BROCHURE Fly Magazine

8/12/2019 BROCHURE Fly Magazine

1/48

Airbus - A350 XWB

Model-Based Systems

Engineering projects

ESA/ESTEC - New Challenges

in Space Engineering

FLYIssue 1


2/48

We truly believe that LMS has made a transformational impact on the aerospaceindustry. Together with our customers and business partners, we have delivered

engineering solutions that have revolutionized how next-generation airplanes,

satellites and other high-tech aerospace systems are developed today.

| 2 |Fly magazine


3/48

Building the Next-Generation AircraftAircraft programs must be engineered smarter, deal with new materials, combine new technologies, optimize moreinterconnected systems and meet new maturity expectations, while staying within program budget and time, collaboratingwith interdependent engineers geographically spread out and working together as virtual teams.

From both the mechatronic simulation and testing perspective, it is crucial to make accurate decisions regarding technicalchoices and system integration during the earliest phases of the program. Therefore, engineers must be able to analyzeconflicting requirements and various interaction scenarios to anticipate any system-level integration challenges from the outset.

They also require the ability to combine accurate simulation and solid testing to frontload subsystem validation and thereforeadvance the testing process for final system validation. The propagation of mechatronic systems makes it necessary to frontloadcontrols engineering tasks into the development program of the encompassing system or subsystem.

Mastering this complexity using traditional methods is impossible. It calls for profound innovation and next-generationdevelopment processes, such as Hybrid and Model-Based Systems Engineering. By designing the ideal structure upfrontand optimizing its functional performance, even before geometry is available, engineers can even further frontload thedevelopment process, mitigate risks, avoid late stage changes and as a result accelerate development.The next few years will also be marked by other paradigm shifts. The introduction of the digital bird, a single computer generatedmodel of the full aircraft, is one of the most promising. It will help speed up development, serve as virtual team facilitator,and further facilitate simulating and validating manufacturing processes from the earliest development phases to production.

New innovative technologies and methods will shape the future of aviation.

Thats why we look forward to continue our role as your trusted partner.

With warmest regards,

Dr. ir. Jan Leuridan

CEO LMS, A Siemens Business

Fly magazine| 3 |


4/48

| content |

| 4 |Fly magazine

Director of publication and editor-in-chief: Peter Vandeborne |Art Director:Cindy PiskorContributing Editors:Hans Housen, Julie Ercolani-Peck (1D), Anne Falier (3D), Els Van Nieuwenhove (Test), Els Verlinden (ES),

Katrien Vandeurzen

Although we make every effort to ensure the accuracy, we cannot be held liable for incorrect information.

Fly magazine - issue 1

02

INTRO

CEO LMS, A Siemens

BusinessJan

Leuridanon delivering

exceptional resultsthrough transformational

solutions.

12

ENGINEERING STORIES

IN THE AEROSPACE

INDUSTRY

LMS Engineering

Services brings

knowledge and

experience to helpaerospace companies

solve and prevent

complex engineering

problems. Have a look

behind the scenes

of some of the most

frequently encountered

challenges.

18

HYDRAULIC AND

ELECTRICAL

SIMULATION

Smoothening out

actuation in engine

nacelles at Aircelle.

20

OPTIMIZING SYSTEM

PERFORMANCE

With LMS Imagine.Lab

AMESim,

Messier-Bugatti-Dowty

is able to tune complexmulti-physics systems

without performing a

large set of tests on

bench.

6

A350 XWB Model-Based Systems Engineering projects

Airbuspushes model and simulation engineers to review standards. New generation airliners, like the A350 XWB of which the first

flight is planned for mid 2013, push model and simulation engineers to review their standards, making traditions obsolete.


5/48

| content |

Fly magazine| 5 |

Front cover image:LMS

Other images courtesy of:

Airbus, ESA/ESTEC, Aircelle, Messier-Bugatti-Dowty, SABCA, DLR, ONERA, Thales Alenia Space, CERTIA, Cessna

LMS International 2012

24

22

NEXT GENERATION

GVT

DLR and ONERA

standardize on LMS

Test.Lab GVT solution

and select LMS asGround Vibration Testing

partner.

28

DEVELOPMENT AND

PRODUCTION TESTING

ON SERVO ACTUATORS

SABCArelies on LMS

test technology for

both qualification and

production testing of theservo-actuators for the

new VEGA-launcher.

32

SATELLITE ASSEMBLY,

INTEGRATION AND

TEST

Nearing the end of

operational life, the

entire Globalstar

constellation of 48telecommunications

satellites will be

replaced byThales

Alenia Space.

36

VIRTUAL TEST RIG

MODELING

LMS Imagine.Lab

AMESim launches

CERTIAinto virtual test

rig modeling.

38

THE MAKING OF THE

CESSNA CITATION

COLUMBUS

Set to enter service

in 2014, the Cessna

Citation Columbus is a

pinnacle plane for theWichita, Kansas aviation

company. Sure it is the

largest in its class, but

more importantly for

Cessna, it represents

a change of production

concepts.

NEW CHALLENGES IN SPACE ENGINEERING

The engineering software industry should focus on the full integration of all analysis tools and methodologies, so that an

integrated numerical test on systems becomes possible, says Torben Henriksen, Head of the Structures & Mechanisms

Division at ESA/ESTEC in Noordwijk (NL).


6/48

A350 XWB Model-Based Systems Engineering projectsAirbus pushes model and simulation engineers to review standards

New generation airliners, like the A350 XWB of which the first flight is planned for mid 2013, push

model and simulation engineers to review their standards, making traditions obsolete.

| 6 |Fly magazine


7/48

Fly magazine| 7 |


8/48

Given the contractual time and maturity

level constraints, it was very important

to put extra effort on design verification,

on the development of a mature design

consolidated early in the definition phase.

Models are used tocommunicate requirements

A dedicated team was set up to drive

specific modeling and simulation use cases

selected to strengthen the design in the

early development stages.

Our criteria to set up projects was firstly to

tackle technological novelties, secondly to

address lessons learned from the A380 and

A400M-program and thirdly to incorporate

new (Tier 1) suppliers into our extended

enterprise strategy, Bnac says. Its histeams goal to ensure specification quality

in the design cycle, to use M&S to work on

a well-defined behavior for that part of the

system and to foster clear communication

with equipment suppliers and customers.

We manage a portfolio of 66 M&S

projects, Bnac says.

This portfolio is split into two project types:

a first group containing Model-Based

Systems Engineering (MBSE) projects

focused on building models to describe the

intended functional and logical architecture

of systems or functions; these models

rely on graphical formalism and focus on

early validation of functional sequences

depending on relevant operational

scenarios. The second group is more

focused on modeling and simulation,

to assess the physical performances

of intended systems under specific

operational conditions.

Simulating power-up of theairplane

We performed simulations on all

preceding Airbuses, but real MBSE didnt

exist. This is completely new. For the

A350 XWB, we performed an electrical

power test on the iron bird one month ago

(summer 2012), but thanks to MBSE, we

were able to simulate this power-up two

years ago, while still in the design phase,

and avoid potential clashes three years

beforehand. The power-up model weve

developed is a timing functional model.It includes every electrical part of any

system of the aircraft. Thanks to this PWR

UP model, these analyses were performed

in early phases of the development cycle

time and the quality of the specifications

systems was significantly improved.

We also created, for example, a thermal

simulation environment of the airplane,

in which we have integrated models from

our suppliers, Bnac says. The grand

idea is to build MBSE models dedicated

to a specific theme, share these models

with our suppliers and demonstrate how

their systems react versus changes during

operation, for example, during the electrical

power-up of the airplane. This enables our

The first A350 was conceived as an

additional member in the Airbus long-range

family, along with the A330 and A340. But

airline customers demanded Airbus be

much more innovative and reach further

in its ambitions. The first project was

therefore withdrawn and replaced in 2006by a much more ambitious program: the

A350 XWB.

With the A350 XWB program comprising

-800, -900 and -1000 model variants,

Airbus proposes an innovative airplane

range that responds to the current and

next decades market needs in terms of

efficiency, comfort and environmental

envelope. The A350 XWB is designed

using the best possible materials and

technologies for every possible application.

