CUSTOMER SERVICES DIRECTORATE AIRBUS INDUSTRIE

1 ROND POINT MAURICE BELLONTE

31707 BLAGNAC CEDEX FRANCE
TELEPHONE + 33 (0)5 61 93 33 33
TELEX AIRBU 530526F SERVICE INFORMATION LETTER

SUBJECT: ELECTROSTATIC DISCHARGE (ESD) IN THE CABIN

ATA CHAPTER: 25-00

AIRCRAFT TYPE: A300/A310/A300-600/A319/A320/A321/A330/A340

APPLICABILITY: ALL

REFERENCES: MOD 42327 for A330/A340

SB A330-53-3118
SB A340-53-4130

1. PURPOSE:
The purpose of this SIL is to provide operators with the necessary information to enable them to
tackle and thus, dissipate the electrostatic charge build-up in the cabin, by discharging it to the
fuselage structure.

By this, potential electrical shocks by passenger/crew as well as damages to In-Flight

Entertainment systems (IFE) by ElectroStatic Discharge (ESD), will be substantially reduced.

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2. BACKGROUND:

Several operators, have had reported in-service cases of passenger/crew discomfort and/or lock-ups
of In-Flight Entertainment system (IFE), due to ElectroStatic Discharge (ESD) in the aircraft cabin.

The majority of in-service reports derive from the A330/A340 family of aircraft where, they refer
to:

Electrical “shocks” felt by the passenger/crew when come in to contact with one another and/or
with conductive objects such as metallic surfaces.

Crackling audio noise, dark Video Display Units (VDU), loss of Passenger Control Unit
function (PCU), Seat Electronic Box (SEB), Video Control Centre lock-ups (VCC), and total
IFE system loss, (rare case).

3. DESCRIPTION:

3.1. ESD Source and Environment

Static electricity is generated from the relative friction or separation of two substances and is stored
on non-conductive materials, tending to remain in the localised area of conduct, discharging to the
first available ground source.
On the contrary, in the case of conductive materials, the charge is rapidly distributed over the entire
surface.

A main contributor to this phenomenon is relative humidity, which is inversely proportional to the
electrostatic charge build-up.
In-service experience has revealed that the ESD effect increases throughout the duration of the long-
haul flight where the relative humidity in the aircraft cabin is substantially reduced, (please refer to
Appendix 1, Figure 3.1).
In addition, it has been observed as well as demonstrated by laboratory tests that the forward section
of a typical 3-class cabin compartment, becomes dryer than that of the aft during a long-haul flight,
(please refer to Appendix 1, Figure 3.2).
This is due to the lower humidity levels created by the breathing and respiration from the fewer
number of occupants in the forward section of the cabin, (i.e. first and business class).
Overall, it can be stated that the air dryness of the aircraft cabin is however attributed to the air-
conditioning.

Moreover, the material of the carpet, seat covers, clothing, etc, plays also an important role in the
electrostatic charge build-up.
For example, textiles based upon pure wool, have the tendency to retain moisture amongst their
fibres in contrast to synthetics thus, pure wool is less prone to electrostatic build-up than
conventional synthetics.

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Concluding the influence of ESD can be summarised as follows:

• Combination of materials
• Relative Humidity (RH)
• Insulation resistance and dielectric constant
• Capacity of charged device/human body
• Kind of movement
• Surface humidity and pressure

3.2 ESD Effect on Humans

Investigation has revealed that a human body can start feeling an electrical shock due to ESD at
around 1.5 to 2.0 kvolts.
Such a shock starts becoming uncomfortable, even providing some degree of an instant pain to a
person at around 5.0 kvolts. In-service as well as laboratory experience has revealed that during a
long-haul flight, the electrostatic charge build-up in the aircraft cabin could exceed in rare cases this
value.

3.3. ESD Effect on IFE

It has been observed in-service that ESD contributes to the following phenomena affecting IFE:

Crackling audio noise

Dark Video Display Units (VDU)

Loss of Passenger Control Unit function (PCU)

Damage of Seat Electronic Box (SEB)

Video Control Centre lock-ups (VCC)

Total IFE system loss, (rare case)

Laboratory tests from Airbus Industrie have demonstrated that damage to IFE due to ESD influence
could be simulated on the tested IFE system units from the value range of 3.0 kvolts to 5.0 kvolts.
As it is been stated at §3.2, electrostatic charge build-up of more than 5.0 kvolts could be obtained
during long-haul flights.

4. AIRBUS ACTION:

4.1 Design Concept/Permanent Solution

In Airbus aircraft, the carpet in the cabin is installed entirely on Glass Fibre Reinforced Panel
(GFRP) or Carbon Fibre Reinforced Panel (CFRP) floor panels, which in turn are covered by an
insulating GFRP layer.

