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Procedure AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle PURPOSE: This document

Procedure

AP2266

Issue : B

Digital Mock-Up Rules & Life Cycle

PURPOSE:

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 design lifecycle.

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

SCOPE:

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

Owner’s Approval: (signed)

Authorization: (signed)

Date

:

04 February 2009

Name

: DUPONT Michel : Head of Digit A/C Integration - EDSBI

Name

:

KALMER Klaus

Function

Function

: Head of Design - EDSB

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

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle TABLE OF CONTENTS 1

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Digital Mock-Up Rules & Life Cycle

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

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

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle 4.2.3.2 SIRD customers 30

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Digital Mock-Up Rules & Life Cycle

4.2.3.2

SIRD customers

30

4.3

Concept Phase (MG3 - MG4.2)

31

4.3.1

Master Geometry

31

4.3.2

Design Principle

32

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

4.4.2

Design Principle

41

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

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

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle Glossary ……… 55 Table

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Digital Mock-Up Rules & Life Cycle

Glossary………

55

Table of References

57

Record of Revisions

58

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

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle 1 Introduction The diagram

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Digital Mock-Up Rules & Life Cycle

1

Introduction

The diagram below, give you link between:

- The

A/C

development

previous program)

phase

with

Milestone

(applicable

to

the

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

Former DNA process (Not applicable for A350xwb)
Former DNA process (Not applicable for A350xwb)
Former DNA process (Not applicable for A350xwb) Warning : DnA and DARE are not exactl y

Warning: DnA and DARE are not exactly matching. Correspondences are impossible to do as it is a completely new philosophy.

New DARE process (Applicable for A350xwb)

ossible to do as it is a com p letel y new philosophy. New DARE process

Concurrent

development

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

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle Reference Documents DOCUMENT REFERENCE

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Digital Mock-Up Rules & Life Cycle

Reference Documents

DOCUMENT REFERENCE

DOCUMENT TITLE

M2350

DARE prerequisites and maturity criteria

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

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle 2 Concurrent Engineering Through

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2 Concurrent Engineering Through DMU

The creation and existence of a Digital Mock-Up and the availability of the DMU to other departments than engineering allows these departments to start their work in the early phases of the development process using the data that already exist and be always sure to work on up-to-date information.

This systematic approach to product design, taking into account all the elements of the lifecycle, from concept to disposal, including the definition of the product itself, the manufacturing processes and the support processes is known as Concurrent Engineering.

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

FEASABILITY CONCEPT DEFINITION DEVELOPMENT SERIES Master Geometry SIRD Design Principles EIRD Space Allocation
FEASABILITY
CONCEPT
DEFINITION
DEVELOPMENT
SERIES
Master Geometry
SIRD
Design Principles
EIRD
Space Allocation
GRM DFM
Definition Dossier
Stress Design Reference Base
Frontier Models
Tooling Master Geometry
Tooling Principles
Tooling Space Allocation
Manufacturing Plan
Tooling Frontier Models
Support Specification
Numerical Command
Support Objectives
Assembly Instructions
Supportability Analyses
Supportability Discrepancies
Support
Industrialization
Design

Figure 1 Shared Products

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

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle 3 Digital Mock-Up Organisation

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3 Digital Mock-Up Organisation

3.1 DMU Product Structure

Throughout the evolution of information, from first idea to end of aircraft life cycle, numerous people with different skills need to manage and access numerous types of product data.

An aircraft is made up of thousands of objects: major components (sections, wings…), assemblies, and parts performing many different functions. These would be impossible to manage in one list!

Product with no structure Product …
Product with no structure
Product

A Product Structure is a decomposition of the product in a tree, from one single node at

the top level which represents the overall product, through several levels, to as many

nodes on the bottom level as are needed to manipulate and manage the product data.

Product
Product

The Product Structure contains all the necessary data to support the product change process, data exchange and traceability over the life cycle of the product.

It also contains information, which allows one to navigate through the different levels of the structure and access the product data itself (including names of major components and parts).

The Product Structure does not contain the product data itself (3D models, Documents…) but only provides the access path to it.

One of the objectives of the product structure is to provide the logical tool to access product information: requirements, specifications, definitions, condition of supply, test information, justification information, operational and maintenance information…

One single way of grouping product information will not be optimum for all uses. For instance, the manufacturing process may require dividing the aircraft into sections and assemblies, whereas the design process may divide it into functions (roll, fly…) or systems (water, fuel…).

