Chronologie Airbus
July 1991
A VISION OF THE FUTURE…
Airbus unveils its vision of a future aircraft capable of carrying more than 600 people, much larger than
any passenger airliner ever built.
The decision to develop an “ultra high capacity” aircraft at the turn of the 21st century came after Airbus
completed a long term strategy review which revealed a strong need for very large airliners on the basis
of steadily growing passenger traffic and limitations at airports.
Initial feedback from airlines suggests that these large airliners need to be compatible with existing
airport facilities, given the high cost and environmental impact of building new ones.
1 February 1992
MARKET CONFIRMS NEED FOR “ULTRA” AIRCRAFT
Major airlines confirm their need for a new generation aircraft with between 50-100 per cent more seats
than a 747 requiring only minimal changes to airports.
The findings, revealed in an Airbus survey of 10 major airlines in Asia, Europe and North America,
support Airbus’ decision to explore developing an ultra high capacity aircraft.
As more seating means substantial changes to traditional internal layouts, Airbus discusses several
possible fuselage cross-section designs with airlines, even some kind of double deck arrangement.
Airbus and its partners agree a comprehensive development plan to create a firm technological
foundation for the new generation aircraft.
The survey also suggests that the Asia-Pacific region will be the first to need the new generation aircraft
by the turn of the century.
1 July 1994
AIRBUS REVEALS TWIN DECK ORIGINALITY
Airbus refines its vision for an ultra high capacity aircraft to be called the A3XX while in development –
with a ground-breaking twin deck design.
The new generation aircraft would carry up to 840 passengers in an all-economy layout and up to 570
passengers in a three class layout - first, business and economy.
It would be up to 40 per cent larger than today’s Boeing 747-400 with at least 15 per cent better direct
operating costs per seat. The aircraft would be powered by four engines and would have a maximum
take-off weight of about 471 tonnes/. 1,038,000lbs.
With air traffic expected to almost triple in the next 20 years, large aircraft such as the A3XX will be the
only way to carry more passengers without building more airports.
Airline feedback from the discussions will play a vital role in shaping the size, range and overall design of
the A3XX project.
1 June 1995
VIRTUAL A3XX AT PARIS AIR SHOW
Visitors to the Le Bourget Air Show got their first look at the A3XX with the help of a three-dimensional
computer-generated virtual tour of the 500-plus seat aircraft.
In its demonstration, Airbus Industrie allowed visitors to take a walk through its proposed 500-plus seat
A3XX – from boarding gate to their seat on board.
Airbus believes that such virtual reality techniques could help enhance the design of the cabin interior,
crucial in terms of how an airline wins and retains customers.
Airbus was the first aircraft manufacturer to use computer-generated pictures of cabin interiors in 1986.
2 April 1996
AIRBUS CREATES DEDICATED DIVISION
Airbus has created a Large Aircraft Division especially for the new generation A3XX in a bid to accelerate
development and design work.
The division – under the leadership of Senior Vice President Jürgen Thomas - will bring together experts
from Airbus and its partner companies, including design and costing engineers and specialists in
marketing, finance, production, product support and international cooperation.
The new division will also manage all detailed design work performed within the partners companies and
new associated participants.
The priority task will be to examine both the market potential and the industrial and financial basis for
the A3XX as well as to define the basic specifications of the new aircraft.
In line with Airbus Industrie’s tradition, the team will work throughout the pre-development phase in
close liaison with a group of representatives from key potential customers.
1 August 1996
AIRPORT COMPATIBILITY ISSUES – A TWO-WAY EXCHANGE
Airbus is maintaining a permanent dialogue with airports, airlines and regulatory authorities to address
the issue of airport compatibility. An airport data base initially with 35 key airports has been set up to
simulate A3XX movements and identify operational limitations, critical airport areas and aircraft design
parameters. This permanent dialogue will give airports enough time to receive the A3XX when it enters
into service.
The A3XX, in spite of its large size, will be designed to present maximum compatibility with existing
facilities such as runways, taxiways and gate accessibility. In particular, it will fit within the future
standard 80 by 80 metre “box”, as few airports can accept aircraft of more than 80 metre in span or in
length.
Most Asian and European airports are forecast to be ready by 2003 to accept such aircraft while US
airports will require more time.
September 1996
80 METRE “BOX” CRITICAL TO SUCCESS
Airbus says it will limit the A3XX’s wingspan and length to less than 80m as well as develop innovative
landing gear so it can use existing airport runways, taxiways and parking areas with minimal change
needed.
A survey of more than 1,000 gates at 16 key airports shows that of the 134 able to accommodate an
80m wingspan, 128 can accept an 80m fuselage length. The A3XX programme also gives airports time to
adapt to the larger aircraft and their greater passenger loads.
1 September 1996
FURTHER, QUIETER AND CHEAPER TO OPERATE
Airbus confirms that the A3XX-100 seating 555 passengers in three classes will have at least 15 per cent
better direct operating costs per seat than the largest existing aircraft, keeping the cost of air travel
falling in real terms.
The aircraft will also have 10 to 15 per cent more range, and, with the most spacious cabin, 35 per cent
more seating and 49 per cent more available floor space.
A proposed stretched A3XX-200 seating 656 passengers in three classes could mean 20 per cent better
operating costs.
With four engines in the 69,000-78,000lb/307-347kN thrust class, the A3XX will also be quieter than the
largest long haul aircraft currently in operation. All of the big-three engine manufacturers - the Engine
Alliance, Pratt & Whitney and Rolls-Royce are to work together on advanced engine designs for the new
aircraft.
Latest Airbus forecasts indicate a market for 1,380 aircraft of 500-plus seats worth some $300bn before
2014.
4 November 1996
AIRBUS CHOOSES ROLLS-ROYCE
Rolls-Royce and Airbus Industrie have signed a Memorandum of Understanding to develop the Trent 900
as an engine for the A3XX.
The Trent 900 is the latest member of the Trent family, designed for the latest generation of high
capacity, four-engine aircraft with a thrust of up to 80,000lbs. It was launched in September 1996 and is
a close derivative of the successful Trent 800. As such it promises airlines the benefits of low risk design
coupled with the latest advances in engine technology and materials.
5 November 1996
AIRBUS HOLDS FIRST A3XX FREIGHTER TALKS
Airbus organised its first ever meeting of the A3XX freighter and combi working group, created to allow
potential airline customers to help design the air freight transportation version of the A3XX. The working
group was created during previous A3XX discussions and comprises nine carriers.
The need for a larger freighter aircraft is based on the potential of air freight transportation, new
standards of services pioneered by integrators and the spread of global production and distribution
networks. Volume growth, slot constraints and falling yields point toward a requirement for a larger,
more efficient long-range freighter.
Discussions at the Fed-Ex-hosted event focus on issues such as range, freight densities, floor design,
structural capability and door positions as well as ground service equipment and turnaround time.
17 January 1997
A3XX PARTNERS SIGN UP
Airbus have signed agreements with European aerospace companies Belairbus of Belgium and Fokker
Aviation (Stork) of The Netherlands to collaborate on the A3XX project with a view to becoming risksharing partners.
The Memorandum of Understanding is expected to lead to a business agreement which would represent
around two billion US dollars in business volume for Belairbus and Fokker aviation. Both companies have
been associated members of the European consortium on specific aircraft programmes since the late
seventies.
7 April 1997
NORDIC COMPANIES JOIN A3XX STUDY
SAAB of Sweden and Finavitec of Finland have each signed a Memorandum of Understanding for the
study phase of the A3XX project with a view to becoming risk-sharing partners in the programme.
The agreements could lead to business contracts worth more than $2bn for SAAB and Finavitec, two
companies with great experience in aeronautics. Designers from the two companies will be integrated in
the A3XX design team.
1 June 1997
DEVELOPMENT COSTS SET AT $8BN
Development costs for the A3XX have been estimated at $8bn. The investment will be raised from Airbus
Industrie’ partners through repayable government loans and via equity participation from other
aerospace companies aournd the world.
So far, agreements have been signed between Airbus and five European aerospace companies: Fokker,
Belairbus, Alenia, Saab and Finavitec, identifying specific areas of participation.
Some 19 airlines are now committed to working with the company with the aim of launching the new
aircraft in 2003.
1 December 1997
FREIGHTER VERSION OF A3XX UNVEILED
Airbus Industrie’s A3XX will be the solution to the huge increase in air cargo traffic in the 21st century.
The world’s freighter’s fleet is set to double and cargo traffic is expected to more than triple 20 years
from now.
The freighter variant of the A3XX will have three cargo decks. The upper deck will hold 18 pallets, 28 on
the main deck and 11 pallets on the lower level, together representing a payload of up to 150 tonnes.
There will be an upper deck cargo door in the forward fuselage in addition to the main deck door.
1 March 1998
FIRST VIRTUAL MOCK-UP OF A3XX WITH ACE
Airbus engineers have designed the first ever virtual computer mock-up of the A3XX using Airbus
Concurrent Engineering (ACE), a constantly updated three-dimensional computer rendering of the 21st
century aircraft.
The mock-up will allow all A3XX designers to simultaneously check the aircraft’s structure, systems,
equipment and manufacturing techniques.
Customers will also be able to view simulations of the passenger cabin, crew environment, ground
handling and maintenance before deciding to acquire the aircraft.
The new methods and computer systems are implemented simultaneously. An electronic network linking
all the participants in the project supports the virtual mock-up, bringing together a European-wide virtual
multi-disciplinary organisation, making geographical separation unimportant in the development process.
1 May 1998
FIRST WAKE-VORTEX TRIALS COMPLETED
The first trials to measure the wake vortex behind large aircraft such as the A3XX have been carried out
using advanced ground-based laser technology.
The four-week trial conducted in Toulouse by the UK Defence Evaluation and Research Agency is the first
in Europe to measure the relationship between the vortices created by the wings of an airliner and its
weight, speed, and slat and flap settings.
Wake vortices are one of the factors that determine when aircraft can take off and land at busy airports.
The goal is to ensure that aircraft avoid flying directly into the wake vortex produced by the previous
aircraft.
Larger aircraft such as the A3XX produce a larger wake vortex so the challenge is to ensure that the
shape of the wing, and its slat and flap settings are designed to produce as little wake as possible.
Wake vortex studies will continue to ensure that the A3XX can operate with the same approach
separation standards as current widebody jets.
28 May 1998
AIRBUS SECURES GP7200 FOR A3XX
Airbus Industrie has signed a Memorandum of Understanding with the Engine Alliance to develop its
GP7200 engines series to meet the needs of the A3XX.
The GP7200 will cover the 67,000-80,000 lb thrust range and the A3XX is the first application for this
new engine. The GP7200 offers higher levels of fuel efficiency and better noise characteristics than any
engine in its class currently flying.
The Engine Alliance is a limited liability company owned by General Electric Aircraft Engines and Pratt &
Whitney (a division of United Technologies), both of the US.
The new agreement will provide the A3XX with a choice of two engine suppliers: the Engine Alliance and
Rolls-Royce with its Trent 900 engine.
1 April 1999
PAVEMENT FATIGUE TESTS CONTINUE
A 650-tonne machine with 22 wheels is being used to ensure that Airbus Industrie aircraft are designed
within limits for normal airports operations. The tests simulate the wheel configuration and pavement
loading of a variety of aircraft.
The first phase of the programme started six months ago and charted the loading effect of A3XX landing
gears, generating comparative data for four types of airport pavements.
Preparations for the second campaign of tests on airport pavement fatigue have begun on the speciallybuilt taxiway at Toulouse airport. Tests will start in June and will be conducted over a period of five
months.
Test results will be shared with airports to ensure that future pavement designs are adapted to new
generation of aircraft.
1 April 1999
SURVEY HELPS DEFINE A3XX CABIN
The largest ever survey conducted by Airbus gives passengers a big say in helping to define what the
A3XX cabin will look like.
Some 1,200 frequent flyers were interviewed during the four-month worldwide market study and two
specially-built cabin mock-ups were taken to eight cities across three continents.
The worldwide survey was followed by a smaller exercise based on 140 frequent travellers who work for
Airbus Industrie.
Airbus was able to test ideas and understand passengers’ travelling experience right from the moment
they see the aircraft to the moment they reclaim their luggage.
1 June 1999
RELAXED STABILITY RECEIVES GREEN LIGHT
Airbus Industrie has successfully completed a test flight using an A340 aircraft to endorse its planned use
of relaxed stability for the A3XX.
By transferring fuel between tanks, Airbus was able to shift the A340’s centre of gravity to the rear of the
aircraft, reducing trim drag and loads on the horizontal tail plane and wing. These reductions in loads and
drag allow reductions in the size and weight of the tail plane.
On an aircraft such as the A3XX this would allow a 10 per cent reduction in the size of the horizontal tail
plane with a corresponding weight saving of up to 700kg, improving range, and flight economics and
reducing environmental impact.
1 September 1999
CERTIFICATION SCHEDULE DRAWN UP
Airbus Industrie and aviation authorities - the US Federal Aviation Administration and European Joint
Aviation Authorities – have held a joint meeting to develop a timetable for type certification of the A3XX.
Airbus Industrie also made presentations to the authorities on the general aircraft characteristics, aircraft
performance and details of the A3XX systems, structures, cabin and cockpit.
The initial certification programme is for the proposed 555-seat, 14,200km/7,650nm A3XX-100 version
of the double deck aircraft. Higher capacity, longer range passenger and freighter versions are also under
development and corresponding certification aspects are being considered.
1 October 1999
PILOTS CONTRIBUTE ON COCKPIT ISSUES
Pilots from major airlines across Europe, Asia and North America have participated in an A3XX Manmachine interface study and more are expected to contribute as development of the cockpit continues.
Pilots spent up to two days examining the proposed A3XX cockpit and offering valuable advice on
controls and instrumentation
Pilots were placed in an A3XX cockpit demonstrator where representations of cockpit instruments gave
them interactive access to some functions such as flight management, and controls and displays
allocation. New features planned for the A3XX such as vertical situational awareness, airline operation
communication and on board information were also reviewed
1 October 1999
NEW A3XX MOCK UP CENTRE FINISHED
The new mock-up building in Toulouse that will house the A3XX is ready to receive the new generation
aircraft.
By mid-November, the front section of the A3XX mock-up, the first to be installed, will be delivered. The
mock-up will display not only complete cabins but also lower deck facilities and cargo areas.
The upper deck of the A3XX sections will be assembled on site because the height of the fuselage
prohibits transportation. Completion of the full-size A3XX structure is planned for the end of February.
8 December 1999
A3XX PROGRAMME PROGRESSES TO NEXT STAGE
The Supervisory Board of Airbus Industrie has reviewed the A3XX programme and expressed deep
satisfaction with the progress made, in particular the aircraft’s technical specifications having been
achieved according to airline’s requirements.
Airbus’ board of directors therefore authorizes its management to approach airlines interested in the
A3XX to gauge their commitment in terms of quantity and timing of delivery.
The choice of Airbus site for the Final Assembly Line between two highly qualified sites has yet to be
finally worked out.
30 April 2000
EMIRATES COMMITS TO THE A3XX
Dubai-based carrier Emirates has become the first airline to commit officially to the A3XX when it
announced its decision to become a launch customer for the A3XX following a thorough study of its
performance and economics.
Emirates Chairman, His Highness Sheikh Ahmed bin Saeed Al-Maktoum, confirmed that he had officially
notified Airbus Chief Executive Noël Forgeard that Emirates would acquire up to ten A3XXs for deliveries
starting in 2006, as soon as the final launch decision is made. The ten aircraft would include two
freighters.
16 May 2000
SINGAPORE AIRLINES IN TALKS TO ACQUIRE THE A3XX
Singapore Airlines is in talks with Airbus Industrie to become one of the first airlines in the world to
operate the all-new A3XX. The airline is in discussions for the initial purchase of up to 16 aircraft,
including ten firm orders and six options.
1 June 2000
QANTAS IDENTIFIES NEED FOR A3XX
Qantas has expressed its interest in becoming a launch customer for the A3XX, with indications of an
initial requirement for up to 10 aircraft, for deliveries from 2006 onwards.
The Sydney-based carrier said it was interested in the A3XX for its “Kangaroo Route” between Australia
and London and the trans-Pacific route between Australia and Los Angeles.
2 June 2000
AIR FRANCE INTERESTED IN THE A3XX
Air France has manifested its interest in the A3XX, expressing a need for around ten aircraft and thus
becoming a potential launch customer for Airbus Industrie’s future very large aircraft.
The airline confirmed the very special interest it has taken in the A3XX project since the spring of 1996,
when it began participating in the working groups and different stages of this programme under
development.
23 June 2000
A3XX RECEIVES ‘AUTHORISATION TO OFFER’
Airbus receives approval from its shareholders to begin making firm commercial offers to potential launch
customers for the A3XX.
This “Authorisation to Offer” (ATO) follows an extensive market review, which clearly indicated healthy
demand. Ongoing studies by Airbus restate the business case and financial viability of the programme,
which will generate additional shareholder value.
To date, eight companies have expressed interest in acquiring the A3XX. They include Air France,
Emirates, ILFC, Singapore Airlines, Virgin Atlantic, and three other companies which are undisclosed.
Commenting on the decision, Airbus Chief Executive Officer, Noël Forgeard says his team would now be
able to firm up commitments for the new very large aircraft: “The market has signalled loud and clear
that it wants the A3XX, and this has been recognised by our shareholders who all fully endorse the
programme. We shall now proceed to firm up the announced expressions of interest, and we have every
confidence that the industrial launch will be achieved at the turn of the year.”
7 June 2000
ILFC INTERESTED IN THE A3XX
International Lease Finance Corporation (ILFC) has confirmed its strong interest in the A3XX, indicating
its desire to become a launch customer for the future aircraft. ILFC would acquire five aircraft with
deliveries starting in 2006
Airbus Industrie Chief Executive Officer Noël Forgeard said the expressed interest in the A3XX
programme by Airbus Industrie’s largest customer, was a clear sign of confidence by the financial as well
as the airline community in the consortium’s all-new aircraft project.