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Both GFRP and CFRP floor panels have excellent insulating properties which means that a charged
carpet cannot be discharged through the floor panels and then through the associated structure thus,
no grounding.
This promotes the build-up of electrostatic voltage, which may impair the crew/passenger comfort
and also lead to IFE malfunctions.

Electrostatic charging caused by normal use of the carpets, (i.e. foot traffic), occurs especially when
air humidity is low such as during long-haul flights where it can drop below 5%.

Therefore, Airbus Industrie wishing to provide a permanent technical solution to the ESD
phenomena in the aircraft cabin, commenced in-house laboratory tests in 1997, with the aim to
divert and dissipate induced electrostatic voltage, via means of electrical grounding.

It was demonstrated that the electrostatic charge of the carpet can be diverted via Aluminium tapes
placed underneath the carpet and running along the cabin aisles, (please refer to Appendix 2, Figure
4.1 and 4.2).
The Aluminium tapes are electrically connected/bonded to the airframe structure by the floor panel,
titanium made fixing screws.
NOTE: A version of this technical solution was used on an in-service A330 aircraft on a trial basis,
with very satisfactory in-service feedback.

Depending on the combination of materials used for the floor panel, i.e. GFRP or CFRP and the
Aluminium made seat rail, a potentiality for galvanic corrosion could be initiated.
For this reason, “sacrificial” bonding angle/brackets have been installed at the bonding of the
involved seat-track, just underneath it, playing the role of the cathode; if then a part is to be
corroded in case of galvanic corrosion initiation, this going to be the “sacrificial” bonding
angle/bracket, (a cross-section of the total installation can be sawn in Appendix 2, Figure 4.3).
Subject “sacrificial” bonding angle/bracket is made of Aluminium and coated with polyrethane
paint for surface protection and it is riveted and sealed to the lower part of the seat-rail.

During laboratory tests, this design configuration subjected to more than 1500 hours of salt spray
where the “sacrificial” bonding angle/brackets were not surface corrosion treated/protected.

As a result:

• No corrosion was demonstrated on the seat-rail

• Slight corrosion on the “sacrificial” bonding angle/bracket.
• No corrosion or any other effect on the Aluminium tapes, the GFRP or CFRP panels, and the
acossiated structure.

Parallel in-house laboratory tests were conducted using the above described solution with carpet
samples made of different textile material such as pure wool, semi-synthetic and synthetic.
The test results demonstrated that a diversion of electrostatic discharge is well achieved with all
carpet types, even at low relative humidity values (<10%), (please refer to Appendix 2, Figure 4.4).

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4.2 Short-Term Solution

There are widely available in the market anti-static finishes such as Disperstat and Durostat,
contained in pressurised canisters where, when applied over the carpet surface tend to prevent the
generation of electrostatic charge build-up in the aircraft cabin.

Because these products are water soluble/based, the mechanical properties of the carpet textile with
regards to flame retardation/toxicity as per FAR/JAR 25.853 and ABD 0031, are not affected.
On the other hand, the long-term effect of the above named products is limited due to the very fact
that they are water soluble/based and thus, their properties gradually wear-off with foot traffic.

5. MODIFICATION INFORMATION:

5.1 A330/A340 Aircraft

Modification 47527/MP D42327 addresses the above described technical solution for ESD
diversion/dissipation from the aircraft cabin, with production embodiment:

 A340-300 from MSN 0402 and subsequent.

 A330-200 from MSN 0398 and subsequent
 A330-300 from MSN 0400 and subsequent

Service Bulletin (SB) A330-53-3118 and A340-4130, provides the capability to operators to
embody subject technical solution on aircraft already being in-service. Both subject SBs are
foreseen to be available by the end of November 2000.

5.2 A319/A320/A321 Aircraft

With regards to A32FAM, no such technical solution has been created since, the majority of
this type of aircraft are operating in short-haul flights and in-service reports with respect to ESD
have been limited.

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5.3 A330/A310/A300-600 Aircraft

For A300/A310/A300-600 aircraft, there is no modification available for production aircraft nor
a SB for in-service aircraft. This is due to the fact that the number of in-service reports from
A30FAM aircraft has had been limited. However, feasibility of embodying this technical
solution on to A30FAM aircraft has been proven and thus, if an operator wishes to embody it
then, a Request For Change (RFC) should be addressed by the customer to Airbus Industrie.

6. MATERIAL:

Non Applicable (N/A)

7. PROCUREMENT:


  
  
  


  
  
   

 
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Figure 3.1: RH in relation to FLT hrs.

Figure 3.2

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APPENDIX 2

Figure 4.1: Cabin Floor Aluminum Tape Installation

Figure 4.2: Cabin Floor Aluminum Tape Installation

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Aluminum
Tape

Sacrificial
Bracket

Figure 4.3: installation-cross-section

Figure 4.4: ESD via Aluminum tape between carpet and floor panel.
(the tape is connected to ground at approx. 250 sec. resulting to total
voltage discharge)

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