All these views are as valid, and in fact necessary for different uses, for structuring either the same data, or specific data, but in any case, managing links between all the data. A specific view, which allows supporting data associated to the same domain, is called a layer.

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

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle Examples for specific views

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Digital Mock-Up Rules & Life Cycle

Examples for specific views are:

The As-Designed layer: a functional breakdown. It is the result of the engineering process organised in an engineering view.

The As-Planned layer: an industrial breakdown. It’s used to produce the Definition Dossier. It is the result of the engineering process organised in a manufacturing view.

The DMU Product structure shall be an extraction of the As-Designed or As-Planned view 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 parts and native CAD assemblies copied as PS structures.

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

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

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

Reference Documents

DOCUMENT REFERENCE

DOCUMENT TITLE

AM2211.2.1

As-Designed and As-Planned Concepts and Rules

AP2641

Product Structure

M2832

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, to work 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, condition of 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 of a part are characterized by:

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

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

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle Warning: Consistency between tolerances

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Digital Mock-Up Rules & Life Cycle

Warning: Consistency between tolerances of Frontier Drawings and DMU shall be ensured 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 tolerances in 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 specific tolerances:

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/-0 becomes 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 skill” group must be contacted for validation.

As a consequence of this rule, a specific master geometry will be created and shall be used.

Whatever the tolerances used, RSP shall respect the ones imposed by Airbus at the junctions

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

3.2.1.1.2 For A400M, A380 and previous programs

A-F

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

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

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle Figure 2 Tolerance integration

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Digital Mock-Up Rules & Life Cycle

Figure 2 Tolerance integration transfer for "fit" face

2 Tolerance integration transfer for "fit" face Figure 3: Tolerance integration A-UK All models are

Figure 3: Tolerance integration

for "fit" face Figure 3: Tolerance integration A-UK All models are designed using the nominal dimensions

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.

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

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle 3.2.1.2 Condition of supply

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Digital Mock-Up Rules & Life Cycle

3.2.1.2 Condition of supply

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. Other information 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 metal parts have their final geometry and the un-bended raw sheet in the same model on the same layer, but the un-bended geometry is hidden in the "no-show" space and therefore not visible in the visualization files.

Special design situations are represented and managed in the product structure by

additional nodes, which are identified by special naming extensions. For instance, solid models which are divided into several smaller solid models (because of the limited size of the 3D model files) are identified by "-SOLnn". Welded assemblies are represented by a single part which is marked as a "-CUTnn", flexible parts or assemblies are flagged as "-FLXnn", component parts which are machined after they have been assembled with other parts are identified also by "-CUTnn" extension and fastener parts which hold all fasteners of the same type in a given assembly are represented in one single node in the product structure with the extension "-CPPnn" for rivets, "-

and

SRWnn"

"-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 not required in translation to visualization format.

for

screws

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 the following rules are applied:

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle Figure 4 Figure 5

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Digital Mock-Up Rules & Life Cycle

Figure 4
Figure 4
Figure 5
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 programs

A-F

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

A-UK

Any wing components that are not directly modelled using either inside skins or spar girths may be designed with or without the "interfay" allowance, subject to the individual specialist’s discretion in conjunction with the Mock-up Integrator.

Specific example:

Spars

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

For interfay, however, to minimise on programme the rib post shall not include allowance.

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

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle • Ribs All ribs

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Digital Mock-Up Rules & Life Cycle

Ribs

All ribs feet shall incorporate the allowance.

Skin, Stringer, Bootstraps, Reinforcing

No allowance shall be made to interfay in these areas, except top-skin pylon reinforcing 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 interfay allowance.

spar/inside skins shall incorporate the interfay allowance. Figure 6, Interfay Allowance © AIRBUS S.A.S. 2009. ALL

Figure 6, Interfay Allowance

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle Figure 7, Interfay Allowance

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Digital Mock-Up Rules & Life Cycle

AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle Figure 7, Interfay Allowance A-D

Figure 7, Interfay Allowance

A-D

In general, the models are designed face-to-face. But when sealant is necessary between parts the interfay allowance will be considered in the design, for instance in stringer/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 in those cases that leave outside tolerance admitted.

Reference Documents

DOCUMENT REFERENCE

DOCUMENT TITLE

M5069

ENOVIA VPM/CATIA V4 Assembly Rules.