24 July 2000
AIR FRANCE CONFIRMS INTEREST IN A3XX
Air France has confirmed its commercial interest for the A3XX at the Farnborough Air Show with the
signing of letter of intent for ten of the new generation aircraft.
The French national flag carrier has been involved in various A3XX working groups since 1996 and has
closely followed the development of the aircraft.
“The projected growth in air traffic, together with the totally new standards in terms of passenger
comfort and economics that the A3XX will introduce in the very large capacity market, while being
extremely environmentally friendly, has convinced us that this aircraft is ideally suited to Air France’s
21st century evolving needs,” said Air France President Jean Cyril Spinetta.
24 July 2000
EMIRATES FIRST TO SIGN AGREEMENT FOR A3XX
Emirates has become the first airline to sign a firm commitment to acquire the A3XX with an initial order
for five airliners and two freighters plus five options.
The announcement comes only three months after the Dubai-based carrier declared it would become a
launch customer for the A3XX following a thorough study of its performance and economics.
Emirates plans to use the A3XXs to cope with passenger and cargo growth on trunk routes from its Dubai
base, including services to London, Asia-Pacific and North America.
25 July 2000
ILFC SIGNS FOR FIVE A3XXS
International Lease Finance Corporation (ILFC) has signed a letter of intent for 87 Airbus aircraft
including five A3XXs.
This significant new commitment underscores the confidence of the world’s largest new aircraft leasing
company in the value of Airbus’ entire product offering – now completed at the top end of the spectrum.
“We are delighted to support the launch of the A3XX which we believe will become the flagship of the
21st century. We look forward to working with Airbus on all its existing and future programmes,” says
Steve Hazy, ILFC’s Chief Executive Officer.
ILFC is Airbus’ largest single customer and this major deal is set to bring the total number of Airbus
aircraft in ILFC’s portfolio to as many as 480.
1 September 2000
AIRBUS SELECTS PRATT & WHITNEY FOR A3XX APU
Airbus has selected Pratt & Whitney Canada Corp. to supply the Auxiliary Power Unit engine for the
A3XX. The new APU, the PW9XX, is a growth version of the manufacturer’s proven PW901A and
specifically designed to meet the requirements of the new A3XX.
It will also incorporates the latest technological advances in the areas of aerodynamics, materials and
engine controls, to offer a high level of reliability and durability.
29 September 2000
SINGAPORE AIRLINES TO ORDER UP TO 25 A3XXS
Singapore Airlines is to become the first airline in the world to operate the all-new 555-seat A3XX,
following the announcement by the carrier of its decision to purchase up to 25 aircraft. The agreement
covers firm orders for 10 passenger aircraft plus 15 options for both the freighter and passenger
versions.
The airline plans to deploy the A3XX on services to London, Los Angeles, San Francisco, New York,
Tokyo, Hong Kong and Sydney.
Noël Forgeard, Airbus CEO, said that the news represented another key landmark in the A3XX
programme.
Airbus has now received firm commitments for a total of 32 A3XXs from four customers.
29 November 2000
QANTAS BECOMES A3XX LAUNCH CUSTOMER
Qantas has become the latest A3XX launch customer after having already expressed its keen interest in
the new generation aircraft.
The Sydney-based carrier has signed for 12 A3XX aircraft and taken a number of undisclosed options.
The A3XXs will provide extra capacity on the “kangaroo route” between Australia and the UK via
Singapore and Bangkok on which Qantas currently operates 17 flights each week.
“Our selection of the Airbus A3XX reflects both our commitment to quality service for our passengers,
and to the most economical aircraft that will help us to deliver shareholder value,” says Qantas Chairman
Margaret Jackson.
“With their wide cabins, the A3XX will bring enhanced comfort for our passengers, enabling us to meet
growth while increasing efficiency and achieving benefits from commonality of aircraft type.”
Deliveries of the aircraft will begin in 2006. Each of the Qantas A3XX will seat 524 passengers in a first,
business and economy layout.
15 December 2000
VIRGIN ATLANTIC COMMITS TO THE A3XX
Virgin Atlantic has officially become an A3XX launch customer, ordering six of the new generation
aircraft, plus six options.
This order follows the British carrier’s expression of firm interest made in June and brings the total
number of orders for the A3XX to 50 from six world-renowned companies, many of whom have also
taken options.
Virgin Atlantic’s first A3XX will be delivered in 2006 and the carrier will use its new aircraft on routes
from London to New York and Los Angeles.
Sir Richard Branson, Chairman of Virgin Atlantic said: “Virgin Atlantic will be offering passengers more
seats on more services to more destinations. I am incredibly excited about the opportunities these
aircraft will bring. Our reputation has been built on innovation and the A3XX will give us the opportunity
to create a new flying experience for our passengers.”
19 December 2000
A380 PROGRAMME OFFICIALLY LAUNCHED
At a Supervisory Board meeting in Toulouse, the Airbus shareholders – EADS and BAE SYSTEMS –
officially approved the launch of the A380, formerly known as the A3XX. This decision heralds a new era
in the history of flight, with the introduction into service of the world’s 21st century jetliner in 2006.
With 50 orders and 42 purchase options from six customers on five continents (Air France, Emirates,
International Lease Finance Corporation, Qantas, Singapore Airlines and Virgin Atlantic), the A380 has
already met the criteria set by the company’s shareholders at the commercial launch of the programme.
Airbus Chairman Manfred Bischoff said: “Airbus has a new flagship. This is a major breakthrough for
Airbus as a full range competitor on world markets. We are convinced that this aircraft will have a bright
and extremely successful future. It will be proof of the outstanding capabilities and skills of Europe’s
aerospace industry and represents a completely new generation of technology in the field of aircraft
manufacturing and air travel.”
Airbus Chief Executive Officer Noël Forgeard said: “This decision crowns the efforts of all those who have
worked so hard on the project for the last four years, and in particular the 20 airlines and 50 airports,
the airworthiness authorities, engine manufacturers, suppliers, industrial partners, and, not least, our
shareholders and all the Airbus staff, whose dedication helped shape the programme and bring it to
fruition.”
Complete aircraft sections manufactured in France, Germany, Spain and the United Kingdom will be
delivered to Toulouse, France, for structural assembly, final equipping (including engine installation) and
production test flights.
The aircraft will then fly to Hamburg, Germany, for cabin furnishing, cabin systems installation,
customisation and painting. Deliveries to customers in Europe and the Middle East will be made from
Hamburg, while all other customers will take delivery of their aircraft from Toulouse.
22 December 2000
CHARLES CHAMPION TO LEAD A380 PROGRAMME
Airbus has announced that the next Senior Vice-President of the A380 programme will be Charles
Champion.
Champion joined Aerospatiale's Airbus division in 1979. An aerospace engineer with a Master of Science
degree from Stanford University, he was head of A320 production before leading a company-wide
improvement programme in engineering.
He was also director for Airbus programmes, managing director of the Airbus Military Company, VicePresident Sales for South-East Europe and the CIS, and until his appointment headed the Airbus Single
Aisle programme which he led to an unprecedented monthly production rate.
Champion succeeds Jürgen Thomas, the leader and driving force behind the tremendous engineering,
industrial and marketing pre-launch effort of the A380.
16 January 2001
FEDEX EXPRESS TO ACQUIRE AIRBUS A380-800F
FedEx Express, a subsidiary of FedEx corp. has announced it will acquire the A380-800F, becoming the
launch customer for the A380 freighter version.
FedEx Express will take delivery of ten of the aircraft beginning in 2008 when forecasts for growth in key
international air cargo markets indicate demand will exceed the capacity of the MD-11, the company’s
current long-range intercontinental aircraft.
“Global commerce trends in the 21st century will dictate the need for a larger aircraft, capable of flying
longer distances and offering greater efficiencies than those provided by aircraft available today,” says
Frederick W. Smith, Chairman, President and Chief Executive Officer, FedEx Corp.
“The A380 will be capable of flying directly from our major service points in Asia and Europe to our hubs
in the U.S. with nearly twice the payload of the MD-11,” says Smith. “This is the right decision for our
customers, shareholders and our nearly 200,000 employees around the world.”
FedEx Express will take delivery of three aircraft each in 2008, 2009 and 2010, as well as one in 2011.
The decision to acquire the A380-800F follows a two-year study at FedEx Express of the company’s longterm needs for very large, long-range aircraft.
27 February 2001
QATAR AIRWAYS BECOMES THE LATEST A380 CUSTOMER
Qatar Airways has decided to acquire two of Airbus’ all-new very large A380 aircraft plus two options,
becoming the latest A380 customer. Both A380s will be delivered in the last quarter of 2007, giving the
carrier the increased capacity that it will need by then on its most heavily travelled routes.
The A380 has now won 66 firm commitments from nine customers, plus another 54 options. It remains
the only firmly launched new programme in its class, and has won every single competition for very large
aircraft so far.
5 April 2001
HAMBURG DEVELOPMENT CENTRE OPENS
A new development centre opens at Airbus’ Hamburg site, the first building to be built by Airbus
specifically for the A380 programme.
The development centre consists of four two-storey buildings and will be ready to be occupied by
development and production engineers in June.
26 April 2001
VIRGIN SIGN UP FOR SIX A380s
Virgin Atlantic Airways has firmed up its commitment for six A380s plus options by signing a firm
contract for the new aircraft. Virgin Atlantic plans to introduce new standards of passenger comfort such
as casinos and duty free shops on board.
“I am incredibly excited about the opportunities these aircraft will bring – our reputation has been built
on innovation and the A380 will give us the opportunity to create a new flying experience for our
passengers,” says Sir Richard Branson, Chairman of Virgin Atlantic Airways.
“Virgin Atlantic’s strategy is to maintain our recent spectacular growth and these new aircraft will play a
large part in helping us to expand our existing services and add new routes. As other carriers are
shrinking in size and cutting their network, Virgin Atlantic will be offering passengers more seats on more
services to more destinations.”
With forecast demand for 1,550 very large aircraft over the next 20 years, Airbus says it sees excellent
market opportunities for the A380 enabling as it does airlines to cope with increasing air traffic,
especially on routes between congested airports.
18 June 2001
AIR FRANCE PLACES MAJOR ORDER
French flag carrier Air France confirmed a major A380 order at the Paris Le Bourget Airshow for 10 A380800s plus four options.
The first Air France A380 is planned for delivery in November 2006, and will seat 550 passengers in an
exceptionally spacious three-class layout. The French carrier plans to operate its new A380 fleet on long
range routes from Paris to North America and Asia, gradually supplementing its 747-400 fleet to match
traffic growth.
Air France is also the first airline to select the new Engine Alliance GP7200 engine to power its A380
fleet. This engine, certificated at 76,500 lb (340 kN) of thrust, is the product of a joint venture between
US engine manufacturers General Electric and Pratt & Whitney.
“With the additional space we will be able to offer our passengers, this new aircraft gives Air France the
opportunity to change the way people fly. These new standards of spaciousness and comfort, combined
with our commitment to environmental friendliness, make this aircraft the ideal solution to accompany
Air France’s growth in the 21st century,” declared Air France President Jean-Cyril Spinetta.
19 June 2001
LANDMARK A380 CONTRACT SIGNED
International Lease Finance Corporation (ILFC) signed a landmark contract at the Paris Le Bourget Air
Show for the purchase of 111 Airbus aircraft, including five A380-800s and five A380-800F freighters.
This major new order represents a doubling by ILFC of its initial commitment for five A380-800s,
converting it into a firm order for both the passenger and the freighter versions.
“The order reflects our continued commitment to Airbus’ outstanding products and ever-increasing
market presence,” said Steven F. Udvar-Hazy, ILFC's Chief Executive Officer. “We foresee further
increases in the demand for these aircraft, including and in particular, for the A380, both in its passenger
and freighter versions.”
“When such a major industry player as ILFC makes such a large-scale decision, it is an excellent indicator
that we are on the right track,” said Airbus Chief Executive Officer Noël Forgeard. “We are very
appreciative of the level of ILFC’s commitment to Airbus, in particular for the distribution and financing of
our new products worldwide.”
16 July 2001
SINGAPORE AIRLINES TO BE WORLD’S FIRST A380 OPERATOR
Singapore Airlines has signed a firm contract for 10 A380-800s, confirming its earlier commitment. With
delivery of the first A380 planned for the first quarter of 2006, it will be the first airline in the world to
operate the 555-seat aircraft. Subsequent deliveries will continue through to 2007.
The latest order brings the number of firm orders for the all-new aircraft to 67 with commitments from
eight more customers
The airline will deploy the A380 on high-density routes to London, Los Angeles, San Francisco, New York,
Tokyo, Hong Kong and Sydney and will also complement its planned non-stop services to US destinations
scheduled to launch in 2002.
“Singapore Airlines is one of the world’s most innovative airlines and the A380 will offer great potential in
the development of exceptional new cabin amenities with which passengers have come to associate the
airline,” says Noël Forgeard, Airbus Chief Executive Officer.
In addition to the firm orders, Singapore Airlines has options for a further 15 of the type.
19 July 2001
AIRBUS AWARDS GOODRICH EVACUATION SYSTEMS CONTRACT
Airbus has selected the US-based Goodrich Corporation to supply the evacuation systems for the A380.
Goodrich will engineer and manufacture the slides and provide customer support once the aircraft enters
commercial service in 2006.
The programme has the potential to generate revenues between $300m and $400m including original
equipment sales to Airbus and aftermarket spares and services to the airlines over a 20-year period.
Goodrich will supply up to 18 evacuation slide systems, more in number and size than for any previous
aircraft in the world. The slides are designed to be 10 percent lighter than today’s slides, while still
meeting all performance requirements.
According to Allan McArtor, Chairman of Airbus North America, the A380 programme could generate
more than 20,000 American aerospace jobs. Airbus currently spends more than $5billion annually with
American suppliers to its wide range of aircraft models. Up to 40 percent of an Airbus aircraft is made of
components produced by several hundred American companies.
Goodrich has a long-standing relationship with Airbus and currently supplies aerostructures, wheels and
brakes, crew seats, and evacuation, electronic, and specialty heating systems for a broad range of Airbus
aircraft. In March, Goodrich was awarded the main landing gear contract for the A380 worth between $2
and $3bn over 20 years. At the Paris Air Show in June, Goodrich announced that it had been selected by
Rolls-Royce to supply the fuel delivery system for its Trent 900 engine, selected by several airlines to
power their A380s.
26 July 2001
PARKER AEROSPACE TO SUPPLY FUEL MEASUREMENT AND
MANAGEMENT SYSTEM FOR A380
Airbus has selected the New York-based Electronic Systems Division of Parker Aerospace to provide the
fuel measurement and management systems for the new A380.
The fuel measurement system accurately gauges the fuel quantity in the tanks located in the aircraft
wings, fuselage, and horizontal stabilizer. This information is computed by the aircraft integrated
modular avionics (IMA) suite. The fuel management system, controlled from within the IMA suite,
monitors the distribution of fuel while commanding pumps and valves of the aircraft’s fuel system to
provide the functions of fuel transfer, centre of gravity (CG) control and refuel.
The Electronic Systems Division will design and produce all the in-tank sensors and harnesses,
associated avionics, and measurement and management software for the A380.
10 October 2001
EATON WINS HYDRAULIC SYSTEM CONTRACT
US company Eaton Corporation is to provide the hydraulic power generation system for the A380.
The A380 hydraulic system will incorporate Eaton's innovative 5000 psi (pounds per square inch) fluid
power technology allowing Airbus to achieve significant weight savings throughout the aircraft's
structure.
The multi-year contract, with work to be completed at Eaton’s California, Michigan and Mississippi
aerospace units, has potential revenue value of $200m over the next 20 years. This is the latest in a
series of multi-million-dollar A380 contracts awarded to US manufacturers in 2001.
“Eaton is a fine example of why Airbus travels the world to find the very best suppliers for every
component of its aircraft,” says Allan McArtor, Chairman of Airbus North America. “This is a challenging
time for our industry, but Airbus is committed to moving forward with the A380 program, and solidifying
contracts like this one with one of the hundreds of U.S. companies that work on our aircraft is an integral
part of that progress. The A380 will be the aircraft to take care of future market demand.”
4 November 2001
EMIRATES TRIPLES A380 ORDER
Dubai-based Emirates, the first ever A380 customer, has tripled the size of its original commitment by
ordering 22 A380 aircraft including two freighters.
The deal which includes the airline taking options on 10 more A380s makes Emirates the world’s largest
single customer for the all new aircraft.
“Even today we need larger aircraft,” says Emirates Chairman HH Sheikh Ahmed bin Saeed Al-Maktoum.
“By 2006, when our first A380 enters service, we expect to carry more than twice as many customers as
now. The A380 represents the only possible way forward for an airline like Emirates for, not only does it
offer greater efficiency, but landing slots at the world’s most popular airports are becoming harder to
obtain – for example at London Heathrow, Frankfurt and Hong Kong.”
Emirates will take delivery of the A380 passenger versions between 2006 and 2009 and both A380
Freighters in 2008. It will operate the aircraft on three different types of routes and services – regional
high density medium range operations, low density medium/long range flights to Europe and Asia, and
on very long hauls to North America – thereby taking full advantage of the operational versatility of the
airliner. The medium range A380s will have a maximum take-off weight (MTOW) of 510 tonnes, while the
longer range version will have an MTOW of 560 tonnes. Engines have yet to be chosen.
6 December 2001
WORK BEGINS ON THE FIRST A380 COMPONENT ASSEMBLY HALL
Work on the first major component assembly hall for the A380 is getting underway at the Mühlenberger
Loch site in Hamburg.
