A380 programme update

The A380 programme is now in its detailed technical definition phase and progressing as planned. Almost one billion dollars spent on technology validation before commercial offers were even issued saw the most comprehensive pre-launch technology drive ever for Airbus., ensuring the aircraft will meet each and every market requirement by design.

Airbus says consultation with customers, which took place throughout the project phase, is continuing, leading to further aircraft design refinements. As an example, Airbus says the lower deck capacity has been increased by one additional pallet in the forward compartment while in the freighter version the main deck will carry one extra pallet in addition to those in the lower deck. Following discussions with leading customer airlines on cabin design, finalisation of the basic architecture of the cabin is scheduled for this summer, leading to the selection of interior styling soon thereafter.

Using new generation engines alongside advanced wing and undercarriage design and technology, Airbus are intent on making sure the A380 not only complies with current noise limits but will be quieter than today's largest airliner. The aircraft's noise signature is compatible with stringent noise regulations such as QC2 departure at London airports. The A380 will generate half the noise level at take-off and carry 35 per cent more passengers than the 747-400 over distances such as London-Singapore.

In terms of emissions, the A380 will consume up to 15 per cent less fuel per passenger transported than the 747, generating less emissions in the landing-take-off cycle as well as in the higher atmosphere. Furthermore, since more seats per aircraft lead to a reduction of average frequency of the world's aircraft fleet, this together with less fuel consumption per passenger will yield a significantly reduced environmental impact in the long term.

A new, fully integrated organisation, headed by Charles Champion, has been implemented across Airbus. It is based on a matrix structure along two axes: one for aircraft deliverables with co-located, multi-skilled teams, the other for aircraft integration along functional lines (engineering, manufacturing, procurement, quality, customer services and customer affairs). A central management office, located in Toulouse, lies at the heart of this organisation.

One of the key elements of the new organisation is the deployment of Airbus Concurrent Engineering (ACE) methods and processes world-wide, integrating new participants and vendors.

Work allocations are approaching completion and more than half all subcontracted work will be placed by the end of July. Nine major industrial risk-sharing partners have already signed framework agreements to participate in the programme from the design phase onward and other potential partners have expressed strong interest in joining..

Many major suppliers are contributing to the refinement of systems architectures and configurations. Suppliers are selected on the basis of competitive tendering and global sourcing principles and the selection process is progressing on schedule. Among the suppliers selected by the end of May, were Pratt & Whitney Canada for the APU, Messier-Dowty for the nose landing gear and Goodrich for the main landing gear. Rockwell Collins have been selected for the new high speed avionics communication bus (AFDX switch), and Thales, in co-operation with Diehl, for the common modules of the new avionics.

Airbus say it is committed to providing its customers with an improved standard of product support, spares and warranty services underwritten by enhanced contractual arrangements with its suppliers.

Preparation for design and production of the new aircraft has begun in Airbus plants across Europe. In France, a new plant will be developed over some 100 hectares in the Aeroconstellation area, in a 380 hectares zone adjacent to the Toulouse Blagnac airport. Construction work is scheduled to begin at the end of the year, to be ready for delivery of the first A380 sections at the end of 2003. Two buildings for structural assembly and static tests are to be built first, followed by a special receiving area to accept the A380 sub-assemblies transported by road to Toulouse.

The main building will be 490 metres long, 290 metres wide and 40 metres high, covering the equivalent of 20 football fields. Two taxiways will link the new site to the airport zone.

In the French plant at Nantes, composite facilities are being extended for the A380 centre wing box, a gigantic section essentially in carbon. The first carbon panels will be manufactured in December. The nose fuselage assembly hall in Saint Nazaire will be increased by some 5,000 square metres while the area of M‚aulte flexible workshop will be multiplied by four.

In Germany, work has begun in Hamburg in preparation for actual construction of the A380 hangars in November. The new site will cover an area of 140 hectares. The first building to go up, 350 m long, 120 m wide and 26 m high, will be for major component assembly (MCA).

Next to the MCA, a furnishing hangar will be used for the interior furnishing of all A380s. The existing runway will be extended in 2003 and a new delivery centre will be built on the site to deliver the aircraft to customers in Europe and in the Middle East. All other customers will take delivery of their aircraft in Toulouse.

New facilities will include two paint shops, a pre-flight hangar and run-up facility. A quay on the river Elbe will be used for shipping fuselage sections directly from Hamburg to Bordeaux.

In the other German plants, preparation involves the installation of new milling machines in Varel, laser beam welding equipment in Nordenham, a new tape laying machine for Stade and a new flap track test rig for system tests in Bremen.

In the UK, a new assembly line will be constructed at Broughton, with work on its installation set to begin during this winter. Some major sub-assemblies for the A380 wing will be assembled at Filton and transported to Broughton site in North Wales, where A380 wing assembly will take place.

The first metal for the A380 wing is due to be cut in the summer of 2002, with the wing going into jig in late spring of 2003 and dispatched from Broughton early in 2004.

The Spanish plants are also getting ready to provide the first large all carbon fibre fuselage section ever designed and manufactured for a commercial aircraft. The use of carbon fibre for this section, located immediately behind the rear pressure bulkhead, will lead to a substantial weight reduction.

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