AM2259

3D Modelling Rules for CATIA V5

3.2.2 Part positioning in the DMU

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

For example the draft V06G10925 gives the reference axis system for the global A350 aircraft.

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 information’s, the A/C MGY integrator must provide a A/C datum drawing including 3D section axis systems and drawing defining each section axis convention.

See example on next page.

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

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle Consideration for positioning matrices

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

Reference Documents

DOCUMENT REFERENCE

DOCUMENT TITLE

AP2619

Master Geometry Creation and Management

3.2.2.1 Elementary Part Axis System Used to Design the Model

There are two methods to position the axis:

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

This is the preferred methodology in Airbus according to the procedures

preferred methodology in Airbus according to the procedures Figure 8 Design of the part directly in

Figure 8

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

Only on full CATIA V5 programmes (without Cadds exchange). Figure 9 Note: The "instantiation" of parts

Figure 9

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

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle Figure 10 In all

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle Figure 10 In all circumstances,

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 this part.

3.2.2.2 Matrices Organisation Inside the Product structure

Coordinate systems are defined by the Master Geometry group and distributed to each operational team to be used as reference in the design and for the exchange of information.

For this definition there will be two levels:

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

agreed in the drawing "Reference Axis System". Figure 11, A350 Draft for Reference Axis System (baseline)

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

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle Figure 12, A350 Draft

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle Figure 12, A350 Draft for

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

The operational team level

Each configuration Item shall have a known positioning matrix relative to the reference 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 (section axis).

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

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

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

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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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle Existing Configuration Item with

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Digital Mock-Up Rules & Life Cycle

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

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

represents a As Designed view of the DMU Product Structure Positioning matrix of the section in

Positioning matrix of the section in the A/C

Reference axis in the section

Figure 13, Example of DMU Product Structure matrices organisation

Reference Documents

DOCUMENT REFERENCE

DOCUMENT TITLE

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 also by other functions throughout the Airbus organization.

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

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

Reference Documents

DOCUMENT REFERENCE

DOCUMENT TITLE

AM2215.1.7

Numbering of Models for Part/Assembly/Equipment

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

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle 3.4 DMU Attributes on

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3.4 DMU Attributes on the ADF-LO

These attributes are allocated to the “As Defined Link Object” (ADF-LO).

Pending

No = Baseline: solution which is in line with Change Note implementation decision done in A/C Change Control Board or A/C Configuration Control Committee

(yes/no)

Yes = Alternative: solution in competition with the baseline or old solution

Mockup

True = SAM solution loadable by DMU generation tool including kinematics, maintainability, swept volumes

(true/false)

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

AC

 

baseline

not used

ACE-kind

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

file

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 the configuration allocation table.

3.5 DMU Baseline management

In order to ensure concurrent engineering and work sharing during concept and definition 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 for implementation during the Configuration Change Board (CCB).

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

Alternative solutions:

During concept and definition phase, it is often necessary to create one or several alternative solutions by anticipation (before creation of the change note) or based on the CN in investigation or implementation (decided by each Integrated Production Team) 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 (but not 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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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle This is the state

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Digital Mock-Up Rules & Life Cycle

This is the state of all the other alternative studies.

These DMU states are managed by the combination of the ADF-LO attributes:

State DS Type
State
DS
Type

SAM

DMU Baseline

(pending : no)

DMU Preferred alternative

ie : baseline challenger

DMU not preferred alternative

ie: former investigated solutions

Pending: no Mock up: true

AC Baseline:

not used

Pending: yes Mock up: true

AC Baseline: not used

Pending: yes Mock up: false

AC Baseline: not used

DP,

FD,

ID,

MG

Pending: no Mock up: false

AC Baseline:

not used

Pending: yes Mock up: false

AC Baseline: not used

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle 4 DMU Life Cycle

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Digital Mock-Up Rules & Life Cycle

4 DMU Life Cycle

The DMU set establishes the complete digital representation of the new aircraft over its whole development cycle.