"We are pressing on with preparations to build the A380, which is a long-term strategic investment in the
future of aviation,” says Noël Forgeard, Airbus President and Chief Executive Officer. “We are fully
committed to this programme which will bring the market the right product, with the right economics, at
the right time."
The major component assembly hall will be roughly 230 m long, 120 m wide and 26 m high (748 x 393 x
75 feet). The laying of the foundation stone for this new A380 hall is scheduled for March 2002 and the
hall will be completed by early 2003. It will house the structural assembly of the forward and aft fuselage
sections of the new A380 as well as the equipping of their flight essential systems. Major component
assembly (MCA) for the first A380 aircraft will therefore begin on schedule at the Hamburg site in early
2003. Cabin equipment halls, paintshops, workshops, ground running test facilities and a delivery centre
will also be buil
20 December 2001
LUFTHANSA SIGNS FOR 15 A380s
Deutsche Lufthansa has signed a firm order for 15 A380s, taking the total number of firm orders and
commitments for the A380 to nearly 100.
Lufthansa plans to operate the A380 on high density routes from Lufthansa's two main hubs - Frankfurt
and Munich - to cities such as New York, New Delhi, Singapore and Bangkok. Both airports will be ready
for A380 operations when the aircraft enters service. Engines have yet to be selected.
“With this order, we are signalling a future-oriented investment, which will help strengthen Lufthansa’s
position long term in international competition,” says Lufthansa Chairman and Chief Executive Officer
Jürgen Weber.
“We are very proud that Deutsche Lufthansa, one of Europe’s most successful carriers, has selected the
A380 for their future strategy. This contract signed today in the current environment underscores the
demand for very large aircraft as the solution for strong long-term growth in air traffic,” says Airbus
President and Chief Executive Officer Noël Forgeard.
Deliveries to the German airline are scheduled to begin in 2007
15 January 2002
HONEYWELL SELECTED FOR A380 FLIGHT MANAGEMENT SYSTEM
Airbus has selected Arizona-based Honeywell to supply the Flight Management System (FMS) for the
A380.
The computer-driven FMS manages the aircraft’s navigation systems and assists the pilots in flying
optimum routings, climbs and descents. The contract which includes original equipment sales and
aftermarket business is expected to generate revenues of $200m over the next 20 years.
Honeywell’s state-of-the-art FMS system features new hardware for greater speed and will use a graphic
display with pop-up menus and cursor controls rather than the conventional text-based interface. The
system will still be operated with a keyboard but will require less typing due to item selection availability,
resulting in time savings and fewer entry errors.
Airbus now has firm orders and commitments for 97 A380s from nine customers, including Air France,
Emirates, FedEx, ILFC, Lufthansa, Qantas, Qatar, Singapore, and Virgin Atlantic.
23 January 2002
A380 ENTERS PRODUCTION
The A380 marked a significant industrial milestone as the new generation aircraft entered production on
schedule at the Airbus site at Nantes in France, specialised in the field of structural composites.
The traditional “first metal cut” from the machining of an aluminium triform (wing-to-fuselage junction)
was accompanied by the production of the first carbon fibre reinforced plastic component for the centre
wing box weighing 12 tonnes (26,500 lbs).
The use of composite materials for the manufacture of this part is just one of the many innovative
features of the new aircraft.
In October 2003, all the A380 parts manufactured at various Airbus sites around Europe will be
transported by land and sea to Toulouse for final assembly.
With 97 firm orders and commitments, the A380 is achieving a resounding success on the market in just
one year since its launch.
1 February 2002
HAWKER DE HAVILLAND TO MAKE AIRBUS A380 WINGTIP FENCES
Airbus has selected Hawker de Havilland to design and build the wingtips and wingtip-fences for the
A380, a contract valued at some A$400 million/US$200m over the life of the programme.
The wingtip fences – arrow-shaped surfaces attached to the tip of each wing – help the wing to be more
efficient, save fuel by reducing drag – as well as reducing noise by improving take-off performance.
Standing some 2.4 m/ 7 ft 10 in tall, they will be the largest of their kind in the world.
Hawker de Havilland already builds the wingtip fences for all Airbus A330s and A340s at its factory in
Sydney and has delivered some 450 aircraft sets to date.
26 February 2002
FIRST A380 TECHNICAL MANUAL RELEASED
The A380 technical manual, the “Airplane Characteristics for Airport Planning” has been published some
three years before the first flight of the aircraft, the first time a technical manual of this nature has been
made available so early.
The manual available on Airbus’ website provides specific A380 data such as aircraft dimensions, take off
and landing distances, terminal operations, taxiing, parking and pavement loading requirements needed
by airport authorities and planners to support A380 operations.
Airbus has been working with planning teams from 50 major airports on five continents to ensure the
A380’s smooth handling at its entry into service in 2006.
Airbus will deliver a full range of technical data, in electronic format, for the maintenance, engineering,
materiel support and flight operations departments of A380 airline customers.
14 March 2002
A380 PRODUCTION BEGINS AT BREMEN PLANT
Production on the A380 started at the Airbus site of Bremen in Germany, following the traditional “first
metal cut” in France.
Two formed sheet metal parts of aluminium were completed for later integration into the fuselage section
aft of the wings. These two initial 2.5 and 2.8 mm thick metal components are, in fact, clips, which serve
as a connecting element between frame assemblies, stringers and the fuselage shell.
Bremen is the second largest Airbus site in Germany after Hamburg and, as well as housing one of
Airbus’ five main design offices, it focuses on widebody wing equipping and the manufacture of high lift
components and sheet metal parts. The Bremen site is also responsible for producing the high-lift
systems (landing flaps) of the A380.
14 March 2002
NEW ASSEMBLY HALL INAUGURATED AT MÉAULTE
Airbus Chief Executive Officer Noël Forgeard and Jean-Claude Chaussonnet, Airbus France president,
inaugurated the new 'Erebus' assembly hall at Méaulte, France.
The 10,000 sq m hall increases the assembly area by 40 per cent and will house the assembly of
fuselage nose sections.
The new facility will house the innovative laser-based spatial positioning system (interferometry) for the
A380. This technology, designed and developed at Méaulte, will cut production costs and improve
workstation ergonomics.
Some 100 employees work in Méaulte on the A380 programme and this number is expected to double by
2003.
1 April 2002
FINAL ASSEMBLY LINE GETS UNDERWAY
Large scale construction work to house the A380 final assembly lines gets underway in Toulouse where a
new plant is being developed over some 50 hectares (123 acres) near the airport. The plant will comprise
mainly the static test building and the final assembly hall, due to be completed by the end of 2003. the
latter will be 490 metres long, 250 metres wide and 46 metres high (1,600 x 820 x 150 feet).
This hall will also accommodate 34,000 square metres (365,900 square feet) of office space on six levels.
Nearby, construction began in January 2002 on the static test building, covering 12,000 square metres
(129,160 square feet), due for delivery in June 2003. It will house the static airframe test that will be
part of the certification process for the A380.
4 April 2002
LEADING JAPANESE SUPPLIERS JOIN A380 PROGRAMME
Airbus has announced an expansion of the industrial cooperation between Europe and Japan with the
participation of leading Japanese companies in the A380 programme, a collaboration worth over
US$650m in the years to come.
JAMCO Corp will produce the upper-floor deck carbon cross beams, together with the VTP centre box
profiles (stiffeners, stringers and ties), using JAMCO’s revolutionary advance pultrusion technology at
Mitaka (Tokyo).
Two Japanese leading companies in the composite area have also agreed to develop, manufacture and
supply new Intermediate Module (IM) fibres for the A380.
Toray Corp will supply PAN-based carbon fibre at its Iyo site on the island of Shikoku. Although Toray
already provides other fibres and products to Airbus, this is the first time the company will supply
intermediate carbon fibre filament.
Toho Tenax Corp will develop and produce PAN-based carbon fibre at its Mishima plant near Tokyo.
Already an Airbus supplier, this is the first time the company will supply intermediate carbon fibre
filament.
Sumitomo Metal Industries will supply titanium sheets for the A380 at its Sumitomo Metal Naoetsu site in
the Niigata Prefecture. Sumitomo Metal Industries has also worked with Airbus previously.
19 April 2002
A380 MANUFACTURING STARTS AT VAREL
The Airbus site of Varel has started the production of the first aluminium frame assembly for the rear
fuselage section of the A380.
10 June 2002
NEW DESIGN OFFICE OPENS IN WICHITA
Airbus North America Engineering has opened in Wichita, Kansas, the first U.S. engineering and design
facility for the aircraft manufacturer, allowing nearly round-the-clock development work on the A380.
Fifty design and stress engineers will be employed at the facility working on A380 wing design. The office
is linked in real time via on-line communications to the main A380 wing design office in Filton in the
United Kingdom.
“Airbus selected Wichita for two reasons,” says Allan McArtor, Chairman of Airbus North America. “First
was the fact that the talent pool of aerospace and aviation experts here in this city is among the richest
in the world. The second reason is that by reason of time zones, this office allows nearly 24-hour
development work on the A380, in concert with Airbus engineering headquarters in Europe.”
The 12,600-square-foot office is located in “Old Town” Wichita, a historical industrial neighborhood. The
environment offers the Airbus team an environment more akin to a college campus rather than a typical
aircraft factory.
25 June 2002
AIRBUS EXPANDS PARTNERSHIP WITH JAPAN
Three more leading Japanese airframe manufacturers are joining the next-generation A380 programme.
In addition to the four Japanese suppliers which were announced in April, the latest suppliers joining the
A380 programme are:
Mitsubishi Heavy Industries Ltd. (MHI) will supply the front and aft lower cargo doors. Production will be
completed at MHI’s factory of Oye, in Nagoya (Aichi Prefecture) from September 2003.
Fuji Heavy Industries (FHI) will supply the vertical tail plane (VTP) leading and trailing edges, as well as
VTP tip and fairings from its plant in Utsunomiya from May 2003. This is the first collaboration contract of
FHI with Airbus.
Japan Aircraft Manufacturing (Nippi) will supply the horizontal tail plane (HTP) tips from its Yokohama
plant from October 2003. This is the first collaboration of Nippi with Airbus.
28 June 2002
A380 PRODUCTION STARTS AT STADE
Production work on the A380 has started at Airbus’ site in Stade where two new purpose built buildings
covering a total of 21,000 sq m will house advanced assembly automation and enhancing processes.
The first pre-series A380 part to be produced, a pressure bulkhead for test purposes, is already being
manufactured. The first part “fit to fly” will be delivered by the Stade site in summer 2003.
10 July 2002
BELAIRBUS SIGNS SLAT TRACK CONTRACT
Airbus and Belairbus have signed a contract for the development and supply of slat track systems for the
wing sections of the A380.
This will make Belairbus – working with its own industrial partners Sonaca, Asco and Eurair - the sole
provider and associate partner of slat track systems for the wing sections, a contract that represents a
potential turnover of 1.3bn Euros over a period of some 20 years and that will create or guarantee many
jobs with Belairbus’ industrial partners.
16 July 2002
A380 FINAL ASSEMBLY FACILITY INAUGURATED BY FRENCH
PRESIDENT
Airbus’ new final assembly facility for the A380 at Toulouse, France, was inaugurated by the French
President, Jacques Chirac, who unveiled a commemorative pillar to mark the historic occasion.
“Airbus is privileged and honoured by the presence of Jacques Chirac, the President of France. Both for
the integration of Airbus as a single company and for the A380, his strong support and personal presence
have been a source of pride and confidence for us all,” says Airbus President and CEO Noël Forgeard.
The new 50 hectare (120 acre) facility will house the giant final assembly hall and static test hall for the
A380. The site is part of the 220 hectare (540 acre) Aéroconstellation industrial complex, which will be
linked to Blagnac airport by two new taxiways.
Work began in January 2002 and will be completed by the end of 2003. By 2004, the assembly line’s 23
overhead cranes will be operational and Airbus will start producing the world’s largest passenger aircraft
16 July 2002
FEDEX SIGNS FOR 10 A380s
FedEx has signed a contract for ten firm orders plus ten options of the A380 freighter version of the
aircraft.
FedEx Express, a subsidiary of FedEx Corporation, will take its first delivery of the aircraft in 2008. In
total, Airbus will deliver three A380F aircraft to FedEx in 2008, plus three in 2009 and 2010, and one in
2011. FedEx has not yet announced its engine selection.
“This is a major milestone for FedEx on two counts,” says FedEx Corporation Chairman, President and
Chief Executive Officer Fred Smith. “The agreement secures the most efficient, long-range aircraft in the
world for the future needs of the FedEx fleet.”
“FedEx was one of 20 carriers that worked from the beginning with Airbus on the concept of the A380,”
says Airbus President and Chief Executive Officer Noël Forgeard. “It’s very rewarding to see that early
participation in the programme has resulted in the creation of an aircraft that our customers not just
want, but order. FedEx is the third customer to place a firm order for the A380 freighter, which offers 20
per cent lower tonne/mile costs than other freighters.”
The FedEx A380F will carry a freight load of 150 tonnes/330,000 pounds (with a cargo volume capacity
of 40,000 cubic feet) a distance of nearly 6,000nm. These performance characteristics mean the A380F
can cross the Pacific in a single flight, eliminating up to a day from door-to-door delivery time.
23 August 2002
FILTON SITE CUTS FIRST METAL FOR A380 WING
The first ‘cutting of metal’ for the A380 marked the launch of UK manufacturing at the Airbus factory in
Filton, near Bristol.
The component will form part of the first set of wings to be delivered from the UK to the aircraft final
assembly line in Toulouse in Spring 2004 and is one of the furthest outboard ribs for the wings of the
aircraft, which has a wingspan of 79.8m.
The machining follows several months of intensive work on test components for the A380 at a new
£16.5m (26m euro) rib manufacturing facility at Filton.
Made for the first time from weight-saving high tensile strength aluminium alloy, the rib is 2.2m long and
0.5m wide. It is one of 124 ribs which form part of the interior skeleton of the set of wings (which also
contain the fuel).
The Filton site is responsible for manufacturing 40 ribs for each aircraft, the largest being 3.1m by 2m.
Completed rib sets will be delivered to its sister factory in Broughton, North Wales, for final assembly
into the wings and then delivery to the final assembly line at Airbus’ facility in Toulouse.
19 September 2002
UK INNOVATION MINISTER OPENS AIRBUS’ NEW A380 ‘GREEN’
OFFICE
Lord Sainsbury, UK Minister for Science and Innovation, made a VIP visit to Filton to formally open a new
A380 office - the design of which has already been highly rated in an independent environmental
assessment.
Seven hundred design engineers and project staff who work on the A380’s wings, fuel system and
landing gear move into new £14m offices at Airbus’ Bristol site.
21 October 2002
AIRBUS EXPANDS INDUSTRIAL PARTNERSHIP WITH JAPAN
Three more leading Japanese manufacturers join the A380 aircraft programme.
ShinMaywa Industries, The Yokohama Rubber Co and Nikkiso are joining the seven Japanese suppliers
announced earlier in the year.
With the addition of these three companies, the estimated revenue of Japan in the A380 programme will
be well over US $1,750m in the years to come. The contribution of the new suppliers is as follows:
ShinMaywa Industries Ltd. (SMI) will supply the main wing root fillet fairing from its Konan factory in
Kobe from April 2004. This is the first industrial collaboration of ShinMaywa with Airbus.
The Yokohama Rubber Co. Ltd. (YRC) will supply the CFRP water and waste tanks for the water and
waste management system, from its YRC’s plant in Hiratsuka from March 2004. This is the first contract
of Yokohama Rubber with Airbus.
NIkkiso Co. (Nikkiso) will suuply CFRP cascades in the engine nacelle thrust reversers from its plant in
Haibara from November 2004. Nikkiso already supplies cascades for other Airbus thrust reversers.
4 November 2002
CHINESE-BUILT SHIP TO CARRY A380 COMPONENTS
China has been selected to play an important role in the A380 programme by supplying a massive ship to
transport components of the aircraft from production sites in Europe to the final assembly line in France.
The selection of Jinling Shipyard at Nanjing to build the large roll-on, roll-off (Ro-Ro) vessel was
announced by Airbus China President Guy McLeod at the 2002 China Air Show in Zhuhai.
The vessel will be 154m long, 24m wide and 19m deep, and will have the largest door ever installed on a
Ro-Ro ship. Keel-laying is scheduled for February, and the ship will be launched in August 2003. Delivery
of the completed vessel is planned in March 2004.
Airbus will use the Chinese-built ship to ship A380 aircraft sections to the final assembly site in Toulouse,
France from production factories at Hamburg in Germany, Broughton in the United Kingdom, Puerto Real,
Spain and Saint Nazaire in France.
10 December 2002
NEW A380 BUILDING INAUGURATED AT ST NAZAIRE
A new A380 assembly hall, with a total area of 6,000sq m is opened at the Airbus site in St Nazaire,
France.
The plant will assemble, equip and test the forward and centre section of the A380 fuselage. Assembly of
the first components is due to start in 2003.
13 December 2002
AIRBUS STARTS A380 WING PRODUCTION AT BROUGHTON
Airbus’ North Wales factory at Broughton started making the largest Airbus wings ever designed and built
in the UK.
The first cut took place on a long bed milling machine in the main factory where A380 work has to date
focussed on manufacturing test pieces. The bottom wing panel is over 33m long and 2m wide and is one
of the largest in the set of 18.
The first panel is being machined from a 35m long aluminium-alloy billet or casting, weighing nearly
4,500kg. The machining process will remove over 70 per cent of the metal in order to form the finished
panel.
The Broughton site is manufacturing 18 of the 20 panels forming the top and bottom surfaces of each
pair of A380 wings, as well as assembling and delivering the complete wing box.
The first set of A380 wings is due to be delivered from Broughton to the aircraft final assembly line in
Toulouse, France in 2004.
