Digital Mock-Up Rules & Life Cycle: Procedure

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. Page 1 of 59

Digital Mock-Up Rules & Life Cycle

Owners Approval: (signed)

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

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.

Authorization: (signed)
Date : 04 February 2009

Name : KALMER Klaus
Function : Head of Design - EDSB

ReIeased on 06 Feb 2009

AP2266
Issue : B


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

AP2266
Issue : B


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 J unction/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

AP2266
Issue : B


Glossary........................................................................................................................... 55
Table of References ................................................................................................................... 57
Record of Revisions.................................................................................................................... 58


AP2266
Issue : B


1 Introduction
The diagram below, give you link between:
- The A/C development phase with Milestone (applicable to the
previous program)
- The A/C development phase with Maturity Gate (Dare process,
applicable to the new program, A350XWB)

Concurrent
development
Former DNA process (Not applicable for A350xwb)
New DARE process (Applicable for A350xwb)
Warning: DnA and DARE are not exactly matching. Correspondences
are impossible to do as it is a completely new philosophy.


AP2266
Issue : B



Reference Documents
DOCUMENT REFERENCE DOCUMENT TI TLE

M2350 DARE prerequisites and maturity criteria

AP2266
Issue : B


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.

Figure 1 Shared Products
FEASABILITY DEVELOPMENT CONCEPT SERIES DEFINITION
Master Geometry
Design Principles
SIRD 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
Support Objectives
Numerical Command
Assembly Instructions
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


AP2266
Issue : B


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

Product with no structure

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

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.


AP2266
Issue : B


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. Its 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
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

AP2266
Issue : B


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.


AP2266
Issue : B



Figure 2 Tolerance integration transfer for " fit" face

Figure 3: Tolerance integration

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


AP2266
Issue : B


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, "-
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 not
required 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 the
following rules are applied:

AP2266
Issue : B

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 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 specialists 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.



AP2266
Issue : B


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.

Figure 6, Interfay Allowance

AP2266
Issue : B



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
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 informations, 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.

AP2266
Issue : B


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
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

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).

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).

AP2266
Issue : B



Figure 10
In all circumstances, any modification of the position of a part will be exclusivel y
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".

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


AP2266
Issue : B

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.



AP2266
Issue : B


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

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
AP2650 Data Exchange Within Airbus

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

AP2266
Issue : B


3.4 DMU Attributes 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 implementation
decision done in A/C Change Control Board or A/C Configuration Control
Committee
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)
AC
baseline
not used
ACE-kind
file
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 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)

AP2266
Issue : B


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
DMU Baseline
(pending : no)
DMU Preferred alternative
ie : baseline challenger
DMU not preferred alternative
ie: former investigated solutions
SAM
Pending: no
Mock up: true
AC Baseline:
not used
Pending: yes
Mock up: true
AC Baseline: not used
Pending: yes
Mock up: false
DP,
FD,
ID,
MG
Pending: no
Mock up: false
AC Baseline:
not used
Pending: yes
Mock up: false

AP2266
Issue : B


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

Figure 14


AP2266
Issue : B



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
Master
geometry
sub-section
work-
breakdown
Deviated
Tooling/Machinin
g surfaces
Design
Principles

/

SIRD
EIRD
Validation of
critical design
principles
General
Assemblies/
Plan form
layouts
A Maturity
Technology DP
Concept DP
SIRD, EIRD
(systems,
equipment
installation
requirement
Dossier)
System 2D
Schematics
B Maturity
Technology DP
Concept DP
Equipment
specification dwg
Equipment space
allocation dwg
C Maturity
Detail DP

/
SAM Marketing/cu
stomer
visualisation
Functional
studies
A/C level SAM
Preliminary
SAM

Detailed SAM
Sectional SAM
Maintainability,
Swept Volumes
Equipment SAM
/
Definition
Models
/ / /
Some DBT
could start the
definition
phase in
advance
Definition model
and
Part/Assembly
drawing set
Frontier
Models
/ /
Tolerance
Frontier Drawing
Tolerance
Frontier
Drawing/Asse
mbly Frontier
Drawing
J unction
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

AP2266
Issue : B


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.
DWG-SET,
MODEL-SET
DEFINITION
DOSSIER
Stress Design Reference Base
Master
Geometry
Design
Principle/DP
SAM/Digital Mock-up
CERTIFICATION
DOSSIER
Stress
process
F E M
Iterations

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

AP2266
Issue : B


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

DWG-SET

MODEL-SET

DEFINITION
DOSSIER
Master Geometry
SIRD System Installation
Requirement dossi er

CERTIFICATION
DOSSIER
STRESS PROCESS
EIRD Equipment Installati on
Requirement Dossi er
2D Spec Dwg
2D space allocation dwg
SAM/Digital
Mock-up

Figure 16: Relationships between DMU Products for SYSTEMS process

Reference Documents
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.