As Head of the Modeling and Simulation

Deployment, Christian Bnac focused on

possible Modeling & Simulation (M&S)

techniques to support wins in development

lead times, industrial ramp-up and maturity

expectation at Entry Into Service (EIS).

With the first flight of the A350-900

scheduled in mid-2013, Christian Bnac looks

back on the way the A350 XWB program

required him to rethink his way of work.

Christian Bnac, Airbus:

You cant say we have reinvented

aircraft engineering, but were

certainly obliged to use all

our available expertise and

accumulated know-how. The

A350 XWB airframe combines

completely new technologies on a

scale never witnessed before.

We also have to develop three aircraft

variants within a 6 year time frame, and we

have to reach a high maturity level at EIS.

At the start of the program, we knew we

could reuse the advanced technologies

developed already for the A380 and that

we could still optimize them even further,

says Bnac. But it was also very clear

we would have to introduce completely

new approaches in order to make more

precise predictions and enhance design

performance.

Traditionally, our efforts were largely

focused on the product verification phase,

in particular on securing the airlinesexpectations in terms of operability.

Fuselage transfer of the A350 XWB MSN1 at the A350 XWB final assembly line in Toulouse.

| 8 |Fly magazine


9/48

suppliers to optimize their system and

improve test coverage. All of this is not new;

we did it before, on a much smaller scale,

much later in the development cycle and

not in an integrated aircraft environment.

We have developed MBSE modelsdescribing the comportment of systems

and how they influence one anothers

behavior, says Bnac. By making better

and earlier predictions using functional,

dedicated, full airplane MBSE models, the

airplane is optimized more efficiently and

the amount of undesired side effects is

drastically reduced. Our simulation models

make it possible to know beforehand

whether we reach the performance targets

and to prepare the test phase with more

insight. These productive results will, of

course, be checked on the test rig.

Mastering problems andcomplexity

Before, when an unexpected behavior was

discovered during the test phase, people

were often in the dark about the root of

the problem: was it a cable, a design fault,

the test rig itself ? Almost anything could

be causing the malfunction, Bnac says.

Now, not only are we able to foresee an

unexpected effect in an early development

phase, but if a malfunction appears during

test, we are able to support analysis and

classify it with more insight. Problems have

become transparent.

Without an advanced M&S approach, it

would be impossible to manage the A350

XWBs complexity. Through different

aircraft generations, from the A310 to

the A350 XWB, complexity has increased

with a factor of 100 to 1000, Bnac

says. For a human, even an expert, itsno longer possible to master and oversee

this complexity. Its not the technology

itself that has become complex, but the

accumulation of technologies and systems,

the volume of data and the amount

of interdependencies. It has become

impossible to master the development of

an aircraft, given the pressure to shorten

the development cycle and to generate

an almost 100% maturity rate upon EIS,

without MBSE help.

Connecting models to predictglobal performance

The need to perform global end-to-end

analysis and, to that end, line-up and

connect different models will only increase,

because its the only way to predict global

performance, says Christian Bnac: I really

recommend that model builders adopt this

end-to-end philosophy from the moment

they start building a model. This doesnt

mean that all functions need to be available

right from the start, but that you have to

work keeping the end-to-end philosophy in

mind and implement it step by step. Early

deployment generates early benefits.

Major components and

sections of the A350 XWB aremanufactured at Airbus facilitiesin Germany, Spain, France andthe United Kingdom, then shippedto the Toulouse, France finalassembly line.


In the case of MBSE, there

are several mature COTS-tools

available. LMS Imagine.Lab

Amesim has shown us we could

model within an object vision, inan integrated mode, just as you

would design an electronic circuit.

Christian Bnac is Head of Modeling andSimulation Deployment within the A350 XWBChief Engineer Team.

Fly magazine| 9 |


10/48


LMS Imagine.Lab Amesim has

certainly made our lives easier.

Especially on a landing gear project,

for example, LMS Imagine.Lab has

proven to be very useful, enabling us

to better predict performance and

hence to enlarge validation scope of

the design at an early stage. We are

very happy that it exists.Aircraft PWR UP Model.

The 10 meter tall, composite vertical tail plane of the first A350 XWB that will fly (MSN1) has just come out of the paint hall inToulouse sporting the well-known Airbus blue and white livery. The vertical tail plane is produced at Airbus Stade site in Germany.

The intuitive aspect of LMS Imagine.Lab

has been very powerful. It has opened

the eyes of people to the use of external

off-the-shelf products. And with that, it has

opened the minds for more internal and

external collaboration opportunities. It also

enables our colleagues to communicate in

the same engineering tongue.

| 10 |Fly magazine


11/48


12/48

Engineering Stories in the Aerospace IndustryLMS Engineering Services

LMS Engineering Services brings knowledge and experience to help aerospace companies solve

and/or prevent complex engineering problems. Have a look behind the scenes of some of the

most frequently encountered challenges.

Aero

LMS Engineering Services (ES) has

been collaborating with engineering

departments across the globe in a broad

range of industries for several decades.

The team combines the best of simulation

technologies and test and make sure to

deliver the know-how together with the

results.

Services include troubleshooting, design

refinement, technology transfer and

development support through all stages

of the development cycle. The teams

technological know-how and experience

has been used for the worlds leading

aerospace industry players and supplierson numerous applications and products:

aircraft, helicopters, jet engines, satellites

and launch vehicles.

This results in a reservoir of problem

solving shortcuts, best simulation and test

practices to address tough engineering

challenges and optimize product design,

in a world where complex assemblies of

systems and subsystems are subjected to

a wide range of multi-physics effects and

inter-related phenomena.

In addition to having a black belt in

complex problem solving, LMS Engineering

Services engineers have a relentless urge

to identify the root cause of a problem and

a broad palette for design optimization

ideas. They are experts in combining 1D

and 3D simulation techniques, including

controls, structural and mechanical

non-linear analysis and test. Add to this

the ability to translate simulation and

test results into breakthrough insights

and a thorough understanding of the

clients engineering needs and company

culture, and the standard LMS Engineering

Services team member takes shape.

Franois Gerard, Business Development

Manager at LMS Engineering Services,

says: We are specialists in generating

highly accurate models of aircraft systems,

using the best available assumptions in

the concept stage or integrating the most

relevant test data in the later stages.

We build on a proven mix of simulation

and test techniques. This method of work

avoids time-consuming trial and error

methods and drives inefficiency out.

The impact of possible solutions is

analyzed upfront and the optimal design

change is validated through testing.

Open culture of technologysharing

LMS Engineering Services has a culture of

open technology sharing. Regular on-site

technology exchange is part of the

standard procedure.

| 12 |Fly magazine


13/48

The ultimate goal of a collaborative

project is often to make the OEMs

engineering team fully self-

supporting, Franois Gerard says.

We do this is by openly sharing models,

methodology, data and milestone reports

with the customer teams. We guarantee

our customer full transparency. This way,

we take the customer on a learning path.

Eventually he will have full knowledge

of the process and methodology used.

Our method of cooperation thus not only

guarantees reaching the project targets,

but it also deploys a simulation-based,

system-level methodology with a complete

technology transfer.

Past experience in aerospace projects

relate to a variety of areas including, for

instance, landing gear simulation and

shimmy, aircraft mechanisms, ground

vibration testing, noise and vibration

analysis including classical and composite

structures, systems engineering including

environmental control systems, thermal

management... Although every context and

problem situation is unique and requires

a dedicated approach, engineering

problems in the aeronautic industries also

show distinct similarities.

They are all embedded in a context of

tight development schedules, striving

toward higher quality and efficiency levels

and budgetary constraints, safety and

environmental requirements, regulatory

compliance and evolving user comfort

demands.

Franois Gerard, Business DevelopmentManager at LMS Engineering Services

Fly magazine| 13 |


14/48

Landing gear shimmy

Solving landing gear shimmy issues is

very complex. LMS Engineering Services

can build on specific experiences from

several real-life shimmy projects, making

it possible to tackle the different types of

shimmy related problems. Shimmy issues

can be analyzed in an early development

stage, using LMS Virtual.Lab,

Franois Gerard says. Using all

available information in the concept

stage the most critical issues can be

identified and tackled. But sometimes

unforeseen problems can arise in the

later development stage, or even in the

production phase. For example, one of our

customers contacted us for a landing gear

issue on one of their aircraft. The problem

appeared after they had switched from

component supplier.