10 January 2003
MALAYSIA AIRLINES SIGNS UP FOR A380
Malaysia Airlines is to become the tenth A380 customer. The airline’s parent company Penerbangan
Malaysia Berhad (PMB) has signed a Memorandum of Understanding to acquire six Airbus A380-800
passenger aircraft, which will be leased to the Malaysian flag carrier from 2007.
Current planning will see the airline operate the A380s on key trunk routes. Engine choice has not yet
been determined.
“With this acquisition, we believe Malaysia Airlines would be even better equipped to sustain and improve
on our position as a premier carrier with the latest product offering,” said Malaysia Airlines’ Managing
Director Dato’ Md Nor Yusof. “The A380’s expected cost advantages means there is a strong economic
rationale for this addition to the fleet, even more so by the time we take delivery in 2007.”
Noël Forgeard, Airbus Chief Executive Officer said: “This decision demonstrates once more that the A380
is the right aircraft with the right economics and passenger appeal, which arrives at the right time to
respond to airline needs.”
Malaysia Airlines placed its first order for the A300B4 in 1978, becoming one of Airbus’ early customers.
In October 2002, Airbus signed an agreement with Composites Technology Research Malaysia (CRTM) as
a key supplier for A380 wing components, adding to earlier agreements covering composites work.
With Malaysia Airlines’ selection, Airbus has now 103 orders and commitments from 10 customers for the
A380 programme.
22 January 2003
CONSTRUCTION OF A380 PAINTSHOP BEGINS IN HAMBURG
Construction of a new A380 paintshop has started at Airbus’ Hamburg site.
The A380 paintshop, 213 metres by 105 metres (699 by 344.5 feet), will be located on the western part
of the 140 ha (346 acre) expansion area and will be given a secure foundation of 1,100 concrete piles.
The 50 x 50 cm (19.6 x 19.6 inch) piles are between 15 and 21 metres (49 to 69 feet) in length and
weigh up to twelve tonnes. The clearance height of the paintshop, which is designed with a tiered roof,
measures 19 metres (62 feet) above the aircraft fuselage and 31 metres (101.7 feet) above the vertical
tail unit.
The paintshop includes two bays in which all A380 models will be painted in the livery of individual
airlines. It is being built in line with the latest environmental engineering standards, which include multistage exhaust air decontamination systems. The total area to be painted on an A380 measures 3,100
square metres (33,368 square feet). Some ten days will be required to paint the fuselage and some five
days for the vertical tail unit, which is much smaller in area but often presents a more complex design.
The first paintwork applications are scheduled for the end of 2004.
31 January 2003
FIRST MINISTER OF WALES OPENS A380 MANUFACTURING
FACILITIES
First Minister of Wales, The Right Hon Rhodri Morgan AM, formally opened Airbus UK’s three new facilities
for manufacturing large A380 wing components.
The facilities are located within the original Broughton’s East Factory site and represent a £73m
investment, providing additional factory space equivalent to five football pitches.
A new 22,000 sq m building, the Stringer Manufacturing Centre, is producing bottom skin “stringers”
(longitudinal stiffeners) for wing panels on both the A380 and current Airbus models. A new 12,000sq m
Skin Manufacturing Centre – comprising two extensions to the existing treatments facility - is producing
18 of the 20 different aluminium alloy panels to form the external surfaces or “skins” of the A380 wings.
Within the A380 Skin Manufacturing Centre, a new extension for Skin Machining houses state-of-the-art
40m long milling machines ensuring safe and efficient recycling of swarf.
The other skin manufacturing extension - for A380 creep forming - houses a specialist heating or
“baking” process to add curvature to the top panels and subsequently to the wing surface. One of the
key features is an autoclave (pressurised oven) which at 42m long, nearly 6m in diameter and weighing
300 tonnes is believed to be one of the largest in the world.
Manufacturing on A380 has now begun at all Airbus sites around Europe.
14 February 2003
FIRST A380 SECTION MANUFACTURED IN SPAIN
The first ever carbon fibre rear fuselage section for the A380 goes into production at Airbus’ Advanced
Composites Centre at Illescas in Spain.
This A380 rear fuselage section is also the first produced using fibre placement technology, placing
Airbus at the leading edge of large commercial aircraft manufacturing.
Fibre placement technology is essential in the production of highly curved panels and complements the
technology already developed with Automated Tape Laying machines.
17 February 2003
AIRBUS RAISES THE ROOF OF FINAL ASSEMBLY HALL
Roof lifting on the A380 final assembly hall has started. This roof lifting is a first in terms of size and
weight, measuring 115 by 250m (377 by 820ft) and weighing some 7,500 tonnes.
The lifting began at the speed of two metres per hour, and was completed the next morning. The roof,
already assembled on the ground and equipped with heating, ventilation, lights and fire safety
equipment, was lifted in one piece to its final height of 46m (151ft) with jacks.
The roof, which covers the structural part of the final assembly hall, represents about a third of the 10hectare A380 final assembly line.
Six other halls, each covering one hectare, will receive their roofs during the next few months
19 February 2003
AIRBUS RECEIVES JAPANESE STATE-OF-THE-ART TECHNOLOGY
CONTRIBUTION
Three more leading Japanese companies Yokogawa Electric Corporation, Casio Computers, and Makino
Milling Machines, have joined the A380 programme raising the estimated revenue of Japanese businesses
involved in the A380 programme to well over US $2.15bn.
The contribution of the new suppliers is as follows:
Yokogawa Electric Corporation will supply the display modules for the A380 cockpit system from its main
plant in Musashino near Tokyo from June 2003. Yokogawa already supplies display units for the A340600.
Casio Computers Co. Ltd. will supply 6” by 8” TFT liquid crystal panels to Yokogawa Electric from its plant
in Kochi on Shikoku island from May 2003. Casio also works on the A340-600 programme.
Makino Milling Machines Co. Ltd. will supply high performance machining centres to produce precision
parts for the A380 wing from its Atsugi plant. The first machines have already been installed at Airbus’
Filton plant (United Kingdom). This is Makino’s first contract with Airbus.
19 March 2003
TRENT 900 FIRST RUN ON TIME
The first Trent 900 engine, one of the engines which will equip the A380, has completed its first run on
time. The engine development programme will involve seven engines running on Rolls-Royce test beds
and an engine for the Airbus flying test bed A340-300.
Certification for the engine is planned for October 2004 in time to power the first A380 flight in 2005 and
provide power for the whole of the aircraft’s certification programme.
30 April 2003
A380 BELLY FAIRING ASSEMBLY STARTS IN PUERTO REAL
The first part of the metallic structure of the A380 belly fairing central area was assembled in April at the
Airbus plant in Puerto Real, Spain.
The metallic structure, the elements for which were received from the EADS-CASA Military Transport
Aircraft Division, was positioned on a jig designed by ECA (Finuchem Group) and manufactured by IMAPA
(Industria Matricera Palentina) by means of a DATUM assembly co-ordination system. This guarantees
the inter-changeability of the panels manufactured by SACESA, which make up the belly fairing skin
structure.
Further checks will be carried out to ensure a perfect fit and inter-changeability of the panels before final
assembly on the first aircraft. Completion of the first belly fairing is scheduled for the end of 2003, when
it will leave Puerto Real to go to Airbus’ plant in Saint Nazaire, France.
21 May 2003
OFFICIAL INAUGURATION OF NEW A380 HALL IN HAMBURG
The German Chancellor Gerhard Schröder paid tribute to the vision of Airbus when he attended the
official opening of the major component assembly (MCA) hall in Hamburg.
The hall, which took about 16 months to construct and measures 228 metres long by 120 metres wide
and is 23 metres high, will play a major role in the production of the front and aft fuselage sections of
the A380.
Addressing an audience of several hundred guests, including Ole von Beust, First Mayor of the Free and
Hanseatic City of Hamburg and Manfred Bischoff, co-Chairman of the supervisory board of EADS, the
Chancellor said: “Airbus is setting the standards and the A380 will set even higher standards.”
He praised the workers involved in the construction of the hall and offered his best wishes to the 600
Airbus employees who from August will begin assembling and fitting with equipment the 11 metre
forward fuselage sections and the aft fuselage sections.
The fuselage shells will arrive in Hamburg by boat from Nordenham and after assembly the forward
section will be sent to St. Nazaire by sea, while the aft section will be sent by sea and road to Toulouse.
The ceremony was hosted by Airbus President and CEO Noël Forgeard who said the A380 programme
was a shining example of the benefits of European unity and collaboration.
Gerhard Puttfarcken, general manager of Airbus Deutschland concluded proceedings by handing over a
symbolic key to Karl Heinz Hartmann, Airbus Head of manufacturing.
21 May 2003
ACE AND THE A380
A key item in the development of the A380 has been the use of Airbus Concurrent Engineering (ACE).
The objective of ACE is to provide engineers working in different functions in Airbus with a common
working platform enabling them to simultaneously share information and integrate working methods.
Although ACE has been used by Airbus in pilot projects since the early 1990s, its use was extended on
the production of the A340-500/-600, cutting development lead times by up to a third.
Supported by advanced computer modeling and shared software packages, ACE provides Airbus
engineers with three-dimensional digital mock-ups of each section of the aircraft. This eliminates the
need for costly physical mock-ups and allows everyone working on the design, no matter where they are
geographically, to harmonise activities. For instance, the early verification of a design by the Airbus
design office will ensure that manufacturing teams can prepare at an earlier stage and develop the
appropriate assembly techniques and tooling. This in turn leads to improvements in product quality and
savings in development time.
Among the specific successes of ACE on the A380 project has been a saving of 8 million euros in
Hamburg through the optimisation of hangar construction and production tools.
For the first time on the A380, ACE is being employed to cover the entire life-cycle of an aircraft, from
initial design through to its retirement.
The other important advantage of ACE is that it can be used to co-ordinate activities with Airbus
suppliers. It is important to note that it enables each part of Airbus to respond quicker to a late customer
modification.
Ultimately, ACE will contribute to ensure that the A380 is mature at entry into service and meets the
needs of Airbus customers.
21 May 2003
ACE AND THE A380
A key item in the development of the A380 has been the use of Airbus Concurrent Engineering (ACE).
The objective of ACE is to provide engineers working in different functions in Airbus with a common
working platform enabling them to simultaneously share information and integrate working methods.
Although ACE has been used by Airbus in pilot projects since the early 1990s, its use was extended on
the production of the A340-500/-600, cutting development lead times by up to a third.
Supported by advanced computer modeling and shared software packages, ACE provides Airbus
engineers with three-dimensional digital mock-ups of each section of the aircraft. This eliminates the
need for costly physical mock-ups and allows everyone working on the design, no matter where they are
geographically, to harmonise activities. For instance, the early verification of a design by the Airbus
design office will ensure that manufacturing teams can prepare at an earlier stage and develop the
appropriate assembly techniques and tooling. This in turn leads to improvements in product quality and
savings in development time.
Among the specific successes of ACE on the A380 project has been a saving of 8 million euros in
Hamburg through the optimisation of hangar construction and production tools.
For the first time on the A380, ACE is being employed to cover the entire life-cycle of an aircraft, from
initial design through to its retirement.
The other important advantage of ACE is that it can be used to co-ordinate activities with Airbus
suppliers. It is important to note that it enables each part of Airbus to respond quicker to a late customer
modification.
Ultimately, ACE will contribute to ensure that the A380 is mature at entry into service and meets the
needs of Airbus customers.
21 May 2003
ROLLS-ROYCE PASS THE TEST
A380 engine supplier Rolls-Royce achieved a key milestone when its Trent 900 engine gained
airworthiness certification for thrust levels.
The engine achieved a thrust level of 81,000lb during its first series of tests at the company’s facilities at
Derby in the UK. Certification strain gauge tests were also successfully completed on the intermediate
pressure system and the engine demonstrated low vibration levels.
Ian Kinnear, director Airbus programmes at Rolls-Royce, said: “The engine met all its test objectives at
this stage. We achieved the thrust required for airworthiness certification even though that landmark is
still 19 months away on our development schedule. “The engines for the first passenger version of the
A380 at entry into service will be rated at 70,000lb thrust, so this initial testing demonstrates the Trent
900 will operate comfortably within its limits.”
Five A380 customers have chosen the Trent 900 powerplant – International Lease Finance Corporation,
Lufthansa, Qantas, Singapore Airlines and Virgin Atlantic. The development and flight test programme
will culminate in engine certification in October 2004. The Trent 900 is due to enter commercial service
with launch customer Singapore Airlines in spring 2006.
The Trent 900 programme has attracted risk and revenue sharing partners from Asia, Europe and the
United States. The partners involved are FiatAvio, Goodrich Corporation, Hamilton Sunstrand, Honeywell,
Marubeni and Volvo. The development strategy has been closely modelled on that of the earlier Trent
500 programme – an engine which entered service with Airbus’ A340-600 aircraft in summer 2002.
26 May 2003
CUSTOMERS CONSULTATION : A DECADE OF DIALOGUE
Philippe Jarry was appointed vice president market development in the large aircraft division in 1996 and
in that role worked closely with the major airlines investigating their needs. As early as 1992, eight years
before the A380 programme was officially launched, an Airbus survey of 10 airlines in Asia, Europe and
North America confirmed the need for a new aircraft seating up to 600 passengers and compatible with
existing airport infrastructure.
Philippe: “At that time, many of these airlines were the elite of the 747 operators and some of them did
not have a single Airbus aircraft in their fleets. You need to remember that back in 1996 Airbus’ presence
in the long range market was minimal and with this aircraft we were entering new territories. But we
knew that if we restricted our view of the market to those customers we already operated with, we would
not succeed. We had to be bold, we had to be ambitious.”
The key to success was talking to and collaborating with the big operators, those that carried the most
passengers and those that transported the most tonne per km.
So in April and May 1996, Philippe’s small marketing team took the A380 concept on a tour of the world’s
leading airlines and freight operators. The tour took them to the offices of some of the most influential
figures in the industry.
Philippe was convinced they had the ingredients correct. “The industry had been growing for three
decades and yet the tools used by the airlines had not significantly changed in that time. The
development of a larger aircraft was a logical step and wherever we went, the airlines told us they
needed a bigger, more economic, and more productive aircraft than the 747. Economic efficiency was
always a key parameter.”
In June that year, 16 airlines were invited to send representatives to an Airbus meeting near Toulouse to
feedback their interest in the new venture. Thirteen sent delegates. “It was a wonderful sign that the
airlines wanted to work with us,” says Philippe.
That meeting began a process of consultation with the airlines that continues today. The meetings,
initially there were two a year involving senior management, created a forum for the airlines to raise
specific issues during the aircraft pre-development phase and voice their needs.
Among issues addressed during these customer events was the aircraft’s cabin, systems, propulsion,
maintainability and airport compatibility. Other discussions focused specifically on the freighter version.
Later that year, Airbus announced that the launch version of the A380 would seat 555 passengers in
three classes on two decks, and would offer customers significant savings in direct operating costs. In
December 1997, Airbus unveiled specifications for the freighter version.
A major milestone was reached in June 1998 when 14 potential customers validated the technical
specifications of the 555-seat aircraft. This aspect of collaboration with customers has been a feature of
the A380’s development ever since, with key customers feeding their operational requirements into the
development programme.
By the following year, eight customers had expressed interest in acquiring the A380, including Air
France, International Lease Finance Corporation (ILFC), Singapore Airlines and Virgin Atlantic. But it was
Dubai-based carrier Emirates that declared in April 2000 that it wanted to become an A380 launch
customer, following a study of the aircraft’s performance and economics.
In July of the same year, Emirates became the first airline to sign a binding commitment to acquire the
A380 with an initial order for five passenger aircraft and two freighters. Shortly afterwards the French
national carrier Air France announced its intention to acquire 10 A380s with ILFC ordering five A380
passenger aircraft and five A380 freighters. In November, the Australian operator Qantas made an order
for 12 A380 aircraft and a month later Virgin Atlantic ordered six A380 plus options on more. These sales
enabled Airbus to meet its commercial criteria before the programme was officially launched in December
2000.
26 May 2003
THE A380, THE PERFECT PARTNER FOR EMIRATES’ GROWTH
The philosophy of Dubai-based airline Emirates has remained the same ever since its launch in 1985:
strategic growth.
So the decision by Sheikh Ahmed bin Saeed Al-Maktoum, Chaiman of Emirates, which was later
confirmed at Farnborough 2000, to acquire five passenger aircraft, two freighters plus five options was in
many ways a natural one. In November 2001, the order was enlarged to 22 firm, including two
freighters, plus options on 10 more. For the A380 dovetails neatly with the desire of the airline to expand
operations on current routes – notably between its hub at Dubai and London-Heathrow and Dubai and
cities in Asia – against a backdrop of limited landing slots and night curfews.
Emirates has been operating Airbus aircraft since the airline started in 1985. It was the first airline in the
Middle East to take delivery of the A330-200 and Emirates now operates 27 A330-200s with two more on
order and scheduled for delivery in June and October this year. They are also adding six A340-500s to
their fleet, with the first aircraft due for delivery this year.
The 555-seat A380 is the perfect partner for Emirates’ ambitions as it enables the carrier to match its
fleet against existing and future market need. For this reason, the aircraft has already been earmarked
to serve several major cities in Europe, Asia Pacific and in India and neighbouring countries following
delivery in 2006.
The other obvious attraction of the A380 for Emirates is its economic advantage over the competition.
Emirates was one of 20 major airlines to be consulted on the operational characteristics of the A380
several years before it was officially launched, an exercise that helped refine the commercial criteria of
the aircraft. The flexible configuration of the A380 enables airlines to offer passengers competitive fares
while generating lower operating costs over a variety of routes. Moreover, the range of the aircraft
(8,000 nm) will allow Emirates to extend this flexibility to more destinations, such as New York and
Sydney.