AP2266
Issue : B


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 1 Section 2

Process description (feasibility)
Provide Preliminary
Global Geometry
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)
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:

AP2266
Issue : B

Figure 17: Wing Structure 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 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.



AP2266
Issue : B


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

Figure 19: Evolution and maturity for design principles

AP2266
Issue : B



Figure 20: Window Frame Design Principle A-D

Reference Documents
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.

AP2266
Issue : B


- 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,

Figure 21: Systems Layout Integration

Reference Documents
AM2388 Module 1 Guidance and Methods on System Installation
Requirements


AP2266
Issue : B

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.
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
Section MG Sub-Section 1 Sub-Section 1

Figure 22, Process description (Concept)
Revise Global Geometry
and detail
Geometry at Section
Level
Request for
Change
(AER)
System envelope &
attachment info
(SAM)
Work-sharing
WSH
Preliminary
Global MG
Models (SAM)
Front Fuselage, Centre fuselage, Rear
Fuselage, Belly Fairing, Engines, Pylons,
Nacelles, Movable Parts, Fairing for the
global geometry and section breakdown



AP2266
Issue : B



Figure 23: Section Level Master Geometry

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.

AP2266
Issue : B



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

Figure 25: Simple Framework Design Principle, A-F

AP2266
Issue : B



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

Figure 27: Frame Splicing Design Principle, A-D


AP2266
Issue : B

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
Maturity B :
Architecture and technology concept are selected
Solutions are integrated
Particulars risks requirements are integrated

Figure 29
Maturity 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:



AP2266
Issue : B


ch system installation designers of each aircraft section equipment
equirement. The requirement dossier is composed of one document
uipment
e

integrate as soon as possible all installation constraints in the equipment envelop
ls evolutions.

It
th system as possible.
A first draft can be produced during the concept phase (MG3-MG4.2), based on the
give to ea
installation 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 permit
e best operation/maintainability/reliability of the
preliminary envelope or specification model.

Figure 30
erance Frontier Draw 4.3.5 Frontier Model (Tol ing)
Frontier model is a term used to data that defines the junction or interface
the sets of data that constitute
s 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 the
of a COE or supplier. Package Frontier Models describe
the interfaces for major assemblies and responsibilitie
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
interface.
Option 1, for simple inte
Model).
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)

AP2266
Issue : B


updated throughout the life of the project.
e reserved for assembly and disassembly operations of
s
Adjustable p

Work Sharing
lerance
ability

Refer c
D U MENT TI TLE
The B.T.F.D is created under a production drawing number. This drawing will be
maintained 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 Documents
OC MENT REFERENCE DOCU
AP 2618 Frontier Model Process

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

AP2266
Issue : B



Figure 32, Example of Base Tolerance Frontier Drawing (Belly Fairing/Forward Low
sheet 03)
er Unit
4.3.6 Preliminary
a solid representation of parts. SAM
and are associated with design
ion of the model will be updated
models
e with SIRD requirements into definition models for component parts.
SAM (beginning of concept phase)
Space allocation models are 3D models with
models exist through the lifecycle of the project
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.
SAM models will mature through the DMU life cycle until they reach a definition
standard for production. This means that the revis
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
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

AP2266
Issue : B


Refer
D
Faster maturity will be necessary for key interfaces, frontiers and long lead-time items.
ence Documents
OCUMENT REFERENCE DOCUMENT TI TLE
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

AP2266
Issue : B


4.4
with a project as more information becomes available. It
les validated through design review and takes data

Concept phase (MG4.2 - MG5)
Master Geometry grows
translates chosen design princip
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
Sub-Section 1 Sub-Section 1
Sub-Section DP Sub-Section DEF Sub-Section MG
Section MG

Figure 35, Example of Sub-Section Master Geometry

AP2266
Issue : B

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

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

Figure 37, Stringer Position Design Principle A-D



AP2266
Issue : B



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).

Figure 39
Supplier model and detailed drawing

AP2266
Issue : B


their clearances, if any condition of supply:
and slave
See examples
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
Brackets or fittings delivered pre-drilled (or final diameter)
bolted etc.

AP2266
Issue : B



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

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

AP2266
Issue : B

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.

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.

Figure 43, Definition Model for Rib 1



AP2266
Issue : B



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 J unction/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.

AP2266
Issue : B



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

Figure 46, Standard Drawing for Junction Drawing

AP2266
Issue : B


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 are
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.