The ES-team rolled out a three step

process: First, we had to find the root

cause of the shimmy problem, Franois

Gerard says. For this, we acquired

and analyzed operational data such as

operational deflection shape, operational

modal analysis, etc. That data allowed

us to quantify the shimmy phenomena,

identify the response indicators and

understand the landing gear behavior in

detail.

As a second step, we simulated the

behavior of the landing gear components

and assembly. We used multi-body

simulation techniques with flex bodies and

a dedicated tire model, while incorporating

test results for input parameters and

correlation. This ensured accurate dynamic

behavior prediction and moreover revealed

insight into the generation of shimmy

related issues.

As a third step, we studied the shimmy

model parameters to assess the sensitivityof the physical design variables in

generating shimmy. The studies helped

us to evaluate several shimmy mitigation

design options and their robustness with

respect to variable parameters, such as

tire pressure, variation in clearances due

to aging, different runway profiles, etc.

Through this entire process,

we extensively collaborated with the OEM,

continues Franois Grard.

It is very important to do so, because

when a noise level breaches the defined

target late in the development cycle for

example, during flight testing adding

heavy isolation and damping material

is the only remaining treatment left;

but more importantly, eleventh-hour

iterations also add costs and delay

production. LMS has developed a

target-setting process, cascading down on

the overall noise target to system targets,

using a sourcetransferreceiver model.

This model decomposes the noise in its

individual contributions; each made of asource term for example,

the aerodynamic source exciting the

fuselage and a transfer function for

example, transmission loss across the

fuselage. The process can be used early

in the design of the cabin by building the

sourcetransferreceiver model with noise

sources and transfer functions of which

Analysis and 2D XY Plot of the shimmy-phenomenon with

LMS Virtual.Lab.

Thanks to our structured approach,

we were able to suggest design

options that would mitigate the

shimmy issue and remain solid with

variable parameters. Our unique

hybrid approach combining test

with simulation has proven to be

crucial.

The integration of test data in the CAE

model made it possible to accurately

reproduce the phenomena as they occur,

including the generation of shimmy

instability in real landing conditions. In

addition, another advantage of combining

simulation and test is that, once the model

is validated and fully parameterized, we

can simulate dangerous test conditions

that would be otherwise very complex to

test on the runway.

Franois Gerard: ES assists aircraft

OEMs to frontload cabin noise

engineering as early as possible in

the development cycle, even before

details on the new aircraft cabin

design are available.

The noise generated by a source can be described by the source

transferreceiver model.

Acoustic target setting

A high aircraft cabin noise level can be

generated by a variety of sources (engine,

aerodynamics, pumps, environmental

control systems ), propagating through

multiple transfer paths. Possible noise

reduction approaches encompass mainly

acoustic absorption, damping treatment

and isolation.

| 14 |Fly magazine


15/48

the estimation is based on CAE or typical

data of other similar aircrafts. We applied

this process in a collaborative project

to set preliminary targets for the cabin

vibro-acoustic performance and major

noise sources. It allowed us to immediately

identify possible noise issues and start thedesign process of the structure with a high

confidence that the overall noise target

was under control. Later on, with a more

mature design, noise targets are refined

and design choices are made in view of

reaching targets.

Model-Based SystemsEngineering

The aggregate complexity and

multi-physics character of new aircraft

technology, including increased interactionbetween the different systems, drives

development processes ever-more

toward model-based systems engineering

approaches.

The use of model-based systems

engineering (MBSE) methodology

enables engineers to analyze conflicting

requirements and various interaction

scenarios early in the aircraft program.

Initial models with a limited resolution help

to make early choices between different

design architectures. As a second step,

more detailed and test-validated models

need to be in place to validate system

interactions in later stages.

LMS Engineering Services was invited

by a jet engine manufacturer to provide

a fuel regulator model, validated on

experimental data obtained on the test

bench, available for coupling with control

laws for accurate mechatronic simulation.

Franois Gerard explains: The aim was to

develop a high-accuracy model of the jet

engine regulator and get insight into the

systems performance in order to reduce

the test bench calibration time of each

regulator. The customer had no previous

experience with building such models, andas a result, the models were built from

scratch. We had to create and validate the

model at components and system level,

based on test results. Therefore, we had to

specify and follow-up the tests needed for

validation. Afterwards, we carried out the

analysis to support the system design and

optimization.

Validation of aircraftmechanisms

In the context of aircraft certification,

the performance of aircraft mechanisms

is verified on test rig. To prove good and

safe performance, normal tests and failure

tests (such as the actuator jamming,

or disconnection of a mechanism) are

conducted on the Iron Bird, the hydraulic

and flight control system test rig, says

The jet engine fuel regulator schematics and the corresponding

LMS Imagine.Lab model making it possible to optimize the systemsdesign.

Our technology transfer consisted of

a hands-on technical application trainingon the model of the mechanisms and

training on the basic and advanced use of

LMS Virtual.Lab Motion software.

The ability to design-right first-

time and anticipate system-level

interaction challenges, even before

any hardware is built, significantly

reduces physical prototype testing

and rework/modifications at a later

stage. MBSE is a strong enabler to

accelerate the development process

and cut costs.

We assisted our customer and

transferred him the simulation

process. We delivered the analysis

and reports of different loads in

different scenarios that will back our

customers position.

Franois Gerard. But it is not possible to

mimic all load conditions and scenarios on

a test rig. Here, simulation comes in handy.

Extreme circumstances and different

loads can easily be analyzed. Simulation

improves testing efficiency. We can define

the most critical scenarios.

LMS Engineering Services was contacted

for the analysis of critical control surface

mechanisms. Our customer, who was

developing a new aircraft, wanted to better

prepare the controls systems mechanisms

test on its Iron Bird and extend test results

to more loads and more failure scenarios

in the context of the certification process

of the aircraft.

Our customer had limited experience in

supporting aircraft certification throughsimulation, says Franois Grard.

Aircraft mechanism model in LMS Virtual.Lab Motion.

Fly magazine| 15 |


16/48

Space

Engineering teams from LMS assist space

system engineers with the development

of one-of-a-kind systems that will have to

deliver full functionality in the harshest

conditions imaginable.

Space system engineers require the ability

to predict and analyze the behavior of

mechanical and mechatronic systems

such as beams, solar panels, deployable

appendages and separation devices during

the earliest phases of the development

program. The same goes for the dynamicinteraction between coupled components

on a system level. This exploration of new

materials and systems increases the need

for smarter validation tests. Therefore

our engineering teams are assisting

space engineering teams on site with the

deployment of state-of-the-art engineering

methods and technologies to develop novel

space systems.

Highfrequency phenomena

Liquid rocket engines are complex launchercomponents. They have to be designed

with a deep understanding of the extreme

thermal conditions during launch, when

the nozzle is subjected to very high

temperatures and pressures, and tanks

filled with liquid propellants are kept at

cryogenic temperature. Next to this, the

large vibration levels and highfrequency

phenomena that typically occur during

the ignition phase must be kept under

control, taking also the added mass effect

of propellant fluids into account. Dynamic

effects due to high rotation speeds in turbopumps are appearing as well.

Our advanced linear and nonlinear analysis

methods make it possible to implement

new, innovative numerical concepts to

properly assess both the heat fluxes

circulating through conduction, convection

and mutual radiation and with controlling

vibration levels, says Eros Gabellini,

Director of LMS Engineering Services. Our

engineering teams, for example, performed

a simulation project for the Safran Snecma-

Space Engine Division. Snecma needed

the ability to simulate the highfrequency

dynamic response of the nozzle extension

structure under a transient pressure load

case during the ignition sequence. This

phase only lasts for few milliseconds

and leads to dynamic pressure loads on

the nozzles inner surface. We helped

to simulate the structures behavior

using SAMCEF Mecano. Our engineers

developed 2D multi-harmonic and 3D cyclic

symmetry models to simulate and analyze

the occurring high-frequency phenomena.