Last and by no means least, the spacious, double-deck cabin will give the airline the scope it requires to
provide customers with an attractive cabin design and an excellent product.
At Farnborough 2000 Sheikh Ahmed said: “Our success has been built on providing our passengers with
the highest standards of comfort, service and entertainment – a trend the A380 will help us to continue
by introducing a new way of flying as the flagship of our fleet.”
26 May 2003
LASERS POINT TO NEW WELDING METHOD
Among the innovative manufacturing techniques on the A380 is laser beam welding.
The technique was originally introduced in the 1960s in the automotive industry to weld steel. Airbus,
recognising that the technique could be used to weld aluminium alloys, transferred the process across to
its assembly lines in 2001 to manufacture the rear fuselage skins on the A318.
For the A380, the technique will be used to replace traditional riveting techniques to attach the stringers
of the lower fuselage shell.
The process works by directing a powerful laser beam at the metal component requiring welding. The
intense heat of the beam causes minimal distortion during the process, which is crucial to the overall
finish of the part and the aerodynamics of the aircraft.
As well as a high quality finish, the technique also means considerable time is saved during the bonding
process. For example, while joining parts on a fuselage shell can take five hours using conventional
riveting techniques, laser welding can join the same components in just half an hour.
On the A380, eight metres of stringers can be laser welded each minute. A further advantage of the
technique is that it eliminates fasteners, which are vulnerable to corrosion so the parts require less
maintenance.
Airbus engineers are now looking at other metal areas of the aircraft which could be joined using this
innovative technique.
30 May 2003
INSTALLATION OF THE ASSEMBLY LINE FOR A380 MOVING
SURFACES
At the beginning of May work began at the Airbus plant in Puerto Real, Spain to install equipment for the
assembly of the A380 moving surfaces. This involved placing guides for a Tricepts automatic drilling
centre, using state-of-the-art technology.
Special foundations were laid, calculated to provide the fewest possible deformations and thus guarantee
the precision required. The assembly line has been designed for the assembly of the two inboard and two
outboard elevators, and the upper and lower rudders of the A380. The facility will also be used in other
Airbus aircraft programmes.
30 May 2003
FILTON DELIVERS MAJOR A380 WING PART
The Airbus site at Filton, near Bristol, UK, has delivered the first fixed trailing edge for the wings of the
new Airbus A380. The enormous 36 metre long trailing edges of the wings are assembled at Filton and
delivered to the sister site in Broughton in Flintshire.
The first trailing edge – for a port-side wing is being delivered in four sections, each requiring a purposebuilt lorry due to its size. The second trailing edge for the first starboard-side wing will follow two weeks
later.
This major wing part comprises over 300 different components, made of the most advanced and
lightweight metal, (high tensile aluminium alloy).
The trailing edges are being assembled at Filton in a newly refurbished 60 metre long facility using the
latest in automated machines. At peak production around 45 people will work there.
Tom Williams, Managing Director and General Manager, Airbus UK said: “This is a major achievement for
the Filton site, our suppliers and an important milestone in the A380 programme. This week’s delivery is
yet another step in the completion of the first set of A380 wings and a further step towards the aircraft’s
first flight in 2005.”
2 June 2003
COMPOSITES IN THE A380
Up to 40 per cent of the A380’s structure and components will be manufactured using carbon composites
and advanced metal materials. Carbon composites – principally, carbon fibre reinforced plastic (CFRP) –
benefit from being extremely strong, relative to their weight, and highly durable.
For these reasons, carbon fibre will be used to manufacture large fuselage sections of the A380 which will
be the first civil aircraft to feature a carbon fibre central wingbox, offering a weight saving of up to oneand-a-half tonnes compared to the most advanced aluminium alloys. The aircraft’s fin box, rudder and
elevators will also be made of CFRP as well as the upper-deck floor beams and rear pressure bulkhead.
CFRP is a mix of 60 per cent carbon fibre and 40 per cent resin and can be machined to maximise its
strength, which is also ideal for small highly-stressed parts. (Other types of fibres, such as quartz and
glass, are used to a lesser extent for specialised sections of the aircraft)
There are several techniques used in the production of CFRP aircraft parts. The most common method
uses rolls of carbon fibre that have been pre-impregnated with resin, which are then cut and shaped as
required and built into a series of layers. Pressure is then applied and the part is cured using heat.
For the other main method, the carbon fibre is moulded into shape and liquid resin is added during
manufacturing. This can be done using several processes, which involve placing the part in a vacuum and
then curing it. Until recently, production using CFRP has been a largely manual process, but for the
A380, Airbus employs a process known as automated tape laying (ATL). The process uses machines to
heat the carbon fibre tape and lay it over a pre-defined shape. The machine can manufacture both flat
and contoured shapes, enabling the production of complex designs. This process is ideally suited to the
manufacture of large surfaces and is being used in the Airbus plant of Illescas in Spain to produce the
upper base skins of the A380 horizontal stabiliser, which measures 18 metres by four metres, about the
size of an A310 wing.
Stade in Germany is also investigating techniques to use ATL more extensively in the production of the
vertical tail plane, while the Nantes site in France is developing an ATL machine capable of highly
complex cuts
Composites in Airbus aircraft
The development of latest-generation composites capitalises on industry knowledge and in-service
experience accumulated over more than 20 years. Benefiting from this know-how, Airbus was the first to
use carbon fibre composites in 1982 to make spoilers, airbrakes, elevators and the rudder on the A310-
200. Airbus was also the first to use composites in primary structures, namely the vertical fin of the
A310-300 (Stade) and the horizontal tailplane and flaps (Getafe) on the A320 in 1987. The use of
composites was extended to long-range aircraft when CFRP was used to build the vertical and horizontal
stabiliser (used as a fuel tank), rudder, elevator, flaps, ailerons spoilers, landing gear doors and several
fairings for the A340 Family. Several key innovations followed, including the development of a carbon
fibre keel beam for the A340-500/-600 and a composite rear pressure bulkhead on the same aircraft –
the first composite part to be used within the pressurised area of an aircraft. Extensive use of CFRP is
also being investigated for use on the A400M.
GLARE
A notable innovation on the A380 will be the use of GLARE, which is being used to manufacture the
upper fuselage shell of the aircraft. GLARE is a laminate constructed from alternate layers of aluminium
and strong fibreglass to create a material that is extremely tough and resistant to metal fatigue. It is
exceptionally resistant to corrosion as the outer-glass fibre layer captures moisture, preventing any
penetration beyond the superficial aluminium coating. Tests have shown that the outer coating is
resistant to damage even after thousands of flight cycles. Moreover, repairs can be carried out in the
same way as with standard aluminium. GLARE is also extremely fire-resistant. As well as its durability,
GLARE is about 10 per cent less dense than aluminium, which will deliver important weight savings
June 2003
CENTRE WING BOX PRODUCTION GATHERS PACE
The A380 will be the first large commercial aircraft with a carbon fibre reinforced plastic (CFRP), or
composite, centre wing box. The centre wing box is the piece of the aircraft that links the fuselage to the
wings. Its importance to the aircraft is similar to the importance of the keystone in an arch.
The A380’s centre wing box dimensions are some 49sq.m by 2.5m high. The upper and lower skin panels
and all three spars are composite, representing a weight saving of up to one and a half tonnes compared
to the most advanced aluminium alloys.
Production of the A380 is well under way with five wing boxes in production at the Airbus factory at
Nantes, and the first almost complete. Nantes, near the mouth of the Loire river on the Atlantic coast of
France, is the factory specialised in the manufacture of centre wing boxes for the whole Airbus fleet. The
centre wing box will be delivered to the adjacent St Nazaire factory where it will be incorporated into the
centre fuselage section.
2 June 2003
THE A380: A TRANSNATIONAL ORGANISATION
The development of the biggest passenger aircraft in the world is bringing together the skills and
competencies of the entire Airbus organisation in different countries. This has required a very special way
of working.
Drawing on the lessons learned from previous aircraft development programmes, Airbus has created a
new A380 team structure involving true transnational and cross-functional working, with co-located
teams in Hamburg, Filton, Toulouse, Getafe and Bremen.
Charles Champion, executive vice-president A380 programme, said: “The A380 aircraft is Airbus’ flagship
for the future and the development of a new aircraft has given us the opportunity to introduce an
innovative way of working together across the company and new working methods with our customers.
“The result is the first truly transnational and integrated organisation where all the required disciplines
and functions are involved in decision-making right from the beginning.
“Using these methods we are benefiting from the know-how of Airbus centres of excellence to develop a
safe aircraft, satisfying airworthiness authorities’ requirements and fulfilling customer expectations
The centrepiece of this team structure is the Component Design Build Team, some 100 of which are colocated on the different Airbus sites. These teams have responsibility for delivering aircraft components
or systems, meeting quality and performance targets, on schedule and within budget.
The components are then integrated to build the test benches and the aircraft, through dedicated Aircraft
Component Management Teams responsible for managing activities across the Airbus sites and functions,
including engineering, manufacturing, quality and procurement.
The Aircraft Component Management Teams are focussed on: - Structure, including systems installation
(nose/centre fuselage, forward/aft fuselage, wing, and empennage). Each ACMT is responsible for
delivering a fully equipped aircraft component (except for cabin and interior equipment) to the final
assembly line. - Propulsion: This ACMT is responsible for delivering the powerplant systems integrating
the pylons, engines and nacelles. - Landing gear: Delivering the three landing gears and associated
systems - Systems: Develops and delivers mature systems - Interior: Delivering all cabin and cargo
furnishings, including the cargo landing system, to the final assembly line. - Final assembly line: This
ACMT is responsible for physically integrating the aircraft at Toulouse and Hamburg before delivery to
customers.
The Aircraft Component Management Teams are located in Toulouse (France), Getafe (Spain), Hamburg
and Bremen (Germany) and Filton (UK), close to the Airbus design offices in these countries. They report
to a central programme team headed by to Charles Champion.
3 June 2003
SUCCESSFUL COMPATIBILITY TESTING IN ILLESCAS, SPAIN
A380 customers including Lufthansa, Air France, Federal Express and Cargolux were on hand last month
at the Airbus facility at Getafe in Spain to witness the successful compatibility testing of the tail cone
section of the aircraft and the auxiliary power unit (APU).
The event represents a significant milestone in the development of the tail cone structure measuring 5m
by 3.5m, which is manufactured using advanced carbon fibre materials.
The structure, which is being manufactured at the Airbus site of Illescas, Spain, employs composite
materials developed using the latest production technologies. Significantly, the A380 will be the largest
passenger aircraft to date with fuselage sections manufactured from carbon fibre.
For the testing at Getafe, a mock-up of the APU, which helps provide electrical, hydraulic and pneumatic
energy to the aircraft, was used. A key objective of the test, which was successfully proven, was to
demonstrate the efficiency of the unit’s access system.
3 June 2003
AIRBUS EXPANDS NETWORK OF JAPANESE PARTNERS IN THE A380
PROGRAMME
Bridgestone Corporation and Mitsubishi Rayon Co., Ltd. announced today that they are joining the club of
other Japanese manufacturers which have become partners on the A380 programme. They both have
agreed to supply new technology equipment and advanced materials for the next-generation super
jumbo programme. Moreover, ShinMaywa has been selected as preferred supplier for the A380 wing
ramp surfaces.
Airbus President and CEO Noël Forgeard said, “We are honoured to welcome Bridgestone and Mitsubishi
Rayon to the A380 programme. Their contribution will ensure we can provide the most advanced
technology for the world’s most advanced airliner programme currently under development and launched
in production. The second contract for ShinMaywa is a proof of the enthusiasm and confidence of our
Japanese suppliers in the success of the A380.”
These contracts will raise the estimated revenue of Japanese suppliers in the A380 programme to well
over US $3.00 billion in the years to come. The addition of these two new participants brings to fifteen
the total of Japanese companies collaborating in the A380. The contribution of each company is as
follows:
Bridgestone Corporation is to supply new technology tyres for the A380 nose and main landing gear
system. Tyre development is underway at Bridgestone’s Technical Centre in Kodaira (near Tokyo) and
production will be completed at Bridgestone’s main plant in Kurume (Fukuoka Prefecture). The first
production article is to be delivered to the A380 Final Assembly Line in Toulouse on the fourth quarter of
2005. This is the first Original Equipment Supplier (OEM) contract of Bridgestone with Airbus.
Mitsubishi Rayon Co., Ltd. has been selected as supplier of Advanced Composite Materials to be used in
the production of parts for the A380. The pre-preg materials, intermediate module and high resistance
carbon fibres, tape, fabrics and resins, which are to be produced at Mitsubishi Rayon’s Toyohashi plant
(Aichi Prefecture), are currently under qualification at different Airbus plants. This is the first time for
Mitsubishi Rayon to work with Airbus.
ShinMaywa will supply the composite ramp surfaces of the A380 wing. Production is to be completed at
ShinMaywa’s Konan plant in Kobe (Hyogo Prefecture) and delivery of the first set is scheduled for
November 2003. This is the second A380 work package awarded to ShinMaywa. The first contract with
Airbus, for the A380 root fillet fairing, was signed in 2002.
To date, ten customers have announced firm orders and commitments for a total of 103 A380s. The 555seater A380 will enter into service in early 2006.
14 June 2003
GOODRICH SELECTED AS KEY A380 SUPPLIER
The Le Bourget Air Show in June 2003 was the occasion for GoodrichCorporation to announce that its
landing gear team was on schedule todeliver the first A380 main landing gear to Airbus.
Components manufactured at a number Goodrich site in the US and Europewill begin transportation to
Airbus’ Toulouse facility for finalassembly in May 2004.
The selection of Goodrich to provide the main landing gear, the evacuation system and other equipment
for the A380 has reinforced its role as a key supplier to Airbus.
The company, based in Charlotte, North Carolina, in the US has a long-standing relationship with Airbus
dating back to the A300, the world’s first widebody twin aircraft and Airbus’ launch programme in the
early 1970s.
Goodrich continues to supply engine nacelles, wheels and brakes, crew seats, and evacuation, electronic,
and heating systems for a range of Airbus aircraft families. For the A340-500/-600, Goodrich, for
example, supplies the wheels and brakes (via its Goodrich-Messier Inc. JV with Messier-Bugatti), aircraft
interior products, de-icing and propulsion systems, sensor systems and micromachines as well as turbine
fuel technologies.
In March 2001, Goodrich was awarded the main landing gear contract for the A380 worth between $2
billion and $3 billion over 20 years. At the Paris Air Show in June of that same year, Goodrich announced
that it had been selected by Rolls-Royce to supply the fuel delivery system for its Trent 900 engine for
the A380.
Then in July 2001, Airbus invited Goodrich to provide the evacuation systems for the A380, which
embraces original equipment sales to Airbus plus after-sales spares and services support to the airlines.
As the world's largest supplier of landing systems, Goodrich is providing the A380 with both the body and
wing main landing gear for the A380 - the first time Goodrich has been selected to supply such
equipment for an Airbus aircraft. The final gear integration will take place at the Goodrich facility in
Toulouse, France, before delivery to the A380 final assembly line nearby. The first gear delivery for the
test rig unit is due to take place later in 2003 while the flight test landing gear deliveries are scheduled
to begin in the first quarter of 2004.
Goodrich is supplying up to 18 evacuation slide systems for the twin-deck aircraft. The slides, which are
designed to be 10 per cent lighter than current slides while still meeting all performance requirements,
will be inflated using Goodrich's new Tribrid TM Inflation system. Deliveries are due to begin in mid2005.
In addition, Goodrich is supplying innovative high-density discharge (HID) and LED-based exterior
lighting, variable frequency technology power generation (via its Aerolec JV with Thales) and primary and
partially secondary flight controls for the A380. The American supplier is also providing the primary and
standby air data systems and an automatic ice detection system, which monitors ice build-up and
automatically activates the aircraft’s ice protection system.
Goodrich is also helping to develop the aircraft’s cargo system and several structural components such as
the rear secondary structure composed of Goodrich's graphite epoxy honeycomb sandwich materials.
The award of the main landing gear, the evacuation system and other equipment along with the pylon aft
fairings contract and rear secondary structure establishes Goodrich as a key strategic partner on the
A380 team. Revenue from all awards to date is expected to be approximately $4 billion over a 20-year
period.
16 June 2003
EMIRATES ORDERS 21 ADDITIONAL A380s
Emirates has ordered 21 A380s additional Airbus aircraft in an order, announced at the Paris
international air show, comprising also two A340-500s, 18 A340-600s. This is the largest single order
ever placed by the airline. In addition, Emirates will lease two A340-600s and two A380s from ILFC.
Adding to six previously ordered A340-500s and 22 A380s - including two Freighters – the new order
highlights Emirates’ determination to continue as one of the world’s fastest growing and most succesful
airlines. It also makes it the largest customer for the A340-500/600, and puts it even further ahead on
the A380.
Deliveries of the newly ordered A380s are scheduled to begin in spring 2009. The choice of A380 engines
has yet to be announced.
"Airbus" A340-500, –600 and A380 are the best solution for the increase in capacity, range and economy
that we need to satisfy our rapid passenger growth and ever expanding network,’’ said Emirates
Chairman HH Sheikh Ahmed bin Saeed Al-Maktoum. ‘We are also very excited by the ability to carry
more passengers in the A380 and by its outstanding economics – in fact we could already use some of
them today.”
Emirates plans three versions of the Airbus A380, with 500-650 seats. It will initially deploy the aircraft
on its busiest trunk routes to Europe and Asia but, as traffic grows, most of its network will eventually be
served by the new 21st Century flagship.
With the A330/A340 and A380 sharing the same basic cockpit, Emirates is well placed to benefit from
savings in pilot training and greater scheduling flexibility
16 June 2003
BROUGHTON RECEIVES MAJOR WING COMPONENT
Airbus’ Broughton site in the UK has taken delivery of the first A380 inner outboard fixed leading edge
wing assembly from BAE SYSTEMS.
