AP2078 Change Process During Concept/Definition Phase for New Projects

AP2254 Data Quality Acceptance

AP2600 Developing Aircraft Definition Model

AP2601 Design Principles

AP2604 DMU Clashes & Troubles Process

AP2609 Master Geometry Process

AP2610 Identification of Product Models and Parts AP2617 Space Allocation Model

AP2618 Frontier Model Process

AP2619 Master Geometry Creation and Management

AP2621 Change Management Process for New Projects

AP2641 Product Structure

AP2650 Data Exchange Within Airbus

AP5130 Change Process - Technical Change Documents (TRS, TD, MAS)

M2832 cDMU Quality Assurance Process

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E F F EC T O NI S S U E D AT E

PA G E PA R A

R E A S O N S F O R R E V I S I O N

Deleted:- Paragraph Why a definition dossier thought

the DMU?- Paragraph Mock-up Quality & Indicator

Creation:- Glossary

Other:- Review of all the reference document

(integration in each chapter)- Review of all the abbreviations

If you have a query concerning the implementation or upda ting of this document, please contactthe Owner on page 1

For general queries or information contact: Airbus Documentation Office address:

Airbus - 31707 Blagnac CEDEX - Francee-mail: [email protected]

This document and all information contained herein is the sole property of AIRBUS S.A.S. No intellectual propertyrights are granted by the delivery of this document or the disclosure of its content. This document shall not bereproduced or disclosed to a third party without the express written consent of AIRBUS S.A.S. This document and itscontent shall not be used for any purpose other than that for which it is supplied. The statements made herein do notconstitute an offer. They are based on the mentioned assumptions and are expressed in good faith. Where thesupporting grounds for these statements are not shown, AIRBUS S.A.S. will be pleased to explain the basis thereof.
mailto:[email protected]:[email protected]