Very small time steps were used in order

to reach the expected results. Our open

collaboration approach and knowledge

transfer made sure the engineers at the

Space Engine Division gained experience

and confidence with this type of

simulations and problem solving.

Structure analysis

LMS engineers have developed a 40-year

expertise on structure analysis. The

Hubble, Huygens and Herschel telescopesare examples of famous missions in which

LMS was involved.

The deep space Hershel observatory

detects light emitted in the sub-millimeter

and far-infrared range of the spectrum,

thanks to three scientific instruments with

detectors housed in a giant vacuum flask,

known as the cryostat. This tank is made

of two walls to support extreme pressure

and high differences of temperature.

The two-tank contains 2,300 liters of

liquid superfluid helium, cooled almostto absolute zero. This extremely low and

stable temperature is compulsory for

pushing the sensitivity of the detectors to

their limits. But helium coolant evaporates

at a constant rate, gradually emptying the

tank. Around 180 gm of helium is used

per day. This degrading cooling capacity

eventually results in conditions wherein the

telescope will no longer be able to perform

observations.

LMS engineers assisted Air Liquide with

the design and the realization of this

cryogenic tank. The proper functionality of

the cryostat determines the lifetime of the

observatory, says Eros Gabellini The LMS

engineering team provided its expertizeand technology to support Air Liquide in

designing and optimizing the tank to store

the maximum amount of gas, giving the

telescope full autonomy during its 3.5 year

service period.

Taking into account space conditions,

the helium two-tank needed long and very

accurate analyses to define and optimize

the tanks architecture; this allowed it to

support extreme loads such as the huge

pressure difference between the inside

of the tank and the two walls, and theacceleration and vibration loads during

take-off.

To solve the dimensioning problems,

non-linear analysis was required. With the

support of LMS Samtech teams, Air Liquide

created a large number of models to define

the most accurate architecture in terms

of volume and design shape, ensuring the

nominal operational life of 3.5 years.

Eros Gabellini, Director of LMS EngineeringServices

| 16 |Fly magazine


17/48

Thermo-mechanical analysis of Vulcain 2 andHydraulic/thermal analysis of the turbo-pump

HERSCHEL Tank Design (with courtesy of Air

Liquide)

System deployment simulation

Many space missions require lightweight,

deployable structures. The use of larger,

deployable space structures forces

engineers to properly study the operational

behavior of these complex mechanical

systems in space-related environments.

They need to simultaneously evaluate

the exact 3D kinematics, large amplitude

motion, multi-body flexible dynamics and

the impact of mechanical loads, stresses

and vibrations related to launch-time

shaking.

The development and testing of prototypes

in space is prohibitively expensive and

ground testing only results in a poor

representation of the outer space real

behavior of these types of structures. In

addition, shocks that can influence the

dimensioning of the mechanisms usually

occur during the deployment, in particular

when the system is released or locked. For

those reasons, the numerical analysis of

deployable space structures is absolutely

necessary.

Throughout the years, LMS Samtech

engineering teams have demonstrated their

ability to provide accurate solutions for

advanced multi-disciplinary mathematical

problems. As a contractor for the European

Space Agency and Thales Alenia Space,

LMS Samtech engineers have performed

advanced analysis on the Large Deployable

Reflector (LDR) mock-up. The first model

was developed in 2000 by Alenia Spazio,

now Thales Alenia Space (TAS), with the

technical support of LMS Samtech,

explains Eros Gabellini. Thales AleniaSpace used the programming capabilities

of SAMCEF Mecano to build a hierarchical

model based on the repetition of basic

parameterized sectors. But at that time, the

simulation could not be carried out to the

very last stage of deployment because of

convergence problems. We thought it was

caused by shocks instabilities related to

the high dynamic phenomena (latching and

sudden stop of the antennas rotation) at

the end of the deployment. So we decided

to use the LDR model as a validation case

to implement new, innovative capabilities in

SAMCEF Mecano.

By 2006, thanks to the use of new

integration schemes in SAMCEF Mecano,

we had drastically improved the simulation

performances from 1 day to 1 hour.

In this context, we could increase the

investigations and test several alternatives

to better understand the actuator

functioning. One of the consequences

we noticed is that convergence problems

were due to initial data sets which were

not precise enough. With the new ESA

data, the model ran until the full reflector

deployment. The second thing we

observed was an unexpected behavior

in the system during the deployment

since rips were compressed, causing too

rapidly deployment. LMS Samtech put its

technology and expertize in place to solve

this issue also. Thanks to the new SAMCEF

Mecano release, we were able to simulate

the complete deployment in the gravity

field with some gravity compensationsystems to mimic the in-orbit conditions,

concludes Eros.

Simulation of the Large Deployable Antennadynamic deployment (with courtesy of Thales

Alenia Space)

Eros Gabellini, director LMS

Engineering Services: During

the ignition sequence, the rocket

engine nozzle has to withstand

extreme thermal and pressure loads.

Our challenge was to model thestructural behavior using multi-

disciplinary simulation methods in

a reliable and elegant way. SAMCEF

Mecano is an enabler to solve these

complex and large problems.

Fly magazine| 17 |


18/48

and this is why, during design, engineers

in Aircelle carry out specific system andperformance analyses on its actuating

system with LMS solutions.

Hydraulic and electricalsimulation

Aircelle, and in particular the Nacelle

Actuating Systems team, employs

LMS Imagine.Lab AMESim to simulate

actuation architectures and concepts

under several working conditions, so as

to better respond to customer-imposed

performance requirements. However,the actuation systems performance

is strongly dependent on its integration

with the door structure This is

why it was important for us to have

a tool that can easily import FEM-

door structure data into the simulated

actuation system, explains Rodolphe

Denis, Head of Actuation System

Mechanics and Simulation in the

Nacelle Actuating Systems team.

Thrust reverser door

Within its simple shape and smoothness,

the nacelle, the cover housing that

encloses the engine, hides great

complexity. It reduces noise and embeds

deicing capabilities, all in an aerodynamic

shell to minimize drag. Last but not least it

also contains thrust reversing mechanisms

that, together with the aircraft spoilers and

landing gear braking system, contribute

to the braking process of the aircraft.

Indeed, when the aircraft touches the

ground, an actuation system inside thenacelle forces a door in the nacelle case,

the so-called thrust reverser door, to gape

open; the air that rushes through

the engine is thereby forced through

this escape path in a contra-thrust

direction, generating a force that

helps the aircraft come to a halt.

Its components design must be robust

enough to resist the strong efforts

and critical environment conditions

(temperature, vibrations)

Smoothening out actuation inengine nacelles at AircelleEfficiently slowing down the aircraft

Aircelle, as part of the SAFRAN group, is the European leader in design, integration and

manufacturing of nacelles for aircraft engines as well as the only nacelle integrator present

on every market segment from business jets to wide-body airliners like the A380.

Rodolphe Denis concludes:

What we appreciate inLMS Imagine.Lab AMESim are its

multi-domain capabilities, the

solvers robustness, and the simple

block-by-block interface, that still

remains open to customization with

LMS Imagine.Lab AMESet

The actuation systems we need to

simulate are both electrical andhydraulic and one has to recognize

LMS Imagine.Lab AMESim is really strong

in the field of hydraulic system simulation,

continues Rodolphe Denis. This convinced

us to test out LMS solutions, which was

when we realized LMS Imagine.Lab

AMESim performed really well in the

electrical system simulation domain,

too. We soon discovered technical

support from LMS is really good.

and to integration of other modeling

languages, like Modelica -an aspect that

shouldnt be underestimated.

| 18 |Fly magazine


19/48


20/48

Of particular interest were heavy hydraulic

lines running the length of the aircraft

from large centralized pumps to equipment

such as brakes, landing gears and the

nose wheel steering system. Ordinarily,

large commercial jets have three sets

of redundant hydraulics: two primary

circuits and a third back-up for safety,all adding up to a big load of hefty piping.