The assembly was delivered by BAE SYSTEMS’ Aerostructures business from its site in Prestwick,
Scotland, following a design, development and manufacturing process lasting less than 24 months. The
process drew on BAE SYSTEMS’ supplier teams based in Indonesia, North America and Malaysia as well
as the UK.
The structure employs an innovative rib design that has enabled weight savings of 500kg per aircraft.
Measuring 12 metres long by three metres wide, the curved part incorporates the wing’s structural spar
to create an aerodynamic profile to generate lift.
Following delivery to Broughton, the structure will be assembled with the other A380 wing components
into complete wings before being transported to the final assembly line in Toulouse.
18 June 2003
KOREAN AIR GOES FOR AIRBUS A380
Korean Air signed a Memorandum of Understanding with Airbus to acquire up to eight Airbus A380-800
passenger aircraft (five firm orders and three options).
With Korean Air’s selection, Airbus has now 129 orders and commitments from 11 customers for the
A380 programme. Deliveries to Korean Air are scheduled to begin in late 2007 through 2009.
"Our decision to purchase the A380 aircraft meets our strategy to reinforce Incheon Intl Airport as the
strongest hub in Northeast Asia," said Yang Ho Cho, Chairman and CEO of Korean Air. "As one of the
leading airlines in Asia, our long-term fleet plan plays a significant role in this strategy.”
Noël Forgeard, Airbus Chief Executive Officer said: “The A380 is especially well suited to respond to the
needs of Asian carriers in the new century. Korean Air’s commitment to the A380 is again a
demonstration of its foresight into future market requirements. It also further confirms the fact that the
A380 is the right aircraft that arrives at the right time on the market”.
Airbus’ relationship with Korean Air dates back to 1974, when the airline became Airbus’ first customer
outside Europe. Today, the carrier remains one of Airbus’ largest customers in the region, having placed
total firm orders for 51 widebody types, comprising 32 A300s and 19 A330s.
23 June 2003
FIRST PRODUCTION REAR PRESSURE BULKHEAD COMPLETED
An important step has been taken towards the A380's first flight in 2005, with the production of the
aircraft's rear pressure bulkhead at Airbus' plant in Stade, Germany.
The rear pressure bulkhead is a component at the rear of the aircraft linking the pressurised cabin to the
unpressurised aft fuselage. It measures 5.5m to 6.2m in diameter and 1.6m in depth, and weighs 250kg.
It has been constructed entirely in carbon fibre reinforced plastic (CFRP) through an innovative process known as resin film infusion - for the first time in commercial production on this scale.
The process involves laying dry fabric onto resin film and allowing both to cure to create a single, tough
material. Airbus facility, in Stade, northern Germany, specialises in CFRP manufacturing technology.
Two companies have supplied key materials for the component: Saertex, which produces non-crimped
fabric material and Rohm, which supplies the transformed foam used to produce the core stiffeners.
Airbus' plant in Hamburg has taken delivery of the rear pressure bulkhead, where it will be integrated
into the A380's aft fuselage section.
24 June 2003
FUJI HEAVY INDUSTRIES DELIVERS FIRST SET OF A380
COMPONENTS
Tokyo-based Fuji Heavy Industries has delivered its first set of A380 vertical tail plane leading and
trailing edge components to Airbus’ plant in Stade, Germany.
Designed and manufactured from light-weight composite materials, the components are produced at
FHI’s manufacturing division based in Utsunomiya, in the Tochigi province of Japan.
2 July 2003
PREPARING THE GROUND FOR THE A380
As the aviation industry prepares for the arrival of the A380, Airbus is
taking a lead role in ensuring the world’s airports are ready for its nextgeneration aircraft.
A380 customers, including Qantas, Singapore Airlines, Air France, Virgin Atlantic Airways and Lufthansa,
met in Los Angeles to discuss compatibility issues relating to the airports, which will receive the new
aircraft.
From the earliest stages, Airbus has kept airport compatibility at the front of the A380 design process.
Seven years ago, Airbus limited the wingspan of its planned flagship jetliner to 79.8m, the fuselage
length to 72.7m and the landing gear width to 14.3m, meaning minimal changes would be required to
adapt the world’s airports.
Today, Airbus is analysing every aspect of how the A380 will operate, to ensure the aircraft touches
down smoothly in 2006 and meets the aviation industry’s most up-to-date regulations.
The A380 infrastructure and environment programme team is behind Airbus’ drive to prepare airports for
the aircraft. Headed by A380 infrastructure and environment director Willy-Pierre Dupont, the team
works with airport management, airlines, national or regional regulatory authorities, the International
Civil Aviation Organisation (ICAO) and the Federal Aviation Administration (FAA) to examine the
characteristics of each airport. This is to determine if changes in infrastructure or other investments are
necessary for the introduction of the A380.
In 2003, some major established airports – including New York’s JFK, Sydney Kingsford Smith, Paris
Charles de Gaulle and London Heathrow – were declared ready to accept the aircraft. Each airport has its
own range of issues to consider; at Heathrow for example, close to the densely populated suburbs of
London, the capability to meet London’s QC2 night time noise regulations – the strictest in the world was integrated into the A380 design. The team worked closely with the British Airport Authorities
management and planning team to define the minimal airside, apron and terminal modifications.
At JFK on the other hand, Airbus worked with airport planning team to comply where possible or adapt
FAA Group VI (very large aircraft) requirements for runway, taxiway size and separations.Airports
constructed more recently, such as Singapore, Kuala Lumpur, Malaysia and Hong Kong, were designed
with next-generation aircraft in mind and are already able to accept the A380.
The team, which works closely with Airbus marketing, is targeting as a priority 21 airports that will serve
the first A380 passenger aircraft from 2006 and 2007. These include Johannesburg, South Africa,
Bangkok, Thailand, Dubai, UAE and other major airports served today by the Boeing 747. Following these
are those that will serve the A380-800F freighter aircraft from 2008. These include emerging hubs such
as Osaka Kansai, Japan, Anchorage, USA, as well as larger airports such as Memphis, USA, the base of
Federal Express.
The next three years will see Airbus complete work at the remaining priority airports, as well as targeting
emerging airports which the A380 may serve in the future – ensuring the world is well prepared for the
largest civil airliner ever built.
4 July 2003
MIDDLE EAST CUSTOMERS SEIZE THE A380 OPPORTUNITY
The Le Bourget Air Show this year confirmed the strength of the A380 customer base in the Middle East.
Among the 81 new orders unveiled at the show was the announcement by Emirates to buy a further 21
A380s, thereby virtually doubling its total order for the new aircraft. Within days came the news that
Qatar Airways is shortly expected to sign its purchase agreement with Airbus for two A380s.
The announcements, coming so soon after each other, reflect the recognition by airlines that the A380
will be a key factor in sustaining future growth and profitability. It also demonstrates the vitality of the
Middle East market, where Airbus already boasts strong commercial relationships. Airbus has sold to all
the major airlines in the Middle East and North Africa since it established its presence in the late 1970s.
Today there are more than 230 Airbus aircraft in passenger service with customers in the region.
Faced with increasingly congested airports and air traffic systems, the challenge for airlines such as
Emirates and Qatar, which are looking to expand their route networks, is to grow passenger numbers by
using large-capacity aircraft.
For Dubai-based Emirates, which is Airbus' largest customer for the aircraft, the A380 is central to the
airline’s plans. Speaking about the order, Sheik Ahmed Bin Saeed Al Maktoum said: “With the traffic
growth we see between Arab countries and Europe and the United States and the trouble we have
obtaining slots at airports, we hope the A380 will help. If Emirates had the A380 today it could use it on
certain routes. So we could use a larger version of the aircraft. We expect Emirates to carry 30 million
passengers a year in six years time.”
To further underline the point that airlines such as Qatar and Emirates require long-range aircraft to
open up new destinations, Emirates, as part of the $12.5billion order at Le Bourget, also ordered 18
A340-600s and two A340-500s, the airliner with the longest range in the world.
But the A380 is not simply about size and at Le Bourget, Qatar Airways Chief Executive Officer Akbar Al
Baker expanded on his plans to maximise the luxury benefits it will offer. He explained that the Qatar
A380s would carry 493 passengers each, compared with the standard 555, placing the emphasis on
luxury. For both economic and comfort reasons, more customers in the Middle East and beyond are
looking to the A380.
4 July 2003
BROUGHTON OPENS THE DOORS AT WEST FACTORY
Airbus today officially unveiled the West Factory complex at its site in Broughton, UK.
The factory will house production facilities for wing assembly for the A380 and other Airbus aircraft
families. The site covers an area of 83,500 sq m, equivalent to 12 full-size soccer pitches and is among
the largest factories built in the UK in recent years. At peak production, when four A380 wing-sets will be
assembled each month, some 1,200 people will work at the complex.
Airbus President and CEO Noël Forgeard told guests at the launch event: "The opening of the West
Factory at Broughton and the acceleration of A380 wing production is yet another step towards the
A380's first flight in 2005. This aircraft is extremely important both for Airbus' continuing success and for
the economic benefits it brings to the United Kingdom."
Building work began at the facility in August 2001 and more than 10,000 tonnes of steel and 75,000
cubic metres of concrete have been used in its construction.
The West Factory received its first A380 wing skins from Broughton's sister facility the East Factory in
March this year. Four new low voltage electromagnetic riveting (LVER) machines installed in the West
Factory are now being used to attach wing 'stringers', or longitudinal stiffeners, to the skins.
These components will then be loaded into four-storey high assembly jigs together with the other wing
parts - the leading and trailing edges, ribs and spars. All components will then be assembled in the jigs
prior to their unloading and equipping with wiring and hydraulics.
At 36.3m long, the wings are the largest-ever designed and built for a commercial aircraft.
14 July 2003
NEW TRANSPORTATION METHODS FOR A380 MATERIALS
Airbus has introduced new methods in the transportation of GLARE, the new material being used to
manufacture the upper fuselage shell of the A380.
GLARE is made up of complex layers of aluminium and strong fibreglass and is a material that is
extremely tough and resistant to metal fatigue. However, in its thinnest form it measures just 1mm. In
contrast, panels can measure up to 12 metres in length, presenting particularly unusual transportation
requirements. Consequently, the advanced hybrid material was previously transported by hand – a
labour intensive and costly activity.
However, Airbus is now using a new transportation system, developed by Inter Product together with
GLARE manufacturer, Stork Fokker AESP, which consists of an IPFA safety lifting clamp. The clamp is
fastened to a rail system, which grasps the panels at a restricted force of 530 MPA and transports them
through the factory.
The new lifting system is expected to help reduce transportation time and costs dramatically.
14 July 2003
FUSELAGE PRODUCTION STARTS IN AIRBUS’ NORDENHAM SITE
The first mid-forward fuselage section for the jetliner has been assembled and is due to for delivery to
Airbus Hamburg this month. Meanwhile, Nordenham employees have also begun production of the A380
mid-lower fuselage shells at the beginning of July.
The assembled mid-forward fuselage sections are now undergoing surface treatment at Nordenham
before they are transported by ship to Hamburg.
Airbus facilities in Bremen and Varel are supplying important component parts for the shells, with
Bremen delivering fasteners and clips, and Varel providing metal parts such as doorframes and stringer
gears. Nordenham produces large skin panels, stringers, frames and shearwebs.
Innovative laser beam welding technology is being used extensively to join the components, and the
Nordenham plant has also been equipped with automated riveting machinery for the welding of large
spherical and cylindrical skin panels.
Work on the mid-forward fuselage shells for the second A380 began in mid-July.
30 July 2003
CHINA’S JINLING SHIPYARD LAUNCHES HUGE VESSEL FOR A380
Airbus will use the vessel as part of the transportation of A380 aircraft sections from its sites in
Broughton U.K., Hamburg, Germany, Puerto Real, Spain, and Saint Nazaire, France to the final assembly
line in Toulouse, France.
The vessel is commissioned by F.R.E.T./ Cetam, a subsidiary of Louis Dreyfus Armateurs of France and
Leif Hoegh of Norway, and chartered by Airbus.
The Nanjing-based Jinling Shipyard won the shipbuilding contract in March 2002 after emerging from
competitions with Spanish and Republic of Korea (ROK) shipbuilding companies. It will be delivered in
March 2004.
This contract enables the Jinling Shipyard to join the list of Airbus industrial partners in China, which
already include AVIC facilities in Shenyang, Xi’an, Chengdu, Guizhou that are manufacturing Airbus parts
such as wing components, passenger doors and maintenance tools. Since 1985, the total value of
projects subcontracted by Airbus to Chinese manufacturers has exceeded US $ 500 million, $ 380 million
of which have gone to AVIC I companies.
14 August 2003
TRENT 900 PASSES SAFETY TEST
The test took place on August 14, at the company’s facilities in Derby, UK. The aim is to reproduce the
effects of a foreign body entering the engine at maximum speed to test that the engine performs safely
under these conditions.
The test carried out at Derby involved the deliberate release of a fan blade at maximum speed by
detonating an explosive charge at its root. The blade was then held safely within the engine’s titanium
containment system, which will surround the engine in flight.
Ian Kinnear, director Airbus Programmes at Rolls-Royce, described the test as a major milestone in
terms of verifying the engine’s operational safety.
The first run of the Trent 900 took place in March 2003 and one of the seven engines under testing has
already run at 88,000lb thrust – comfortably meeting the 70,000lb required for the start of the A380
commercial operations.
19 August 2003
WING BOX TAKES CENTRE STAGE
The centre wing box comprises seven large parts in carbon fibre reinforced plastic (CFRP) – two upper
and two lower skin panels and the three spars. These seven CFRP parts are self stiffened structures using
a co-curing process which benefits from the industrial knowledge and the in-service experience gained on
the ATR72 outer wing box (300 aircraft produced since 1989) and the A340-500/-600 keel beam (40
aircraft produced since 1999).
CFRP, which Airbus has used extensively since the 1980s to develop different aircraft parts, is ideally
suited to the production of large components. Because it is manufactured from this material, the A380
centre wing box is able to achieve increased weight efficiency of up to one and a half tonnes compared to
the most advanced aluminium alloys.
Though relatively light, the wing box structure is able to withstand high levels of stress thanks to an
increase in the thickness of the CFRP parts (45 mm for the A380 centre wing box, compared to 20 mm
for the A340-500/600 keel beam and 10 mm for the ATR72 wing panels). The development of thicker
parts has led to an evolution in tooling technology and the requirement for increased production rates of
tools, such as a new-generation automatic tape laying machine (ATL) that is twice as productive as the
previous one.
Nantes has also developed new parts for the A380’s centre wing box by using the Resin Transfer
Moulding technology (RTM) which benefits large components. RTM can also be used in the manufacturing
of fully integrated components as the A380’s ailerons RTM spars with integrated hinge and actuator
fittings.
The assembly process of the A380’s centre wing box is based on the process called the ‘flexible
workshop’ used on the Airbus single aisle programme since 1997 and on the long-range programme
since 1998. On these programmes, this assembly process has cut tooling costs by 20 per cent, reduced
recurring cost by 35 per cent and lead times by 50 per cent.
19 August 2003
A380 FUSELAGE ASSEMBLY STARTS AT SAINT NAZAIRE, FRANCE
The Airbus site at Saint Nazaire, France, is gearing up to start assembly of the A380 central fuselage this
month. It will take place in three stages, starting with the lower central fuselage section.
Five separate large components are assembled at Saint Nazaire to construct this section: the forward
lower unit from Italian supplier Alenia, the centre rear main deck floor grid from France-based Sogerma,
the centre rear lower shell from Belgian supplier Sabca, and the central wingbox and landing gear bays
being manufactured at Airbus’ Nantes and Méaulte sites, also in France. The components are being
transported by road, sea and river to Saint Nazaire, which is also responsible for the equipping and
testing of the forward and central sections of the aircraft’s fuselage.
The start of central fuselage assembly, on 28 August 2003, represents the first stage of the A380 work to
be carried out at Saint Nazaire. It will be undertaken in Saint Nazaire’s Polaris 2 Hall, equipped with a
work station system that has allowed Airbus to plan and organise workflow even more efficiently. Airbus
has also installed a laser-based measuring system that ensures the components are joined with
maximum accuracy.
Once work on the lower central fuselage finishes in mid-October, the next stage will be the assembly of
the upper central fuselage, which lasts until mid-November. The third and final stage, the mounting of
the fairings to the central fuselage, is scheduled to begin at the end of the year.
19 August 2003
FIRST A380 WING BOX SECTION COMPLETED
A new milestone in the A380 programme has been achieved today with
the completion of the central wing box section, manufactured and
assembled on the Airbus site at Nantes, France.
The central wing box section is often considered as the “keystone” of the aircraft. Located at the junction
of the wings and the fuselage, it is therefore submitted to considerable loads. This structure is entirely
metallic on commercial aircraft currently in service.
However in an innovative move, Airbus has introduced carbon composites in five of the seven major
elements of the A380 wing box. The elements, up to 45mm thick, include the forward, middle and rear
spars, and the top and bottom panels. This is a world’s first, which puts the A380 programme in a new
technological era.
Over the past 20 years, Airbus’ Nantes site has developed a unique technological expertise in composite
materials, particularly pre-preg carbon fibre. Thanks to this know-how, carbon fibre can replace light
alloys in such elements as the A340-500/-600 central keel beams and the A380 central wing box. It will
also produce A380 ailerons, air intakes and radom, as well as other elements in Resin Transfer Moulding
(RTM).
19 August 2003
PRODUCTION IN GERMANY MOVES UP A GEAR
A series of major A380 milestones take place in Germany this month,
with the delivery of the first production-line rear pressure bulkhead and
the completion of seven large fuselage shells.