Figure 14
Figure 14

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle 4.1 Evolution of CAD

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Digital Mock-Up Rules & Life Cycle

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

Master Geometry

 

Master

Deviated Tooling/Machinin g surfaces

Model

Section work breakdown

geometry

 

sub-section

work-

 

breakdown

Design

Validation of

A Maturity

B Maturity

C Maturity

 

Principles

critical design

Technology DP

Technology DP

Detail DP

principles

General

Concept DP

Concept DP

Assemblies/

SIRD, EIRD

Equipment specification dwg

 

/

Plan form

layouts

(systems,

/

equipment

installation

Equipment space allocation dwg

SIRD

 

requirement

 

EIRD

Dossier)

 

System 2D

Schematics

SAM

Marketing/cu

A/C level SAM

Detailed SAM

 

stomer

Preliminary

Sectional SAM

visualisation

Functional

SAM

Maintainability,

/

studies

Swept Volumes

Equipment SAM

Definition

       

Some DBT could start the

Definition model

Models

and

/

/

/

definition phase in advance

Part/Assembly

drawing set

Frontier

   

Tolerance

 

Tolerance

Junction

Models

Frontier Drawing

Frontier

Drawing

/

/

Drawing/Asse

mbly Frontier

Drawing

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

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle careful management of valid

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Digital Mock-Up Rules & Life Cycle

careful management of valid information allows greater concurrency and effective time saving. If the product structure trees are accurately configured then several solutions can be created simultaneously.

The stress design reference base (SDRB) ensures coherence between design and stress using Master Geometry wire-frame and surfaces. Information from CAD models defined by the designer is then used for the creation of Finite-Element Models (FEM) associated with the structure. This information is used to input data for analysis to produce the certification dossier.

Stress Design Reference Base

Stress CERTIFICATION Master process DOSSIER Geometry F E M DWG-SET, MODEL-SET DEFINITION DOSSIER Design
Stress
CERTIFICATION
Master
process
DOSSIER
Geometry
F E M
DWG-SET,
MODEL-SET
DEFINITION
DOSSIER
Design
Principle/DP
Iterations

SAM/Digital Mock-up

Figure 15: Relationships between DMU Products for STRUCTURE process

Figure 16, shows the systems process. The key difference for systems installation design is that design principles are replaced with Systems & Equipment Installation Requirement Dossiers (SIRD EIRD), which contain both 2D & 3D schematics. This allows 3D Space Allocation Models to be created which may include swept volumes, installation volumes and maintainability volumes

During the concept phase the main difference between structure & systems is the different emphasis placed on the DMU that is developed. This will gradually change as design principles mature so that during concept phase (MG 4.2) both systems and

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle structures are working predominantly

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Digital Mock-Up Rules & Life Cycle

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

Master Geometry

STRESS PROCESS SAM/Dig ital Mock-up
STRESS PROCESS
SAM/Dig
ital
Mock-up

SIRD System Installation Requirement dossier

ital Mock-up SIRD System Installation Requirement dossier CERTIFICATION DOSSIER DWG-SET MODEL-SET DEFINITION

CERTIFICATION

DOSSIER

CERTIFICATION DOSSIER

DWG-SET

MODEL-SET

DEFINITION

DOSSIER

EIRD Equipment Installation

Requirement Dossier

2D Spec Dwg

2D space allocation dwg

Figure 16: Relationships between DMU Products for SYSTEMS process

Reference Documents

DOCUMENT REFERENCE

DOCUMENT TITLE

AM2388 Module 1

Guidance and Methods on System Installation Requirements

4.2

Feasibility phase

4.2.1

Master Geometry

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

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle Master Geometry grows with

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Digital Mock-Up Rules & Life Cycle

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 Section
During the feasibility phase, the Master Geometry covers the whole aircraft.
A/C
A/C MG
Section 1
Section 2

Process description (feasibility)

Technical

Constraints

(DPL)

Aerodynamic

Specifications

(AER)

Structure

Information

(STA)

General

Specification

(MTR)

Manufacturing

Constraints

(BST)

System Attachment points (SYS + SAS)

DBD: Project Surface & 2D General Arrangement (ACM) Provide Preliminary Global Geometry A/C, Fuselage, Wings,
DBD: Project
Surface & 2D General
Arrangement (ACM)
Provide Preliminary
Global Geometry
A/C, Fuselage,
Wings, Fin &
Tail plane

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

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

Typical examples:

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle Figure 17: Wing Structure

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Digital Mock-Up Rules & Life Cycle

AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle Figure 17: Wing Structure Master

Figure 17: Wing Structure Master Geometry A-UK

Life Cycle Figure 17: Wing Structure Master Geometry A-UK Figure 18: Master Geometry Interfaces 4.2.2 Design

Figure 18: Master Geometry Interfaces

4.2.2 Design Principle

Design Principles are broken into two categories generic and specific. Generic covers methods and techniques developed throughout the aircraft industry and those specific to Airbus, but which would be applied across the product family. For example, common and agreed design principles for windows, doors junction frame, cross beams or framing reinforcements.