To reduce this bulk, the all-hydraulic

backup circuit was replaced with

a decentralized fluid-power generation

system on the A380. A worlds first in a

commercial airliner, this Local Electrical

Hydraulic Generation System was

developed by Messier-Bugatti-Dowty,

a subsidiary of the SAFRAN Group

and a world leader in aircraft

landing and steering systems.

In optimizing system performance,

the engineering team on this project

With LMS Imagine.Lab AMESim,Messier-Bugatti-Dowty is able to tune complex

multi-physics systems without performing

a large set of tests on bench.

Size definitely matters, especially when youre developing the worlds largest passenger jet.

With an overall length of 73 m and a wingspan of nearly 80 m, the Airbus A380 provides seating

for 525 passengers and a range of 15,200 km (more than 9,400 miles). To gain maximum fuel

efficiency and payload capacity, weight savings was a must when developing this massive plane.

faced major challenges in integrating

and sizing the large number of different

physical parts, assemblies and subsystems

for the mechanical, electrical and

hydraulic systems. Moreover, they

needed to assess any risk factors

such as electrical overheating.

Messier-Bugatti-Dowty met these

challenges with the LMS Imagine.Lab

Ground Loads solution based on the

LMS Imagine.Lab AMESim simulation

platform, which the company had

implemented on previous projects for

predicting the behavior of complex

multi-domain intelligent systems.

The LMS Imagine.Lab Ground Loads

solution modeling and analysis capabilities

allowed Messier-Bugatti-Dowty to analyze

the systems hydraulic behavior in termsof performance, stability and robustness.

Engineers also used the model to study

the thermal characteristics of the

hydraulic circuit and evaluate the need

for heat exchangers. These results were

then used to establish the sizing, output

and other product specifications for the

entire hydraulic power generation system

including the tank, pump and accumulator.

By using the LMS Imagine.Lab

Ground Loads solution, engineers

were also able to explore a large set

of parameters and scenarios.

With these predictive capabilities,

Messier-Bugatti Dowty simulated

the behavior of the electro-hydraulic

system for the A380, validated system

power-generating performance and

enabled engineers to accurately size

components early in development.

This significantly reduced dependencyon numerous physical prototypes.

| 20 |Fly magazine


21/48

Michael Benmoussa,

Senior Design Engineer:With LMS Imagine.Lab AMESim,

Messier-Bugatti-Dowty is able

to tune complex multi-physics

systems without performing a

large set of tests on bench.

Fly magazine| 21 |


22/48

DLR and ONERA standardize on

LMS Test.Lab GVT solution and select

LMS as Ground Vibration Testing partner

| 22 |Fly magazine


23/48

Supporting its leading position in Ground Vibration Testing (GVT) solutions, LMS has entered into an

agreement with DLR, the German national research center for aeronautics and space, and ONERA,

the French national aerospace research center, to deliver their next-generation GVT systems. DLR

and ONERA each ordered a 384-channel LMS Test.Lab GVT solution, which can be combined to form

a 768-channel test system.

DLR-ONERAs decision in favor of LMS GVT

solution confirms our position as the leading

industrial partner for GVT testing.

Dr. Jan Leuridan, Executive Vice-President and CTO, LMS International

We are very pleased that DLR and

ONERA have decided to standardize their

GVT testing, methods and technology on

the LMS Test.Lab GVT solution.

Thanks to its openness, we can work with

DLR and ONERA to customize our LMS

GVT solution to efficiently meet all their

GVT process requirements, stated Jan

Debille, Aerospace Solutions Manager at

LMS International.

The LMS Test.Lab GVT solution uses

the state-of-the-art LMS SCADAS III

networked data acquisition system,

in combination with the LMS Test.Lab

data acquisition applications for MIMO

FRF acquisition under random, swept

and stepped sine excitation conditions

and a direct modal acquisition module

for normal modes tuning. Key to maximal

productivity, all acquisition modules are

seamlessly integrated with the world-

class LMS Test.Lab modal analysis

software, PolyMAX, and its wealth of

modal validation capabilities.

LMS truly understood our particular

situation and offered the solution

we needed: a complete yet efficient

GVT solution - easily customizable

to fit our specific needs. LMS is an

innovation-driven company, and LMS

common GVT requirements, and could

easily be configured to fully manage DLR

and ONERAs specific GVT methods and

practices.

Additionally, the LMS Test.Lab GVT

solution proved to have the necessary

openness to integrate customized

procedures to support DLR and ONERAs

research initiatives.

After the Airbus A380 GVT, we decided

to switch from LMS CADA-X modal

analysis software to Windows-based

LMS Test.Lab. To achieve that with

our custom-built VXI data acquisition

system, we had to link in-house data

acquisition systems to the LMS Test.

Lab PolyMAX modal analysis solution.

For our next-generation solution, we

decided to combine data acquisition and

analysis in a common environment, and

selected the LMS Test.Lab GVT solution

as the platform to support the complete

GVT process, stated Dr. Boeswald,

Coordinator of DLRs Ground Vibration

Test Facility in Goettingen, Germany.

In addition, we also wanted to maintain

the possibility to combine our system with

ONERAs system in France. Therefore,

we needed to align our decisions and

synchronize the evaluation effort.

fully understands as well the need

for high-level support of our research

initiatives. By merging their leading GVT

solution with our extensive 30 years of

GVT experience, we will be able to take

our GVT testing practices to the next

level, and meet the ever more stringent

deadlines of our customers, stated

Mr. Pascal Lubrina, Manager of ONERA.s

Ground Vibration Test Facility.

DLR-ONERAs decision in favor of LMS

GVT solution confirms our position as the

leading industrial partner for GVT testing.

Both DLR and ONERA have developed

their know-how for GVT testing over

many years, and have a claim to fame

for GVT testing in the aviation industry.

At LMS, we look forward to contributing

to the advancement of the overall GVT

methods and practices at these industry-

leading organizations, stated Dr. Jan

Leuridan, Executive Vice-President and

CTO, LMS International.

With important GVT campaigns planned

for the 2010-2011 timeframe, ONERA

and DLR investigated various industrial

players. Following successful GVT

benchmarks, DLR and ONERA selected

LMS and decided to base their new

GVT systems on the LMS Test.Lab GVT

solution. This solution already covers all

Fly magazine| 23 |


24/48

| 24 |Fly magazine


25/48

Other changes are related to the

increased use of numerical tools in the

design and verification process, either

because we cannot completely test under

fully representative flight environmental

conditions or in order to limit the

amount of testing for cost reasons.

We also see an increased use of

numerical tools in support to the

on-ground testing, e.g. to minimize

the risk during the test.

Does the use of new materials maketesting more difficult, more costly?

It complicates the handling and

the testing. There are two aspects.

The first one is the inability to test and

verify on-ground, because we cant test

the environment which we encounter

in orbit. Therefore we will have an

increased use of numerical tools to

support the verification process, as I

already mentioned. Secondly, we have

to test more fragile structures. So we

need to be very careful in implementingthe test. The margin is small. Ceramics

and silicon carbide are not forgiving

materials. One mistake and it cracks.

This means that the integration of test

preparation, the virtual testing approach

and the coupling with the thermal or

mechanical test facilities, becomes

very important. The goal is to avoid

or to exclude not expected events.

Focus

In your line of business, what

is the most important trend the

industry of test and simulation

tools should focus on?

The increased use of numerical

tools in the verification process of

spacecraft inevitably means that we

must have a closer coupling between

the various tools and methodologies.

ESA/ESTEC or European Space Research

and Technology Centre, based in

Noordwijk, Netherlands, is ESAs main

technology development and test center

for space technology and spacecraft.

In this facility, about 2500 engineers,

technicians and scientists work hands-

on with mission design, spacecraft

and space technology. ESTEC offers

extensive testing facilities to validate

the proper operation of spacecraft,

such as multi-axis vibration tables,

acoustic and electromagnetic testingbays, the Large Space Simulator (LSS)

and the ESA Propulsion Laboratory

(EPL). Almost all equipment that

ESA launches undergoes pre-launch

testing at ESTEC to some degree.

Expected changes

Can we expect a major space

technology change in the near future?

Torben Henriksen: I do not expect

major radical technology changes inthe near future. However, we already

see changes in the way spacecraft

are designed compared to how it

was performed some years ago.