The first A380 rear pressure bulkhead was delivered on 14 August by the Airbus plant of Stade, northern
Germany, to Hamburg’s major component assembly hall. To date, the rear pressure bulkhead, which
measures 6.2m by 5.5m, is the largest component to be delivered to the MCA hall. It was trnsported by
road at night under police escort, keeping traffic disruption to a minimum.
Airbus’ Stade facility specialises in the design and production of carbon fibre reinforced plastic (CFRP)
components and the rear pressure bulkhead was produced using resin film infusion moulding techniques.
Once the component was moulded into the correct shape, its edge was carefully milled prior to the
attachment of titanium tabs that hold the component to the aluminium fuselage. The tabs will be
attached at Hamburg before the rear pressure bulkhead is joined to the fuselage.
On August 22 at Airbus’ Nordenham site, employees and guests from business and politics will celebrate
the delivery of a first shipment of seven A380 fuselage shells. These enormous fuselage sections
measure up to 10.8m in length, 6.7m in width and 2.3m in height.
Loaded into three specially-designed shell transport containers, the shells will be used to construct the
forward and central fuselage sections of the aircraft. Teams in jig building department of Airbus’ Varel
site designed and built the containers, which weigh 37 tonnes when fully loaded.
Early in September, Nordenham is set to deliver its first rear fuselage panel by sea to Hamburg. This
occasion will also mark the entry into service of Hamburg’s new roll-on, roll-off quay facility.
6 September 2003
THE A380 STARS IN FRANKFURT AIRPORT FAMILY DAY
The A380 was the star attraction at Frankfurt Airport’s annual employees’ day. More than 13,000
employees joined guests from business and local government on September 6 to learn more about the
double-decker aircraft, which will serve Frankfurt Airport from 2007.
Inside a specially constructed, 30m x 30m marquee on the airport site, guests and their families had the
opportunity to sit inside a virtual A380. They also had a chance to take the A380 controls via a flight
simulator provided on-site.
10 September 2003
ALENIA CELEBRATES DELIVERY OF A380 FUSELAGE SECTION
Italian company Alenia Aeronautica delivers major A380 components to
the Airbus plant in Saint Nazaire, France.
Guests from Italian regional government and business joined Airbus and supplier Alenia Aeronautica to
celebrate the official start of deliveries by the company’s facility in Nola, southern Italy.
Alenia is supplying the enormous ‘double decker’ central section of the A380 fuselage, which is seven
metres wide and 23 metres long. The section has been produced using light aluminium alloys and comes
fully equipped with systems such as air conditioning.
Guests watched the upper segment of the central fuselage being loaded onto a trailer truck to begin its
two-day journey to the port of Naples. This is one of the first parts of the section, which is manufactured
as six separate components, the upper, two lateral, the floor structure and the rear. From there, the
components were loaded onto a dedicated vessel for transport by sea to Airbus’ site in Saint Nazaire,
France. They will be joined to the lower front element, previously delivered on 14 August and to the
other parts of the fuselage before being sent to Toulouse for final assembly.
Alenia Aeronautica has invested significantly in its A380-related production facilities. For the design of
the central fuselage section, the company adopted concurrent engineering techniques, allowing
production and design teams from both Airbus and Alenia to work together in real-time. Laser tracking
methods to ensure maximum efficiency have been installed.
Charles Champion, Airbus executive vice-president A380 programme, paid tribute to the successful
relationship between Airbus and Alenia, which dates from 1980 when the company began the supply of
tail cones for the A300/A310 programme. He described the advanced technologies used to manufacture
the central fuselage section as core to providing air travel’s most flexible, innovative and comfortable
cabin.
15 September 2003
JAMCO’S CFRP BEAMS USED IN FIRST A380 FLOOR GRID
The assembly of the first unit of the floor grid for the first A380 using Jamco's Carbon Fibre Reinforced
Plastic (CFRP) beams has started at the Airbus Finkenwerder plant near Hamburg, Germany.
The Japan-based supplier is using an innovative technology to produce the beams, known as advanced
pultrusion. This involves simultaneously shaping and curing the components. The beams are eight
meters long and weigh just nine kilos each. The first unit forms part of the forward upper section of the
center fuselage.
Jamco also supplies the A380 centre box profiles for the vertical tail plane (stiffeners, stringers and ties).
These elements are also produced using the advanced pultrusion method.
Following the announcement of the contract with Airbus in April 2002, Jamco sent five of its engineers to
work with Airbus in Germany as part of the A380 development team.
The estimated revenue of the 15 Japanese companies which have so far joined the A380 programme, is
well over US $3 billion in the years to come.
16 September 2003
HAMBURG ROLL-ON/ROLL-OFF FACILITY HANDED OVER TO AIRBUS
The inauguration of the new roll-on/roll-off (RoRo) facilities in Hamburg, Germany, took place on the
occasion of the first official delivery of A380 fuselage shells from the Airbus plant in Nordenham to
Finkenwerder, near Hamburg.
The new floating dock and RoRo facilities have been built by Neptun shipyard in Rostock, Germany, and
installed by supplier, the A380 implementation company (ReGe). Capable of handling ships up to 155
metre long and 25 metre wide, it is equipped with large cranes mounted on four hydraulic cylinders,
designed to allow loading and unloading of the A380 components with variations of water level ranging
from 1.25 m below sea level to 7.00 m above sea level.
The traditional ribbon cutting was done by Hamburg’s Trade and Commerce Senator Gunnar Uldall,
Gerhard Puttfarcken, Head of Airbus Germany, and Hartmut Wegener, Managing Director of ReGe.
17 September 2003
FIRST A380 ‘BATHTUB’ PRESENTED TO AIRBUS
Airbus was formally presented with the first A380 inboard inner fixed leading edge wing component from
supplier EADS Military Aircraft at its plant in Augsburg, southern Germany.
The part, familiarly known as a ‘bathtub’, will be delivered by the Beluga A300-600ST to Airbus’
Broughton plant in the UK, in early November. It will incorporate the landing gear lights and other
systems such as the air generation unit and drive shaft. These systems will be installed at the Airbus
final assembly line in Toulouse, France.
The component was manufactured from a blend of aluminium and carbon fibre reinforced plastic. EADS
Military Aircraft developed a unique rapid manufacturing method to produce it, called ‘tripod technology’.
This is a way of cutting and milling aluminium components that enables the production of complex
geometrical shapes at a speed that is significantly faster than conventional methods. The company will
also produce floorgrids and all A380 flap tracks using the same technology.
Accepting the “bathtub”, Charles Paterson, vice-president airframe procurement for Airbus in the UK,
paid tribute to the close partnership between the engineering design teams both at Airbus’ plant in Filton,
UK, and at EADS Military Aircraft’s Augsburg plant.
26 September 2003
UPPER FORWARD FUSELAGE DELIVERED BY HAMBURG
A major element of the A380 upper forward fuselage has come out of the structural assembly jig in
Hamburg in time and shipped to the Airbus plant in Saint Nazaire, France, where it will form part of the
center fuselage. The sub-section, which consists of panels and upper floor grids, left Hamburg painted
and sealed on 26 September.
Several suppliers and Airbus plants contributed to the assembly of the sub-section. Airbus’ Nordenham
plant in Germany provided the three fuselage shells, Dutch supplier Fokker provided the GLARE skin
material for the panels, while the cross beams of the upper floor grid were produced in Carbon Fibre
Reinforced Plastic (CFRP) by Japanese supplier Jamco.
1 October 2003
CTRM DELIVERS FIRST WING COMPONENTS FOR A380
Airbus and Malaysian supplier CTRM celebrated the delivery of the first
set of composite leading edge components for the A380 during the LIMA
air show at Langkawi.
As part of the international industrial build-up of the A380 programme, the first set of composite wing
components have been delivered to Airbus by Composites Technology Resource Malaysia (CTRM). This
significant achievement is being marked by an “Onboard the A380” celebratory event at the Lima
Airshow, Langkawi, Malaysia today, with Dato’ Seri Dr Mahathir Mohamad, Prime Minister of Malaysia in
attendance.
The delivery of the first set of composite leading edge components takes place almost exactly one year
after the original agreement was signed in October 2002 and strengthens CTRM’s position as a key
composites supplier within the Airbus supply chain. The relationship with Airbus commenced in 1999,
with earlier agreements covering work for the A300 and A320 family of aircraft.
Airbus’s involvement in Malaysia dates back to August 1978 when Malaysia Airlines placed its first order
for the A300B4, becoming one of the earliest customers. The airline became a customer for the A330 in
1989 and currently operates a fleet of nine A330-300s and three A330-200s on services across Asia and
to the Middle East. Malaysia Airlines is also one of the Asia-Pacific customers for the 555 seat A380
double decker with orders for six aircraft. Deliveries of the A380s are scheduled to commence in 2007.
2 October 2003
PUERTO REAL HAS TWO REASONS TO CELEBRATE
Double celebrations took place at Airbus’ Puerto Real site, southern
Spain, to mark the opening of the plant´s new A380 facilities and the
delivery of the first A380 central fuselage belly fairing.
Five hundred guests, including national and regional politicians, plant employees and Airbus
management were present to see the 16,000 sq m (52,495 sq ft) extension unveiled. The extension will
house new machinery for the manufacture and assembly of structural components for the A380´s rudder
system, new installations for belly-fairing production and the horizontal tail plane (HTP) final assembly
line.
The first A380 belly fairing to be delivered is the first to have been produced by Airbus in Spain and at
32m long, 10m wide and 4m high, it is also the largest belly-fairing ever produced for a civil aircraft.
Puerto Real is manufacturing the forward and rear sections of the overall A380 belly-fairing subsection
which are scheduled for delivery in May 2004. A combination of aluminium, titanium and carbon fibre
reinforced plastic (CFRP) was used to produce the component.
Belly-fairing components for other Airbus aircraft families are manufactured at the Airbus site in Saint
Nazaire, France. Engineering design teams in France worked closely with their Spanish colleagues
throughout the design and production process.
Airbus Spain General Manager Manuel Hita Romero, also present at the ceremony, described the effort of
Airbus people in Spain working on the belly-fairing project as impressive in its level of dedication. “They
are prepared to bring new levels of commitment and teamwork to the project to ensure its success,” he
said.
Members of the Spanish national and regional press took a short tour around the belly-fairing and the jig
in which it was assembled, before it was loaded onto a specially-designed transport platform for the
3.5km road journey to Puerto Real harbour. The delivery took place at night and under escort to avoid
traffic disruption. From Puerto Real, the component is shipped to Saint Nazaire to be integrated into the
A380 central fuselage.
The closeness of the Airbus’ Puerto Real plant to the town’s harbour is key to Airbus’ A380 transport
arrangements in Spain. During 2002, Airbus carried out a series of tests on the road linking the plant to
the harbour and a new bypass was constructed to enable the speedy delivery of all A380 components
from the facility.
2 October 2003
VARIABLE FREQUENCY GENERATOR FOR THE A380
Airbus and Aerolec have developed a 150kVA Variable Frequency
Generator for the A380.
The Variable Frequency Generator developed by Airbus and Aerolec for the A380 is less complex, more
weight-efficient and more reliable than conventional fixed frequency generators. The A380’s main
electrical power generator is driven by the aircraft’s engine. However, because the engine operates at
different speeds during a flight, a high powered generator is required to ensure efficient operation of
aircraft loads at all times.
To develop the A380’s variable frequency generator, Airbus and supplier Aerolec have worked closely
together. The result is technology, which will set the standard for power generation on future aircraft
programmes.
In July 2003, performance verification was achieved after 2,600 hours of Variable Frequency Generator
test operation and progressive testing took place following integration into the Airbus test rig, in August.
The first Variable Frequency Generator operated at full power on the Rolls-Royce T900 engine in
September. The Pratt & Whitney Canada Auxiliary Power Unit has already been operating to full electrical
power with the auxiliary generators.
2 October 2003
VAREL DELIVERS FIRST A380 MACHINED COMPONENTS
The Airbus plant in Varel, Germany, has delivered the first components for A380 fuselage assembly to
Hamburg. To mark this occasion, Varel presented a 7.5 metre high aluminium ring frame. The part
located in the conical shaped part of the fuselage will connect the rear fuselage section produced in
Hamburg to the pressure bulkhead and on to the tip of the rear fuselage manufactured at Getafe in
Spain.
In all, roughly 4,500 different components are being manufactured in Varel for each A380. To date, the
plant has supplied roughly 2,400 different parts and components for the A380, most of them for fuselage
shell construction at Nordenham. The machining centre at Varel also supplies machined components for
wing equipping at Bremen, for vertical tail unit production at Stade and fuselage integration and
equipping at Hamburg.
Furthermore, Varel has also designed, developed and manufactured the giant construction and assembly
equipment used in the German Airbus plants. Most of this equipment has either already been delivered
or is nearing completion.
6 October 2003
MITSUBISHI HEAVY INDUSTRIES DELIVERS FIRST A380 CARGO
DOOR
Japanese partner Mitsubishi Heavy Industries, Ltd (MHI) has delivered the first cargo door of the A380.
The doors are manufactured at MHI’s Nagoya Aerospace Systems Works in Oye near Nagoya, Japan. The
initial shipment is a version of the forward cargo door that will be used in the first flight test aircraft. MHI
is responsible for the production and final assembly of both forward and aft lower deck cargo doors.
MHI already contributes to other Airbus aircraft programmes, supplying shroud boxes for the A320
Family since 2000 and aft cargo doors for the A330/A340 Family since 2002.
9 October 2003
PUERTO REAL DELIVERS FIRST A380 BELLY FAIRING
The first A380 belly fairing left the Airbus site at Puerto Real, Spain, to go to the Airbus site at Saint
Nazaire, France. The belly fairing, one of the most emblematic elements of the aircraft, was carried on
the ship “Patria” in a special container 27m long, 6.7m wide and 3.5m high for a total weight of 28
tonnes. It arrived in Saint Nazaire on 12 October.
10 October 2003
FIRST FUSELAGE SECTION FROM HAMBURG
The first fuselage section of the A380 has come out of jig in Airbus’ plant in Hamburg, Germany.
Elements for the assembly of this forward fuselage section arrived from the Airbus site in Nordenham,
Germany. The electrical and hydraulic systems will be tested before the whole section is shipped to
Toulouse. Transport of the completed section is planned for end March 2004.
20 October 2003
ALABAMA BASED GKN WILL SUPPLY A380 WING TRAILING EDGE
PANELS
GKN Aerospace (GKNA) and Airbus came together in October to celebrate their partnership on the A380
to build the wing trailing edge panels for the A380. The GKN contract has a potential value of $600
million over the life of the programme. The first set of panels currently under construction was on display
at the Alabama facility.
To meet the engine requirements of the A380, GKN will be applying unique, leading-edge manufacturing
techniques and processes, developed jointly with Airbus. These skills will also open up new opportunities
for the Alabama based supplier in the manufacture of advanced composite airframe assemblies.
The A380 programme will provide the launch platform for a composite manufacturing process known as
‘Resin Film Infusion’ (RFI). RFI, which has been developed by GKNA in partnership with Airbus, increases
the scale of components that can be manufactured in one piece while decreasing critical factors such as
manufacturing times and component weights and improving product quality.
Following manufacture, the panels will be packaged in Alabama and flown to Airbus in the UK for
assembly into the aircraft wing before being sent to Airbus in France, for final airframe assembly.
To equip the Alabama facility to carry out this advanced work, a massive investment program has been
undertaken by GKNA, including installing new machining centres and highly sensitive quality
management and testing equipment.
GKN Aerospace Alabama employs over 500 people and is already a key supplier to Airbus, manufacturing
the wing trailing edge panels for the A330/A340 Family.
23 October 2003
KOREAN AIR CONFIRMS ORDERS FOR FIVE A380s
Korean Air has confirmed that the A380 will play a significant role in its future growth plans by signing a
firm contract for the purchase of five aircraft, plus three options. Korean Air will initially introduce the
A380 on high density traffic routes from Seoul to the US west coast, with subsequent destinations likely
to include cities on the US east coast and Europe. Deliveries to Korean Air are scheduled to take place
between late 2007 and 2009.
The contract was signed at a ceremony immediately prior to the opening of the Association of Asia Pacific
Airlines annual Assembly of Presidents’ meeting on Jeju Island, South Korea today
With Korean Air’s confirmation, Airbus has 121 firm orders plus eight commitments, making a total of
129 from 11 customers for the A380.
Airbus’ relationship with Korean Air dates back to 1974, when the airline became Airbus’ first customer
outside Europe. Today, the carrier remains one of Airbus’ largest customers in the region, having
previously placed orders for 51 widebody types comprising 32 A300s and 19 A330s.
3 November 2003
AIRBUS SUPPLIER PATRIA OPENS NEW FACILITIES IN FINLAND
A380 supplier Patria has inaugurated its new facilities for advanced composite structure in Jämsä,
Finland. The new facilities, where production of spoilers for the A380 has already started, more than
double the existing floor area. They will enable Patria to increase significantly its efficiency and
production. Patria specialises in the design and manufacture of advanced composite structures for
aircraft and spacecraft.
3 November 2003
INAUGURATION OF A380 HALL IN LAUPHEIM
Airbus’ subsidiary Aircabin GmbH officially opens its new A380
production hall in Laupheim, Germany.
The new A380 production facility in Laupheim was inaugurated on 3 November 2003 by Gerhard
Puttfarcken, Chairman of the Airbus Deutschland GmbH Executive Management Board, who emphasised
in his inaugural address the importance of components produced in Laupheim for the A380.
"The high-tech components for the cabin and air ducting show that our Airbus A380, the flagship of the
21st century, is increasingly becoming a reality. The employees at Laupheim produce all the components
using the latest manufacturing methods in one of Europe's most up-to-date production facilities,” said
Puttfarcken.