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle Specific Design principles are

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Digital Mock-Up Rules & Life Cycle

Specific Design principles are adaptations to a particular aircraft and are classified as technology, 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 be supported 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 all necessary information, can be easily altered and still allow the production of 2D drawings for annotation.

Structural Design Principles are commonly designed with 2.5 D representations, which give 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 solid representation 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 they will be used to create Space Allocation Models by adding 3D features to individual model such as extrusions or by creating separate SAM models. Product structure trees will manage the relationships between Design Principles and Space Allocation Models.

000 000 000
000
000
000

Figure 19: Evolution and maturity for design principles

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle Figure 20: Window Frame

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Digital Mock-Up Rules & Life Cycle

AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle Figure 20: Window Frame Design

Figure 20: Window Frame Design Principle A-D

Reference Documents

DOCUMENT REFERENCE

DOCUMENT TITLE

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 on installation requirements (equipment, routes, location, sizing, segregation

).

4.2.3.1 SIRD General principles

- 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 possible and as soon as possible.

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

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle - SIRD layout concepts

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Digital Mock-Up Rules & Life Cycle

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

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

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

4.2.3.2 SIRD customers

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,

teams, • the Manufacturing, • the test bench, • … Figure 21: Systems Layout Integration Reference

Figure 21: Systems Layout Integration

Reference Documents

DOCUMENT REFERENCE

DOCUMENT TITLE

AM2388 Module 1

Guidance and Methods on System Installation Requirements

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle 4.3 Concept Phase (MG3

AP2266

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Digital Mock-Up Rules & Life Cycle

4.3

Concept Phase (MG3 - MG4.2)

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

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

4.3.1

Master Geometry

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
• 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)

Request for

Change

(AER)

System envelope & attachment info (SAM)

Work-sharing

WSH

Preliminary

Global MG

Models (SAM)

Revise Global Geometry and detail

Geometry at Section Level

Global Geometry and detail Geometry at Section Level Front Fuselage, Centre fuselage, Rear Fuselage, Belly
Global Geometry and detail Geometry at Section Level Front Fuselage, Centre fuselage, Rear Fuselage, Belly

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

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle Figure 23: Section Level

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Digital Mock-Up Rules & Life Cycle

AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle Figure 23: Section Level Master

Figure 23: Section Level Master Geometry

4.3.2 Design Principle

After work sharing is determined and the project moves from feasibility to concept phase, design principles evolve to different levels within the product structure from major assembly to detail part. Sectional Design Principle and the DBD drive both Stress and Master Geometry processes. Design principles are known as schemes within A-UK.

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle Figure 24: Typical "General

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Digital Mock-Up Rules & Life Cycle

AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle Figure 24: Typical "General Study"

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

"General Study" DP Used At Start Of Concept Phase Figure 25: Simple Framework Design Principle, A-F

Figure 25: Simple Framework Design Principle, A-F

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle Figure 26: A-Maturity of

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Digital Mock-Up Rules & Life Cycle

AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle Figure 26: A-Maturity of Side-Stay

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

Life Cycle Figure 26: A-Maturity of Side-Stay Fitting, A-UK Figure 27: Frame Splicing Design Principle, A-D

Figure 27: Frame Splicing Design Principle, A-D

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle 4.3.3 SIRD (System Installation

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Digital Mock-Up Rules & Life Cycle

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

3D rough place • Equipment interface requirement • Maturity B : Figure 28 • Architecture and

Maturity B :

Figure 28

Architecture and technology concept are selected

Solutions are integrated

Particulars risks requirements are integrated

• Particulars risks requirements are integrated • Maturity C : Figure 29 • Solutions are integrated

Maturity C :

Figure 29

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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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle • give to ea

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Digital Mock-Up Rules & Life Cycle

give to ea ch system installation designers of each aircraft section equipment installation r equirement. The requirement dossier is composed of one document and one 3D digital equipment model that represents the current eq uipment e 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,

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

(model sent to the supplier),

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

manage the equipment mode

ls evolutions.