The demanding performance

requirements for spacecraft are

dictating the use of new materials,

such as ceramics, and the use of

large flexible deployable structures.

An integrated approach, without the

need to create and separately verify

too many separate models is essential.

Because, in real life, in real physics,all these elements are not acting

individually, they act at the same time.

We make mistakes when we combine

the results of the individual analysis

cases, so we need to approach them

with an integrated tool. I call this the

strong coupling between disciplines.

A strong coupling between

mechanical analysis tools,

thermal tools, computational

fluid dynamics, optics, control

logics etc. is needed.

New Challenges in Space EngineeringInterview with Torben Henriksen, ESA/ESTEC

The engineering software industry should focus on the full integration of all

analysis tools and methodologies, so that an integrated numerical test on systems

becomes possible, says Torben Henriksen, Head of the Structures & Mechanisms

Division at the European Space Agency of ESA/ESTEC in Noordwijk (NL).

Fly magazine| 25 |


26/48

The ultimate goal is that we simplify

our modeling, that we create one single

model of the system, which on its own is

able to handle the various environments

against which we need to verify.

For what concerns the end-to-

end verification approach, a close

link between numerical verificationand test verification is needed.

An integrated approach is needed

to help optimize the test setup and

approach, to reduce the test risk and to

optimize the model validation process

which follows the test program.

Manned spaceflight

At this moment, only Russia can

launch men into space. In the

eventuality of manned spaceflight

powered by ESA, how will your currentcapabilities need to evolve in order to

make manned spaceflight possible?

Manned flight systems exist in Russia

and are under development in other

countries as well, such as the US and

China. Beyond any doubt ESA has the

technical knowhow to embark on such

developments as well. We have seen the

successful launch and reentry of the ARD

capsule some years ago, demonstrating

the European capabilities to launch and

recover a capsule. The very successfulATV has already flown twice to the ISS.

Manned missions will not

mean that we will have to enter

areas of testing which we

not already address today.

Having said this, it is important to

mention that ESA has been developing

manned systems for some years,

think of the Spacelab module, and

the module Columbus attached to the

International Space Station ISS.

At the same time, we dream about

flying back to the Moon and evento Mars. What does this mean

for simulation and for testing?

Missions to the Moon and to Mars have

taken place and other specific missions

are currently being studied in Europe,

sometimes in collaboration with other

space agencies such as NASA.

Such missions, even unmanned,

are technologically demanding

and challenging missions.

Rovers and equipment for surface

exploration like drills and samplingequipment have complex locomotion

and operational kinematics, and

the availability of integrated multi-

body analysis tools is needed.

Also, such missions may need large

deployable and inflatable structures,

habitats for example and large reflectors

or deployable antennas. These are

difficult to test on ground end-to-end.

The re-entry vehicles currently under

development such as IXV and Expert are

contributing evidences as well. They are

intended to extend to knowledge in the

re-entry regime. So beyond any doubt,

the technology is available in Europe to

embark on manned programs.

The next-generation of European

launchers is not likely to be mannedrated, but I believe that we will

see European astronauts launched

with a European flight system in

the future. But when exactly on the

other hand, is difficult to predict.

Manned systems inevitably have severe

requirements with respect to reliability

and safety, and these requirements have

an effect on the design and verification

process, but I cannot identify a specific

need or requirement concerning

numerical tools or testing tools drivenby the single fact that we would

decide to develop a manned capsule

or not. Mission success, safety and

reliability have always been a priority.

| 26 |Fly magazine


27/48

Virtual testing using coupled shaker and flexible spacecraft dynamic models.

It is quite a demanding task, numerically,

to simulate the deployment of these

thin and flexible structures, which are

very deformable and very susceptible

to gravitational effects. Together with

LMS Samtech, we have developed

membrane elements and routines for

the deployment of both antennas and

inflatable structures. Beyond any doubt,we will continue our focus on enhancing

the tools to achieve this capability to

perform the end-to-end verification.

This kind of dialogue and cooperation on

the tools is essential. Our collaboration

with LMS Samtech is driven by specific

needs. By nature, the tools are very

complicated. Their integration makes

things even more complicated.

It is important that developers are

in close contact with users. It is no

longer possible to develop the tooland then try to find someone who can

apply them. You need to understand

the applications and then tailor the

tools to the needs of the users.

Next to manned spaceflight, what is

the following step that will be taken?

A reliable and cost effective access

to space is important for Europe, and

preparatory studies towards a new

launcher program are underway. This

includes dedicated technology studiesas well as system concept studies.

This hopefully will lead to the start of

a new launcher program in the near

future. Not necessarily a replacement of

Ariane 5 but possibly in addition to it.

Commercial space

In the next years, we will experience

the commercialization of space.What does this mean for the

European industry and ESA?

The commercial element is not new,

think of telecom spacecraft and services

as well as launcher services. There is a

trend towards more commercialization,

including manned launch services, being

it missions to ISS or space-tourism.

This has been underway in the US

for some time. Similar projects are

appearing in Europe as well. To what

extend this will really take off still needsto be seen. A market for space tourism

may exist. As for manned missions,

a commercialization will depend on

institutional needs for still some time

to come. Think here of transportation

of supplies and astronauts to the ISS.

Another commercialization is in the area

of small satellites (cube satellites) where

development support and launch services

are offered to universities and others

interested in such missions. This certainly

is beneficial for the education of young

engineers. I believe the developmentwill have positive effects on industry.

Will the commercialization of space

entail that the element of risk will

be approached in a different way?

When operating in the forefront

of technologies, there is always an

increased element of risk.

Mission success and safety of humans,

whether on ground or onboard aspacecraft in orbit, will be of highest

priority, whether it is an institutional

mission or whether it is a commercial

mission. So I dont see a big change

in the way risk will be approached.

Technology developments and

development of verification tools and

methodologies may help us to address

risk in a new or different way, but I do

not expect major differences between

institutional and commercial missions.

As we learn how to mitigate the risk

through the use of our numerical toolsand our testing, we will approach

development risk in a different way,

but without giving in on safety.

Development time is long, cost is

high, and the element of risk deserves

adequate attention. That will not

be different whether we are talking

commercial or institutional.

Fly magazine| 27 |


28/48

| 28 |Fly magazine


29/48

The concern evoked is an expression of

the huge technology efforts made and

interdependencies existing in the space

products market. SABCA is one of the

main aerospace companies in Belgium.

It was founded in 1920 and is based in

Haren, near Brussels, and in Charleroi.

Besides being a subcontractor for different

aircraft manufacturers, such as Dassault

Aviation and Airbus, SABCA just delivered

its 100th Airbus 380 T-Shape: a large

metallic structural assembly that carries

the high fuselage loads between the main

wheel wells of the aircraft. The company

also builds servo-actuators for the Ariane

V-launcher and the Interstage 0/1 Skirt

and the Thrust Vectoring Systems for the

four stages of the new VEGA-launcher.

This new VEGA-launcher has been

developed by ESA during the last nine

years. It will be able to bring a 1.5 ton

payload into low earth orbit. Technology

on the Ariane 5-program goes back

as far as the early seventies, and the

servo-actuators used to direct the

rocket thrust and steer the rocket ship

are still electrohydraulic systems: GAT

(Groupe dActivation Tuyre) and GAM

(Groupe dActivation Moteur). For the new

VEGA-launcher, SABCA followed a very

innovative approach by developing a fully

electrical thrust vector-actuation system

(electromechanical actuators, control

and power electronics and the associated

software). These are based on a SABCA-

proprietary microprocessor hardened

against space radiations. They will operate

in a vacuum, at very low temperatures

and have to withstand the heavy shocks

generated by the separation of the various

stages of the rocket.

Due to the heavy constraints involved, the

thrust vector actuation system undergoes

a very strict and severe qualification test

program during development. But each

subassembly also undergoes a set of

predefined lower and shorter tests on the

shaker just before rocket assembly.

