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parties.
Page: 10 FORUM 1
20 & 21 September 2005
© 2004 VIVACE Consortium Members.
All rights reserved
Landing Gear Data
Integration
Expected Benefits
• Data Reduction
– Work time savings for skilled designers involved
– Less error prone process of data reduction
• Data Sharing
– A secure method to enable data sharing from own PC
– Automatically informed of changes to selected data items
– Shared database, with traceability, of all data items shared
– Easier & automated data sharing process
• Overall Process
– Significant time reduction: after approval, data will be available
within minutes instead of a week.
– Ability to readily access the most up-to-date information
Page: 11 FORUM 1
20 & 21 September 2005
© 2004 VIVACE Consortium Members.
All rights reserved
Landing Gear Data
Integration
Thank you for
your attention!
Any questions?
ANM-05-146-F
Exemption No. 8695
UNITED STATES OF AMERICA
DEPARTMENT OF TRANSPORTATION
FEDERAL AVIATION ADMINISTRATION
RENTON,WASHINGTON 98055-4056
In the matter of the petition of
Airbus SAS
Section 25.841(a)(2)(i) and (ii), and (3),
Amendment 25-87 of Title 14, Code of Federal
Regulations
Regulatory Docket No. FAA-2005-20139
PARTIAL GRANT OF EXEMPTION
By letter dated December 7, 2004 (L21DO4027150), Mr. Wolfgang Engler, Vice President,
Airbus SAS, 1 Rond Point Maurice Bellonte 3 1707 Blagnac Cedex, France, petitioned to
exempt the Model A380-800 series airplanes from the requirements of 14 CFR 25.841(a)(2)(i),
(a)(2)(ii), and (a)(3), as amended by Amendment 25-87. If granted, the exemption would relieve
these airplanes from the requirement that—during a decompression caused by failures of the
fuselage structure, the engines, or other systems—airplane cabin pressure altitude not exceed
25,000 feet for more than 2 minutes or exceed 40,000 feet for any duration.
Sections of the Federal Aviation Regulations (FAR) affected:
Section 25.841(a)(2) at Amendment 25-87, requires that “The airplane must be designed
so that occupants will not be exposed to a cabin pressure altitude that exceeds the
following after decompression from any failure condition not shown to be extremely
improbable:
(i) Twenty-five thousand (25,000) feet for more than 2 minutes; or
(ii) Forty thousand (40,000) feet for any duration.”
Section 25.841(a)(3) at Amendment 25-87, requires that “Fuselage structure, engine and
system failures are to be considered in evaluating the cabin decompression.”
2
The petitioner's supporting information:
The Petition for Exemption submitted by Airbus contains information required by 14 CFR 11.81,
technical information which supports the petition, a public interest statement, and a list of
references. A copy of the petition is available at http://dms.dot.gov (Select Simple Search,
then enter Docket Number 20139).
The Airbus A380 is designed to cruise at a maximum altitude of 43,000 feet pressure altitude.
Should an uncontained engine rotor burst event occur, it is possible that the cabin pressure could
exceed the limits contained in current regulations. Airbus offers the following justification in
support of its petition for exemption. Some of this justification is based on cabin decompression
evaluations performed and reported by the Mechanical Systems Harmonization Working Group
(MSHWG) under the auspices of the Aviation Rulemaking Advisory Committee (ARAC).1
Airbus states that Amendment 25-87 implements restrictions on the maximum allowable cabin
altitude that could result from certain failures, including system, structural, and engine failures,
unless those failures could be shown to be extremely improbable. It is not possible for the
current state-of-the-art to ensure that certain engine failures (especially engine rotorbursts) are
extremely improbable. Amendment 25-87 effectively prevents airplanes with wing-mounted
engines from operating above 40,000 feet, because an engine rotorburst could potentially strike
the pressurized fuselage at that altitude. Airbus observes that neither the Joint Airworthiness
Authorities nor the European Aviation Safety Administration has implemented similar
restrictions.
Airbus notes that very few, if any, decompression incidents have exposed an airplane cabin to
pressure altitude profiles which pose a risk of injury to passengers. Industry history reveals that
few cases of catastrophic decompressions at high altitude have occurred, and those that have
occurred have typically involved small business jets. The petitioner observes that the FAA has
　
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