5.1 Maturity A

Design
Principle
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
Supportability must be provided
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


AP2266
Issue : B



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 the
designer. General volumes are similar to the expected definitive
models.
SAM data is in line with Preliminary stress data
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

SAM
(System
Installation)
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 taken
into 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 & Harnesses
Concept Dossier)

Frontier
model
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

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

5.2 Maturity B

Design
Principle
Notes defining the Baseline to be used as reference for Maturity B
assessment
Quality Maintenance Analysis or Maintenance Tasks Analysis have
been 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


AP2266
Issue : B



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 Work
Package level

SAM
(System
Installation)
taken 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 & Harnesses
Concept Dossier)
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

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

Interface
model
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 Maturity C

Design
Principle
Notes defining the Baseline to be used as reference for Maturity C
assessment
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


AP2266
Issue : B



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

SAM
(System
Installation)
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)

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

Interface
model
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 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.

AP2266
Issue : B


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 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

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)


AP2266
Issue : B


6 Non Modeled DMU Components
Found below the basic list of elements, which will not be seen, in the DMU. All subjects
not listed here have to be modeled in the DMU. This list must be completed all along
the Aircraft life cycle.
6.1 Airbus Property Component:

Label and placard
No 3D model
Excepted: 3D model for label or placard
for which visibility is mandatory (e.g :
warning placard, label required for
maintenance 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: Etiquette
eclaire)
No 3D model

6.3 FTI Component

Gauge, Sensor, Rosette
No 3D model
The measure node is materialized by a 3D
sphere with attached a flag for the measure
number

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 big
sized fastener
J oint, sealings/gasket, O-ring (joint
torique, rondelle)
No 3D model
Excepted if the corresponding volume is
significant (O-ring gasket.)
Lock wire (Fr: Fils frein)
No 3D model
Cable wrapping, Cable tie
No 3D model (included in the harness
model)


AP2266
Issue : B



6.5 Consumable

Inst rubber grommet (fr: passe fil, illet,
attache cable)
At the discretion of each design group
Other components Capacitor, diode,
resistor, Bobbin, Guard switch (protection
de bouton)
No 3D model
Fluid flyable: fuel, water, oils, hydraulic
fluids
No 3D model
Paints, sealant, ext deco inks, dry
transfer, masking tapes, glue, varnish,
Shrunk tape, tape silicone
No 3D model
Excepted if the corresponding volume is
significant (Tape silicone)

AP2266
Issue : B


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 Board
CCC 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


AP2266
Issue : B


LLI Long Lead Items
MAS Modification Approval Sheet
MG 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-up
SDRB Stress Design Reference Base
SIRD System Installation Requirement Dossier
TD Technical Dossier
TDD Technical Design Directive
TRS Technical Repercussion sheet


AP2266
Issue : B


Table of References
DOC REFERENCE TI TLE
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
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

AP2266
Issue : B


DOC REFERENCE TI TLE
M5069 ENOVIA VPM/CATIA V4 Assembly Rules

Record of Revisions
EFFECT ON I SSUE DATE
PAGE PARA
REASONS FOR REVI SI ON
A J an 2004 Initial issue.
B Feb 2009 Modifications (fast track):
Integration of the following topics:

- How to assemble several parts in DMU?
- How to manage dimensions and tolerance
specifications?
- How to manage positioning and part/section
axis?
- What are the ADF-LO DMU attributes?
- How to manage baseline in DMU?
- What are the A/C components not modeled in
the DMU?
- What is expected for maturity A of DP, SAM,
Frontier and Interface Model?
- What is expected for maturity B of DP, SAM,
- What is expected for maturity C of DP, SAM,

Restructuring:
- Scope & Purpose (applicability extended for
A350WBX)
- Introduction (Delete old and introduce
Dare/DNA explanation)
- Paragraph Concurrent Engineering through
DMU, (Modification of the drawing in line with
DARE)
- Paragraph DMU product Structure
- Paragraph DMU Basics Rules (new title,
new A350 drawing for example, creation of
new sub-chapter)
- Paragraph DMU Attributes on the ADF-LO
(New title)
- Paragraph DMU Baseline management
(New title)
- Paragraph Evolution of CAD Data During
DMU Life Cycle
- Paragraph Maturity Data

AP2266
Issue : B


EFFECT ON I SSUE DATE
PAGE PARA
REASONS FOR REVI SI ON
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 updating of this document, please contact
the Owner on page 1
For general queries or information contact:
Airbus Documentation Office address:

Airbus - 31707 Blagnac CEDEX - France
e-mail: airbus.documentation-office@airbus.com

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


Digital Mock-Up Rules & Life Cycle: Procedure

Hochgeladen von

Dokumentinformationen

Originalbeschreibung:

Originaltitel

Copyright

Verfügbare Formate

Dieses Dokument teilen

Dokument teilen oder einbetten

Freigabeoptionen

Stufen Sie dieses Dokument als nützlich ein?

Sind diese Inhalte unangemessen?

Copyright:

Verfügbare Formate

Digital Mock-Up Rules & Life Cycle: Procedure

Hochgeladen von

Copyright:

Verfügbare Formate

Procedure

Das könnte Ihnen auch gefallen