SABCA opts for versatility

on the testing sideDevelopment and production testing on servo-actuators

We visited Marc Pitz, test responsible at SABCA, and Marc

Rigal, Production Engineer, just a few days before the maiden

flight of the brand new ESA VEGA-launcher. At that time, none

of them knew if the electro-mechanical thrust vector actuation

system from SABCA, steering the rocket ship that took off from

the French Guyana Space Center in Kourou, would perform

according to plan. A few days later, on February 13th, the first

qualification flight of the VEGA launch vehicle proved to be

a success. The outcome of the VEGA-program is extremely

important for us, said Marc Pitz. VEGA will mark our future.

Fly magazine| 29 |


30/48

Versatility

Marc Pitz looks back on a 25-year R&D-

career at SABCA. He tells us about the

different systems that were used through

the times. The choice for LMS was made

at the end of the last century. Five years

ago we decided to replace and update our

first system. SABCA is now using the

LMS Test.Lab software in combination

with the LMS SCADAS III Frontend

data acquisition system. Pitz says: We

evaluated different suppliers, and the

LMS system offered far more possibilities

and flexibility, mainly also because of its

modal capability. Two years ago, the test

environment was further enhanced with

a brand new 160kN shaker, referred to by

Pitz as our big elephant.

A vibration test on a hydro-mechanical

actuator typically takes half a day, says

Pitz. Since it takes two actuators to

steer the thrust of an engine, tests are

performed on two hydro-mechanical

actuators consecutively, as a twin

configuration. So testing one set takes aday, plus two days for the thermal test.

Starting from the primary parts, it takes

three to four weeks to have a hydro-

mechanical actuator ready, explains Marc

Rigal. Producing an electromechanical

actuator takes less than a day, but far

more time to test. The test cycle takes

more time than the assembly cycle.

Controlling risks during these tests is

important. The safety element is key.

Testing actuators means that the levelon the hydraulic pump needs to be

limited to a max of 250 g, especially when

reaching resonances. We control this level

accurately because harmonic and peak

estimators are computed in real time by

the software.

The electro mechanical thrust vector control system mounted on the VEGA engine steering compartment.

Test levels

The SABCA engineering team performs

thermal tests and basic vibration tests

on the actuators, mainly of the sinusoidal

and random type. During the qualification

tests, the components are put under

severe stress: up to 22.5 g in sinus mode

and 20 g in random mode, explains Marc

Rigal. During production, test levels

are topped off at 12 g in random mode.

Production tests are mainly focused on

random mode.

We use the same test setup for

both qualification and production

testing of the servo-actuators. This

built-in flexibility is considered a

key advantage of the LMS testing

system, says Marc Pitz.

The ease of use is very important to

us, because different engineers are

using the system, and not everybody

is a test software expert or can

invest vast amounts of time studying

the tools. Production engineers areno vibration experts, but once the

configuration is set, they push the

button and the test is done. These

time savings are important for us.

| 30 |Fly magazine


31/48

The Ariane 5 launcher development

began in 1988, a time virtual testing and

testing models were not in the picture yet.

Although a lot of tests were performed and

data were gathered, no truly correlated

virtual test model of the hydro-mechanical

actuator was ever built. Since the Ariane 5

program commenced, technology of servo-actuators underwent a major revolution.

Actuators on new VEGA have followed

the trend of more electrical mechatronic

systems and became electromechanical.

The Ariane 5 components developed and produced by SABCA.

The use of the virtual shaker

technique will increase confidence

in the test and enhance the notching

profile definition of. Mechatronic

actuators are quite a new product,

including for us.

We perform about 15 to 20

vibration tests per month,

continues Rigal. Weve used the

system for 5 years, and during thattime we have never experienced any

unexpected or instable behavior of

the system. Testing has become more detailed and

delicate for sure, says Pitz. For the

moment, the mechanical and electronic

parts are still separated, but in the near

future, the electronics will be integrated

on the mechanical parts, thus actuators

will become truly integrated mechatronic

systems.

Test evolution Testing these means entering undiscoveredcountry. This electromechanical character

complicates vibration testing in a certain

way, because besides mechanics, we also

have to test the electronic components on

a small board inside the electronic box,

says Pitz. Resonance frequencies are alot higher with electronic components.

Exposure of these components to space

radiations also means we have to perform

EMC tests.

It is believed that test and simulation will

develop an even closer relationship and

will be further integrated in the future.

Marc Pitz: We believe that simulating test

using correlated models will be more and

more required in order to better predict the

vibration behavior during the qualification

test.

Fly magazine| 31 |


32/48

Telecommunications anywhere in the world

A disaster response team in Florida calls for emergency aid

using a mobile phone, even though cell antennas and networks

in the area have been destroyed by a hurricane. On the same

day, a soldier in a Mid-East war zone picks up a mobile phoneand talks to her daughter about her first day of school. Mobile

communications in remote areas beyond cellular and landline

service take place around the world every day at petroleum

companies, mining operations, commercial fishing boats,

construction sites, utilities, forestry ser vices, government,

military and individual users hiking, mountain climbing or

otherwise moving about in extremely remote locations.

Such voice calls as well as internet data connections

are made on mobile telephones that connect to orbiting

satellites instead of terrestrial cell towers. A leader in this

rapidly evolving telecommunications field is Globalstar

the worlds largest provider of mobile satellite voice and dataservices with over 375,000 subscribers in 120 countries

around the world. The company uses a constellation of 48

low-Earth-orbit satellites circling the globe about every

90 minutes at an altitude of 1,414 km. Each satellite has

a set of solar panels for electrical power and two earth-

facing antenna arrays for two-way communications.

Like small relay stations in the sky, the satellites receive

signals, then amplify and transmit them back to gateway ground

stations that process voice or data calls and distribute them to

local telephone networks or the internet. Several satellites pick

up the same signal, preventing call interruption by handing off

communication to one another through the Globalstar networkwhen phone signals are blocked by buildings or terrain.

The constellation and ground network currently provide

coverage to most inhabited places of the Earth, excluding only

south-central Asia and central and southern Africa. Globalstar

has plans to extend service to these areas in the coming years.

These new satellites are designed with greater reliability,increased power and a life expectancy of 15 years double

that of the first-generation hardware. The new constellation and

the upgraded ground network that will follow are intended to

provide more reliable service and faster data speeds required

to support next-generationinternet-protocol-based services.

Satellite assembly, integration and test

Prime contractor for this huge project is Thales Alenia

Space, Europes largest satellite manufacturer. Being at

the forefront of orbital infrastructures, Thales Alenia Space

is a joint venture between Thales (67%) and Finmeccanica

(33%) and forms with Telespazio a Space Alliance.Thales Alenia Space is a worldwide reference in telecom,

radar and optical earth observation, defense and security

as well as navigation and science. Thales Alenia Space has

11 industrial sites in 4 European countries (France, Italy,

Spain and Belgium) with over 7,200 employees worldwide.

Thales Alenia Space has primary responsibility for the design,

manufacture, test and delivery of 48 second-generation

satellites for the Globalstar constellation. The company

is also upgrading the Globalstar Satellite Operations

and Control Center as well as Telemetry and Command

Units and In-Orbit Test hardware and software located in

Globalstar gateway ground stations around the world.

Towards a wireless world

Nearing the end of operational life, the entire Globalstar constellation

of 48 telecommunications satellites will be replaced by Thales

Alenia Space Europes largest satellite manufacturer.

| 32 |Fly magazine


33/48

With Europes only integrated manufacturing and test center

for satellite assembly and integration, Thales Alenias three

Assembly, Integration and Test (AIT) Centers are located

in Rome, Italy, and in Cannes and Toulouse, France.

The multi-site capability is particularly well-suited for

handling large satellite constellation projects, with specializedcapabilities for transporting sensitive hardware between

facilities and for delivering assembled satellites and related

data acquisition systems directly to launch sites.

One of the critical roles of these facilities is testing satellites

to ensure that highly sensitive components can withstand the

thunderous acoustics and jarring vibrations of vehicle launch.

Engineers focus on the thousands of individual parts and

subsystems that absolutely must remain intact, connected

and fully operational delicate structural components

deploying solar arrays and antennas, for example, as well as

highly sensitive and complex on-board electronic systems

with interconnected circuit boards, semiconductor chips,signal processors, and other components. Such testing

is critical in the satellite business, since failure of any

one of these parts can jeopardize an entire mission.