It

has to be produced to ensure that the equipment will be installed in order to permit

th

e best operation/maintainability/reliability of the

system as possible.

A

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

preliminary envelope or specification model.

based on the preliminary envelope or specification model. Figure 30 4.3.5 Frontier Model (Tol erance Frontier

Figure 30

4.3.5 Frontier Model (Tolerance Frontier Drawing)

data that defines the junction or interface

of a COE or supplier. Package Frontier Models describe the sets of data that constitute

the interfaces for major assemblies and responsibilitie s per COE. This will include detailed design principles, space allocation models and also manufacturing proposals.

Base Frontier Models are created for the sections and the aircraft. These models are used 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 Airbus operational team/COE.

The process to generate Frontier Model depends on the size and the complexity of the interface. Option 1, for simple inte rface, 1 Base Frontier Model (also called Frontier & Interface Model).

Option 2,

Assembly Frontier Drawing".

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

Frontier model is a term used to

describe the

In this do cument will be take into account the Option 2.

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

(MG3/MG4.2)

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle The B.T.F.D is created

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Digital Mock-Up Rules & Life Cycle

The B.T.F.D is created under a production drawing number. This drawing will be maintained and updated throughout the life of the project.

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 e reserved for assembly and disassembly operations of s pares (key overall dimensions etc.)

Adjustable p arts and value of their clearances, if any.

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

Work Sharing

Master Geometry

A/C General To lerance

Manufacturing Cap ability

Refer en e Documents c D OC MENT REFERENCE U DOCU MENT TITLE AP 2618
Refer
en e Documents
c
D
OC MENT REFERENCE
U
DOCU MENT TITLE
AP 2618
Frontier Model Process

Figure 31, Example of Base Tolerance Frontier Drawing (Belly Fairing/Forward Lower Unit sheet 01)

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle Figure 32, Example of

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Digital Mock-Up Rules & Life Cycle

AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle Figure 32, Example of Base

Figure 32, Example of Base Tolerance Frontier Drawing (Belly Fairing/Forward Low er Unit sheet 03)

4.3.6

Preliminary

SAM (beginning of concept phase)

a solid representation of parts. SAM

and are associated with design

principles. Structural SAM models can be produced when there is sufficient maturity of design principle/scheme/layout to allow the generation in 3D. This may be driven by complexity around moving surfaces, landing gear systems long-lead time components or interfaces. SAM models lack definition in the early feasibility and concept phases and it is only during the end of concept phase and early definition phase that the models will have approximate sizing and begin to provide some validation of weight targets. This means a good approximation for the main features and size of the component. The benefits of 3D definition for fixed structure facilitates systems routing that are themselves created using SAM models. 3D definition helps understand and validate manufacturing and maintenance concepts.

Space allocation models are 3D models with

models exist through the lifecycle of the project

SAM models will mature through the DMU life cycle until they reach a definition standard for production. This means that the revis ion of the model will be updated whilst it matures. If these parts are approved and evolved to a level suitable for production use, then the part may be copied to a definition part number.

System parts may mature in a similar way to structural components and design

models

principles but principally with 3D definition; systems definition shall be SAM

during concept phase (MG3/MG4.2). Design principles may contain the routing

centerlines.

SAM models will be used for Routings and will gradually evolve from multi-part models in accordanc e with SIRD requirements into definition models for component parts.

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle Faster maturity will be

AP2266

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Digital Mock-Up Rules & Life Cycle

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

Refer ence Documents

D OCUMENT REFERENCE

DOCUMENT TITLE

AM2083

Equipment Modelling with CADDS5

AM2257

Equipment modelling with CATIA V5

AP2617

Space Allocation Model

See examples

CATIA V5 AP2617 Space Allocation Model See examples Figure 33, Example of A400M Preliminary SAM Figure

Figure 33, Example of A400M Preliminary SAM

See examples Figure 33, Example of A400M Preliminary SAM Figure 34, Example of Detailed SAM integration

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

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle 4.4 Concept phase (MG4.2

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Digital Mock-Up Rules & Life Cycle

4.4

Concept phase (MG4.2 - MG5)