All three AIT Centers perform various phases of these

environmental tests. For the Globalstar project, sine vibration

and acoustic qualification tests are done in Cannes. Acoustic

flight model tests performed just prior to satellite assembly and

delivery to the launch pad are done in Rome. Verification testing

on the antennas is done in Toulouse, France and LAquila, Italy.

Standardizing on LMS

Tests are conducted at all these facilities using state-

of-the-art LMS SCADAS data acquisition hardware and

LMS Test.Lab control and data-reduction software.

The signal capacity, high speed, flexibility and versatility of

this LMS system are key to the success of the company

in these enormous satellite projects.

With the addition of an expanded data acquisition

system at Cannes, the 1,200+ total channel

count for all three AITs ranks Thales Alenia

among the most powerful distributed LMS

test system for any company in the world.

Each center is autonomous, with vibration, acoustic and

other environmental test capabilities geared toward particular

applications. The Cannes center can accommodate major

subsystems, large antennas and solar array, and satellites

up to 6 tons, while the Rome facility is limited to 3 tons and

Toulouse is mainly targeted at testing components such as

electronic equipment and antennas. LMS systems are also

used for more specialized tests at these centers. At the Rome

facility, for example, shock loading experienced by satellites

Fly magazine| 33 |


34/48

due to separation of rocket stages is duplicated on a shaker

table controlled by the LMS system, which also triggers a high-

speed camera recording structural response of the satellite.

AITs can perform tests for their own individual outside

contracts as well as work in concert with other Thales Alenia

Space centers on major projects such as Globalstar and

the Galileo and EGNOS navigation satellites, as well as the

Herschel, Planck and Mars Express scientific missions.

Standardizing on LMS testing solutions is advantageous,

said Jean-Charles Delambre, vibration and mechanical

testing expert at Thales Alenia Space Cannes Dynamic

Test Facility. Our test systems are entirely compatible

with those at our largest customer ESA (European

Space Agency) since they also use LMS extensively.

So we can readily ensure that our test procedures are done

according to their standards. And we can easily exchange

results data, technical information and best practices

related to the many satellite projects we work on for them.

Also, our engineers can easily work at any of our three

sites thanks to the uniformity of the LMS technologies.

Their proficiency on the system easily transfers between

the different Thales Alenia Space organizations as well as

outside partners like ESA. This standardization really shows

its added-value when coordinating work and performing

tests efficiently on large joint projects such as Globalstar.

For a project of this magnitude, testing must be a

chronological, concurrent engineering process. Our

site in Cannes can easily run two or three tests per

day and deliver the results practically the moment

the test is completed with our LMS solution.

Mr. Herv Ruzicska, manager mechanical test center

Well-choreographed concurrent engineering

To meet these demands, we use a technical island approach

where teams of people converge at the test site to get the

job done as quickly as possible technicians for set-up,

control, and data acquisition as well as facilities engineers,

shaker specialists and instrumentation engineers.

Daniele Tiani, Head of Mechanical Test Dept IU_AIT in

Rome, noted that teams can run tests so quickly push

the limits, so to speak because of the confidence they

have in the LMS system. As tests are being conducted,

measurements are compared with prescribed limits and tests

are automatically aborted via a control loop that triggers an

end-test command that gradually scales down vibration input.

With tests controlled by the LMS system, we know that

fragile and expensive satellite components and subsystems

will be safe as the test sequence is performed exactly as

Technicians work on the assembly line ofsecond-generation Globalstar satellites atthe Thales Alenia Space offices in Rome.Globalstar is a low Earth orbit (LEO)

satellite constellation for satellite phoneand low-speed data communications.

| 34 |Fly magazine


35/48

intended, he noted. With less reliable systems, tests

must proceed more deliberatively as engineers slowly

ramp up test amplitudes to make sure there is no risk to

the test specimen. This confidence in test control and

reliability is a huge advantage of the LMS system.

Time-saving capabilities

connecting, disconnecting and double-checking hundreds of

accelerometer cables as the satellite is moved from pre-test

into the test area. This helps streamline the procedure of

splitting up an extensive test into segments because not enough

channels are available to run the test in its entirety. With patch

panels pre-wired to route signals to appropriate slots of the

LMS SCADAS equipment by way of just a few master cables,we can now reconfigure connections is just a few hours instead

of what used to take four days or more, explained Mr. Tiani.

Competitive value of proven capabilities

With these capabilities, Thales Alenia Space has become

a powerhouse in the worldwide space industry.

Clearly, there is a competitive value for Thales Alenia Space to

be standardized on test systems from LMS, which is recognized

for its technology and its outstanding customer service.

In an industry such as satellite development and testing where

performance, reliability and compatibility of digital systems are

critical, the trend toward LMS as the de facto standard acrossthe industry certainly makes sense. From each organizations

perspective, there is just too much at stake to trust projects

worth hundreds of millions of euros to anything less than

the proven capabilities of LMS people and technology.

Standardizing on LMS testing solutions

is advantageous. Our test systems

are entirely compatible with those

at our largest customer - ESA.

Jean-Charles Delambre, vibration and mechanical testing

expert at Thales Alenia Space Cannes Dynamic Test Facility

Another LMS capability that can compress test cycles

is parallel processing to analyze measurement data in

near real time, displaying results for critical channels

as tests are being run and providing full results

almost immediately after the conclusion of a test.

By seeing results so fast, engineers can quickly spot any

inconsistencies and make immediate corrections even in

the middle of a test run, Mr. Tiani explained. This saves

hours and often days of precious time that they would

otherwise have to spend waiting for results, only to discovera problem that would mean re-running the entire test.

Further time is saved through the use of the LMS patch panel

capability, which can avoid the time-consuming repetition of

Fly magazine| 35 |


36/48

Intelligent test rigs to

tackle herculean aircraft design

LMS Imagine.Lab AMESim launchesCERTIA into virtual test rig modeling

Building a new aircraft is a herculean task that takes years of intense effort and intricate

development. The integration of complex mechatronics, multi-physical and control systems

in the aircraft design as well as the actual manufacturing process is quite a formidable

undertaking. Before a new aircraft is finally pronounced airworthy and ready for commercial

production, it has undergone a myriad of vigorous certification tests at all levels in the

manufacturing chain.

| 36 |Fly magazine


37/48

Ground-breaking virtual test benches

In order to perform all these different tests, actual physical

test benches are indispensable. The particular challenge for

a test rig is to replicate the extreme conditions that aircraft

must to be able to withstand as well as create a specific

test set-up in which the material, component or assembly inquestion can be put through these exceptional circumstances.

A specialist in the design and production of test rigs

is the Paris-based company CERTIA. Founded in 1987,

CERTIA is a test bench supplier for the aeronautical and

automotive industries and counts Airbus France, the Safran

Group, Air France Industries, PSA Peugeot Citron and

Renault among its customers. In recent years, CERTIA

has started using the LMS Imagine.Lab AMESim platform

to assist engineers in test rig development. The platform

helps developers choose the appropriate components

to make sure the test bench functions properly.

In the past, we had many problems with our test benches:

what was especially difficult was to reproduce aeronautical

loads and make sure that the test rigs would reach the

projected performance. Because of these difficulties, it was

clear that our test bench concept needed to change, comments

Achour Debiane, head of the automation department at CERTIA.

Simulation innovation

CERTIA opted for the LMS Imagine.Lab AMESim

platform because of its multi-physical simulation

capabilities and in particular for its hydraulic solutions.

Using LMS Imagine.Lab has proven especially valuablein the early stages of the design process.

During the feasibility studies of hydraulic systems,

LMS Imagine.Lab has saved us a lot of time and programming

effort since it is no longer necessary to work on time-

consuming equations. In the aeronautical field, planning

cycles are very short and since we are a supplier for a large

organization, it is very important for us to do the feasibility

studies as quickly as possible, states Mr. Debiane.

Besides shorter design cycles, another benefit of using

1D modeling in the concept phase is that it helps optimize

the behavior and dynamic characteristics of the varioustest rig components.

Documents

BROCHURE Fly Magazine