4.4.1

Master Geometry

Master Geometry grows

translates chosen design princip les validated through design review and takes data

with a project as more information becomes available. It

from them to become sub-section Master-Geometry. This happens significantly after M5 when major features, datums
from them to become sub-section Master-Geometry. This happens significantly after
M5 when major features, datums and parts are considered to be frozen and mature.
A/C
A/C MG
Section 1
Section 2
Section MG
Sub-Section 1
Sub-Section 1
Sub-Section MG
Sub-Section DP
Sub-Section DEF
1 Sub-Section MG Sub-Section DP Sub-Section DEF Figure 35, Example of Sub-Section Master Geometry © AIRBUS

Figure 35, Example of Sub-Section Master Geometry

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle 4.4.2 Design Principle Design

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Digital Mock-Up Rules & Life Cycle

4.4.2 Design Principle

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

consideration to assembly and manufacturing requirements. Figure 36, Advanced Study Design Principle used to study

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

used to study complex assemblies A-F. B/C- Maturity A-UK Figure 37, Stringer Position Design Principle A-D

Figure 37, Stringer Position Design Principle A-D

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle Figure 38, Landing Gear

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Digital Mock-Up Rules & Life Cycle

Figure 38, Landing Gear Bay Design Principle 4.4.3 EIRD………
Figure 38, Landing Gear Bay Design Principle
4.4.3
EIRD………

The final issues have to be produced during the development phase, based on system equipment/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 (LRU envelopes, Back-off positions, Special tools, etc.).

A 2D drawing (space allocation drawing).

A detailed drawing (full scale sectional drawing).

• A detailed drawing (full scale sectional drawing). Figure 39 • Supplier model and detailed drawing
• A detailed drawing (full scale sectional drawing). Figure 39 • Supplier model and detailed drawing

Figure 39

Supplier model and detailed drawing

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle 4.4.4 Frontier Model (Ass

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4.4.4 Frontier Model (Assembly Frontier Drawing)

As the design principle is developed in-line with the B.T.F.D., separate drawings are created for each interface within the Frontier. These B.A.F.D. will be numbered as Scheme/Space Allocation drawings and will be used to enable the design to proceed within each CoE/operational team. B.A.F.D. will have a limited life and will be replaced by 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 their clearances, if any condition of supply:

and slave

Brackets or fittings delivered pre-drilled (or final diameter) bolted etc.

See examples

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle Figure 40, Example of

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Digital Mock-Up Rules & Life Cycle

AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle Figure 40, Example of Base

Figure 40, Example of Base Assembly Frontier Drawing (C46 Interface STR53 to STR73)

Assembly Frontier Drawing (C46 Interface STR53 to STR73) Figure 41, Example of Base Assembly Frontier Drawing

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

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle 4.4.5 Detailed SAM In

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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 requirements detailed 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.

concept phase (MG4.2/M5), a complete SAM will be available. Figure 42, Example of Detailed SAM 4.4.6

Figure 42, Example of Detailed SAM

4.4.6 Definition 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 be already 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 like spars/pylon brackets/Rib 1, etc.

machined parts like spars/pylon brackets/Rib 1, etc. Figure 43, Definition Model for Rib 1 © AIRBUS

Figure 43, Definition Model for Rib 1

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle Figure 44, Forging To

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle Figure 44, Forging To Machining

Figure 44, Forging To Machining

4.5

Data for Manufacturing

4.5.1

Definition Model (GRM)

These are the models used for process planning and numerical command programming. They will accurately reflect the weight, stress requirements and geometry of a given component, which will be represented as a single node in the product structure tree. Definition models will have a level of maturity that must be carefully managed as tooling is developed concurrently with part definition and will rely on key features that are frozen.

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

4.5.2

Junction/Installation Drawing & Frontier Model

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

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

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

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle Figure 45, 3D Use

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle Figure 45, 3D Use for
Figure 45, 3D Use for Junction Drawing creation (see below)
Figure 45, 3D Use for Junction Drawing creation (see below)

Figure 46, Standard Drawing for Junction Drawing

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle 5 Maturity of Data

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5 Maturity of Data

To allow early publishing of design information, we propose associating a maturity attribute with Design Principles and Space Allocation Mock-up, which gives an indication of the progress of the design work.

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

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 not been validated by stress calculation for instance,

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

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

The maturity information is not mandatory. It is up to the group leader to define and plan 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 the Definition Dossier, it is up to the operational team to validate the risk taken. In no case must the maturity information alone (which gives an indication on the progress of the design work) be considered sufficient to take those risks.

Design maturities (Maturity A, B or C) are common to all people involved on A350 XWB or on previous program.

are

5.1 Maturity A

 

All the solutions have fulfilled requirements defined in the Change Notes defining the Baseline to be used as reference for Maturity A assessment

All detailed information enabling assessment by Manufacturing and

Design

Supportability must be provided

Principle

A first pre-sizing has been made by the designer (no stress validation required)

Design Principles Trade off targeted to Scenario MSN 1, shall be completed at Maturity A

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle   • All the

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Digital Mock-Up Rules & Life Cycle

 

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 the

designer. General volumes are similar to the expected definitive models.

SAM

• SAM data is in line with Preliminary stress data

(Structure)

• There is no critical clash capable of challenging structure and system

architectures, or the external surface of the aircraft

SAM definition shall be in line with ESN (Electrical Structural Network)

definition

 

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

taken into account

SAM

Last SIDP Draft available for this Maturity Validation shall be taken into account

(System

• SAM is in accordance with the frozen system architecture

• Critical interfaces and holes shall be requested.

Installation)

SAM shall be in line with ERHCD Mat A (Electrical Route & Harnesses Concept Dossier)

 

• Global Worksharing (WP level); datums

• Frozen PKC requirements (no value mandatory at this stage)

Assembly process and associated tooling & measurement means identified Frontier • Drawing signatories identified

Frontier

model

 

• Define parts ownership

• Rough geometry of the junction.

Interface

A first pre-sizing has been made by the designer (no stress validation required)

model

5.2 Maturity B

 

All the solutions have fulfilled requirements defined in the Change Notes defining the Baseline to be used as reference for Maturity B assessment

Quality Maintenance Analysis or Maintenance Tasks Analysis have

Design

been performed on critical items

Principle

• 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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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle   • All the

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• 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.

SAM

• Fasteners position raw representation

• Sam in line with Pre-sizing data.

(Structure)

• No relevant clash at local level under Designer responsibility

The Model definition is according to maximum target weight at Work Package level

 

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

First SIDP issue shall be taken into account (without barrel tests

results)

SAM

• Interfaces with equipment shall be frozen

(System

• SAM shall be in line with ERHCD Mat B (Electrical Route & Harnesses

Concept Dossier)

Installation)

Bracketing Principles Catalog (BPC) ready for SAM Mat B

All Mechanical Systems brackets and almost all of Electrical System shall be requested with Systems Maturity B

 

• Frozen datums, Worksharing, assembly process

Frontier

• Tolerance stack chaining started

model

• First stress check

 

• Detail the interface geometry.

• Specify types, position and ownership of Hole & Fastener (H&F).

Interface

• Specify Condition of Supply (CoS)

model

• Stress Pre-sizing made

5.3 Maturity C

 

All the solutions have fulfilled requirements defined in the Change Notes defining the Baseline to be used as reference for Maturity C assessment

Design

Principle

Consistency between Design Principles and the Space Allocation

MockUp is ensured

Stress Sheet associated to the DP is signed

 

All feedbacks (TIA) from Manufacturing and Support Engineering have been validated

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle   Detailed 3D Model

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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.

SAM

• No clash at local level under Designer responsibility

• The SAM definition is according to maximum target weight at

(Structure)

Component leve

Mechanical and Electrical Systems brackets requested with Systems & Cabin Maturity B shall be validated and integrated in Structure

 

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

SAM

taken 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)

(System

Installation)

 

• Calculated and agreed tolerances

• AKC and MKC values

Frontier

• Frozen tolerance stack chaining

model

• All signatures collected

 

• Finalize detailed geometry of the interface.

• Finalize H&F definition: type, position, ownership.

Interface

• Finalize CoS definition.

model

• Stress finish the check of the interface.

5.4 Change Management

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

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

Baseline Management ensures the establishment and the appropriate recording of data used for a specific program review. Subsequent to the review, the baseline is frozen when all recommendations and corrective actions and planned work leading up to the milestone is complete. This provides traceability of key product definition data required by the Airworthiness Authorities in design decision tracking.

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AP226 6 Issue : B Digital Mock-Up Rules & Life Cycle The baseline may be

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Digital Mock-Up Rules & Life Cycle

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 phase’s changes to product data will be appropriately identified, approved and captured within a specific ECN. This will ensure the control of individual parts requiring a more critical approval, and also ensure that any part is mature enough for manufacture or for tooling purposes and subsequent certification.

Reference Documents

DOCUMENT REFERENCE

DOCUMENT TITLE

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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