In preparation for the A380, Aircabin has doubled its area over the past two years. The new 15,000
square metre production hall will be used from mid-2004 on to produce cabin equipment components
and low-pressure air ducts for the air conditioning system of the A380. Aircabin also builds the crew’s
sleeping accommodation in Laupheim.
The new facility is equipped with state-of-the-art technical features such as heat recovery ventilators.
Additional areas have also been reserved for suppliers and subcontractors around the Laupheim Airbus
site.
Aircabin GmbH, a 100 per cent Airbus subsidiary, has been delivering cabin components for all Airbus
models since the early 1970s. In 2002 and 2003, a total of 55 million euros has been invested in future
A380 production at the Laupheim site, which will employ up to some 420 people in 2004.
4 November 2003
AIRBUS PREPARES LANGON PORT FOR A380 TRANSPORT
The A380 components will be using a historic trade route to travel
between Bordeaux and Toulouse, reviving river traffic and increasing
Bordeaux harbour freight capacity.
Airbus is currently preparing the special installations of the river port of Langon, France where the large
A380 elements coming from the different Airbus sites will be unloaded. They will arrive on barges coming
up river from the river port of Pauillac-Bordeaux, a distance of 95 km.
The A380 river transport route is reviving the historic role of the river Garonne to transport goods
between the river port of Bordeaux and Langon. The A380 elements will increase the freight capacity of
the Bordeaux harbour by 50,000 tonnes a year.
New installations have been required to allow the Langon port to receive the barges. These include a
purpose-built basin, which will maintain the barges at the level of the quays during unloading.
From Langon the elements will be loaded onto special vehicles and transported to a reception area from
where they will be carried by road to Toulouse. Airbus has erected a 25,000 square metre facility to store
the A380 components and to park the vehicles. Here the convoy will be formed before starting the road
journey.
Airbus is also building a logistics facility to be used for the equipping and storage of jigs that support and
protect the A380 elements during their journey.
4 November 2003
GETAFE DELIVERS LARGEST EVER CARBON REAR FUSELAGE
SECTION
The rear section of the A380 delivered by Getafe is the largest ever
produced in carbon and the first fuselage section manufactured in Spain
by Airbus.
The Airbus plant in Getafe, Spain has achieved a first in civil aviation history by completing the assembly
of the largest ever rear fuselage section made from carbon fibre reinforced plastic (CFRP).
The A380 section, measuring 10m long and 6.5m high, will be loaded on to the Beluga transport aircraft
for delivery to the major component assembly hall in Hamburg, Germany later this month.
This is the first time an Airbus plant in Spain has produced a section of fuselage for any of the Airbus
aircraft. To mould the fuselage section into the particular aerodynamic profile required for the A380,
Airbus installed carbon fibre placement machinery at Illescas. The technology is particularly effective
when complex contours and shapes are required as it enables the moulding of very thin (3mm) tapes of
CFRP material.
The section is composed of an aluminium frame delivered by supplier Gamesa, together with carbon
panels and skin manufactured by Airbus’ plant in Illescas, Spain. In addition to the carbon fibre
placement machinery, Airbus has also installed new flexible tooling assembly jigs, which maximise
efficiency by allowing employees to work on different sections of the part at any given time.
4 November 2003
CENTRAL FUSELAGE IS TAKING SHAPE IN ST NAZAIRE
At the Airbus plant in Saint Nazaire, France the A380 central fuselage is
fast taking shape with the assembly of the lower and upper central
fuselage sections.
The three separate sections that make up the A380 central fuselage are currently being assembled on
three flexible assembly stations in the specially built A380 hall, Polaris 2, in St Nazaire, France.
The lower central fuselage section is now complete and was taken from the assembly jig in mid-October.
Composed of elements from suppliers Alenia Aeronautica in Italy, Sabca in Belgium and Sogerma in
France, as well as from the Airbus’ plants in Nantes et Méaulte, the section is now ready to be integrated
with the upper central fuselage and the belly fairing.
Meanwhile, the assembly of the upper central fuselage section was completed last month ahead of
schedule. The forward, central and rear upper shells arrived from Airbus in Hamburg and supplier Alenia
Aeronautica in Italy on time and the fixings are being installed to both the lower and upper central
fuselage sections.
The Airbus plant in Puerto Real, Spain delivered the first A380 central belly fairing in the middle of
October. This important part has now been transferred to the third of St Nazaire’s flexible assembly
stations, where it will be joined in December by passenger doors manufactured by Eurocopter in
Germany.
The assembly stations in the Polaris 2 hall have been designed to accept different A380 components and
sections at any given time. To ensure highly precise alignment of the sections, each jig is equipped with
3D laser tracking equipment.
The assembly of the A380 forward fuselage will also take place at Saint Nazaire and is scheduled to start
towards the end of this month. The equipping and testing of both the forward and central fuselage
sections will start at the beginning of 2004.
4 November 2003
FIRST ROAD TESTS FOR A380 CONVOY IN FRANCE
The size of the major elements of the A380 has led Airbus to work on alternatives to the A300-600 Super Transporter,
known as the Beluga, to transport A380 components to the final assembly hall in Toulouse, France. More than 90 per
cent of the A380 transportation will therefore be done by water, by ship and barges. The final part of the transport will
be completed by road between the river port of Langon in the south west of France and the Toulouse A380 site.
The first road tests started in the evening of the 3 November 2003. All major A380 elements - such as
fuselage sections and wings - that arrive in France from plants in Spain, Germany and the UK will travel
down the 240km route between Langon and the A380 final assembly hall. The road journey represents
the last transport stage for A380 components, which arrive at Langon via barge from Pauillac, the river
port of Bordeaux on the Atlantic coast.
Three sets of tests will take place before the first actual deliveries in April 2004. In this first phase,
Airbus and specialist road transport company Capelle will guide the specially-designed convoy vehicles
through the route, to ensure the roads are fully navigable and to note down any physical difficulties that
occur during the course of the test – the width of roads around bends and roundabouts, for example.
The A380 convoy will use two types of vehicle. One will transport large fuselage sections and the
horizontal tail plane while the other will carry A380 wings. Full-scale models of the parts, together with
the jigs and positioning/holding equipment, are being used to carry out the tests.
Work on the A380 road transport project began in 2001. Working closely with the French authorities, the
project team identified a route along smaller, less well-used roads in order to keep disruption to both the
neighbourhood and existing road traffic to a minimum. The roads were then modified to accept the
transport vehicles, which are 8m wide and 13m high. Once the road is operational, the convoys will run
only at night, stopping at specially prepared rest areas during the day.
Environmental concerns have been placed at the fore with the construction of by-passes around sensitive
natural areas, including an underground tunnel to allow a protected colony of minks to safely cross the
road.
Two more series of tests are planned in January and March 2004.
5 November 2003
MAJOR WING MANUFACTURING MILESTONE IN BROUGHTON
A key milestone was successfully completed as the first A380 wing was
removed from its four-storey high main assembly jig at Airbus’ factory in
Broughton, North Wales (UK), in early November.
After being removed from its jig, the first A380 wing, a port wing for MSN001, the first flight test aircraft,
was manoeuvred through 90 degrees to be laid in a horizontal position for the first time.
At this stage, this wing weighs around 30 tonnes - including flight test instrumentation. It measures over
36 metres along its leading edge, is 11 metres wide and nearly three metres deep at the root-end
(where it attaches to the fuselage).
Workers began loading the major wing components – spars, ribs, skin panels and leading and trailing
edges – into the assembly jigs in early June. For the past five months, a complex programme of
assembly of these and many smaller parts has been underway. This has included thorough testing and
evaluation at each stage as the first wing has taken shape, culminating in the removal from the jig of the
first wing-box.
The first A380 wing will now spend a week on a transportation ‘raft’ beside the assembly jig whilst
detailed measurements and quality control checks are carried out. It will then be transferred to the next
stage of assembly and placed in one of three dedicated two-storey bays in the new ‘equipping’ area.
Here components such as hydraulic, pneumatic and fuel systems and wiring will be fitted. This stage will
be followed by cleaning and anti-corrosion painting before a finished pair of wings is delivered from
Broughton to the final assembly line in Toulouse, France in late Spring 2004.
Three sets of A380 wings are now in the main assembly jigs at Broughton – including a set of non-flying
wings for static testing. The ‘partner’ of the wing removed yesterday - the starboard wing for MSN001 is due for removal from the main jig before the end of November.
12 November 2003
WING PRODUCTION PROGRESSES IN BROUGHTON
The A380 production programme moved into a new phase at the end of
November, as the first set of wings for the twin-deck aircraft entered the
penultimate stage in the wing production process.
The completed wing structures were transferred by raft and crane from Airbus’ main assembly jig to the
wing equipping’ area, both in Broughton in the UK. Here work will began on wiring and fitting
components such as hydraulic, pneumatic fuel systems and wiring.
The wings - each measuring more than 36 metres in length and 11 meters in width and built to
tolerances of just fractions of millimetres - were removed from the main assembly jig during a very
detailed and delicate operation. It took more than 25 workers to complete the process, which has never
been undertaken before with wings of that size.
Following completion of the equipping stage, the wings will undergo cleaning and anti corrosion painting
before being delivered to Airbus’ final assembly line in Toulouse next year.
21 November 2003
MEAULTE DELIVERS FIRST A380 NOSE SECTION
The nose section of the first A380 was completed at Airbus’ Méaulte
plant and delivered to Airbus Saint-Nazaire on Friday 21 November.
A ceremony to mark the completion and delivery of the nose section of the first A380 took place in
Meaulte in the presence of French Minister of Equipment, Transport, Housing, Tourism and the Sea,
Gilles de Robien, and of many personalities from the region, Airbus representatives and all the Airbus
Méaulte personnel.
To produce an aircraft nose section, Airbus has developed an assembly concept using spatial positioning
assisted by laser-beam measuring which allows the parts to be worked on in a variety of positions.
The frames of the cockpit windshield panes are made by high-speed machining with "spatial volumetric
milling" while the upper part of the cockpit – whose shape is highly complex - is assembled by automatic
riveting on a 5-axis machine.
Méaulte produces nose sections for the entire family of Airbus aircraft. The size and weight of the A380
nose section is particularly impressive. It comprises two sections weighing 1390 kg (length: 3.4 metres;
width: 5.4 metres; height: 5.4 metres) and 1800 kg (length: 4.2 metres; width: 6.6 metres; height: 6.7
metres) respectively.
The A380 nose section is being transported to Saint Nazaire, France by Beluga from the Beauvais Tillé
airport. Plans are to use the new Haute Picardie aero-industrial platform of Méaulte from 2007.
21 November 2003
MEAULTE DELIVERS FIRST A380 NOSE SECTION
The nose section of the first A380 was completed at Airbus’ Méaulte
plant and delivered to Airbus Saint-Nazaire on Friday 21 November.
A ceremony to mark the completion and delivery of the nose section of the first A380 took place in
Meaulte in the presence of French Minister of Equipment, Transport, Housing, Tourism and the Sea,
Gilles de Robien, and of many personalities from the region, Airbus representatives and all the Airbus
Méaulte personnel.
To produce an aircraft nose section, Airbus has developed an assembly concept using spatial positioning
assisted by laser-beam measuring which allows the parts to be worked on in a variety of positions.
The frames of the cockpit windshield panes are made by high-speed machining with "spatial volumetric
milling" while the upper part of the cockpit – whose shape is highly complex - is assembled by automatic
riveting on a 5-axis machine.
Méaulte produces nose sections for the entire family of Airbus aircraft. The size and weight of the A380
nose section is particularly impressive. It comprises two sections weighing 1390 kg (length: 3.4 metres;
width: 5.4 metres; height: 5.4 metres) and 1800 kg (length: 4.2 metres; width: 6.6 metres; height: 6.7
metres) respectively.
The A380 nose section is being transported to Saint Nazaire, France by Beluga from the Beauvais Tillé
airport. Plans are to use the new Haute Picardie aero-industrial platform of Méaulte from 2007.
25 November 2003
BRANSON HAILS THE A380
Virgin Atlantic Airways chairman Sir Richard Branson has hailed the
A380 as the perfect aircraft for long-distance journeys such as the route
from the UK to Australia.
During a visit to Airbus in Toulouse, the Virgin chief unveiled plans to be one of the first airlines to
operate the new twin-deck aircraft to Australia, and hinted at what passengers might expect to see
inside the cabin of Virgin’s A380 aircraft in the future.
Speaking after a meeting with Airbus senior management, Sir Richard said that he intends Virgin A380s
to be more like a cruise ship than an aircraft, with many innovative features. Planned in Virgin’s business
class cabins are stand-up bars, massage areas, fully-reclining sleeper seats and leather chairs. Virgin’s
chairman hinted at other innovative features, but said passengers would have to wait and see for
themselves.
Virgin is due to become the first European operator of the A380 in July 2006 when the first of six aircraft
ordered is delivered. It will also be the first airline to operate the A380 on the North Atlantic route from
London to New York. It will follow this by flying the A380 on its routes from London to Los Angeles and
Hong Kong, with Tokyo, Johannesburg and Washington DC also among destinations being considered.
Commenting on competition in the aircraft manufacturing business, Sir Richard praised Airbus’
achievement in overtaking Boeing as the leading commercial aircraft manufacturer this year. He said
competition was good for both manufacturers and doubted the A380 would ever have been conceived
were it not for competition.
While at Airbus, Sir Richard also called on the British government to give priority to building a third
runway at London’s Heathrow airport rather than adding a second runway to London Stansted.
25 November 2003
AIRPORT PAVEMENT TESTS COMPLETED FOR THE A380
Airbus has completed its first airport compatibility tests for the new
A380. The ‘Experimental Pavement Programme’, launched in June 1998
to determine the weight effect of the new 555-seater aircraft on airport
runways, has demonstrated welcome results for the aircraft
manufacturer and airports alike.
Tests from the six-year programme confirm that despite its extended size and weight, the pavement
loading factor of the new aircraft matches that demonstrated by today’s large aircraft. In short, the A380
will have no greater impact on the runway environment than those aircraft already in existence. This
view is corroborated by leading pavement experts including the STBA (Airport and Airforce Bases
Engineering Department) and LCPC of France (French Laboratory for Civil Engineers), which were
conducting, analysing and validating the pavement tests.
The impact of the A380 and other aircraft was tested on the substructure of runways constructed in both
flexible and rigid material (those made of asphalt and concrete respectively). The programme used state
of the art technology and ground-breaking techniques to provide comparative data sustaining A380
landing gear configuration selection process versus other large aircraft. This was a key component in
being able to understand the behaviour of flexible and rigid pavement structures and in supporting
development of other models.
Tests on flexible material clearly show that the A380 is comparable to existing widebodies (B777-300,
MD-11, B747) in terms of pavement loading effect. The landing gear definition - including the wheel-base
and wheel-track optimisation and the distance between gears - and the load per wheel on the pavement
is compensated by the large bogie geometry effect. Results from rigid material testing will be available
next year.
This is the first time that such comprehensive tests have been carried out, prior to entry into service, in
what is termed the ‘large aircraft’ category. The landmark tests have been well received by the entire
industry. The results are especially welcome by the world’s airport authorities as adaptation of airports to
receive very large aircraft costs much less in comparison to developing new runways and taxiways. US
dollars 100 million as an average in comparison to more than one billion US dollars respectively.
28 November 2003
A380 WILL SUPPORT SINGAPORE’S LONG TERM GROWTH
For Singapore Airlines, a carrier based in a small city-state with no
internal air routes and limited domestic demand, mastery of market
development has been behind its emergence as one of the most
important aviation players in the dynamic Asia-Pacific region.
In the fiercely competitive air travel sector, careful identification of markets and dedication to developing
them is key to an airline’s success or failure.It should come as no surprise then that Singapore Airlines,
the A380 launch customer, had been interested in the concept of a very large aircraft long before making
its order for 10 A380s in 2000. The airline had a clear understanding of its present and future capacity to
fill very large aircraft and on what routes such aircraft would be required.
With Singapore Airlines, the A380 is destined to be used on high-density long-haul routes, to provide
extra capacity without increasing the number of flights. These include London, Los Angeles, San
Francisco, New York, Tokyo, Hong Kong and Sydney.
The airline notes that being the A380 launch customer brings with it a tremendous opportunity to focus
the aviation industry on Singapore Airlines and intends to use the aircraft as a showcase for the best that
the airline has to offer. The carrier says the A380’s roomy fuselage can be used to enhance customers’
space and comfort, and that its size gives it a lot more opportunity to innovate in cabin product.
Presently, the airline has not yet decided how it will manage the seating arrangements on the A380, only
commenting that it will depend on the types of market it will serve in future years.
Singapore Airlines also operates Airbus A340-500 ultra long-haul aircraft, with five of these aircraft on
order and five on option. The airline points out that the greater efficiencies it will be able to achieve with
cross crew qualification training, and commonality of engineering and maintenance support was a clear
advantage in minimising service costs.
2 December 2003
NANTES PRODUCES FIRST A380 NACELLE AIR INTAKES
Production of the first air intakes for the A380 nacelles has started at
Airbus’ Nantes site. The nacelle air intakes, which Nantes has
specialised in since 1998, are located forward of the engines and
significantly aid noise reduction.
For the A380, two types of air intakes will be manufactured in composites for the Rolls-Royce and Engine
Alliance engines respectively. They boast an impressive diameter of 3.80 metres, almost that of an A320
fuselage!
A number of technical and technological innovations have been developed to enhance the acoustic,
structural, geometric and aesthetic qualities of the A380 nacelles. The acoustic part of the air intakes
thus comprises a single acoustic panel (instead of two) to guarantee a better engine noise absorption
quality, complying with anti-noise standard QC2 and characterised by a ceiling of 96 decibels.
Thanks to this feature the A380 will be the only aircraft capable of taking off from an airport such as
London after 10 p.m.
The first flyable Rolls-Royce air intakes are planned for delivery in April 2004. Over the next 30 months
24 of them will be manufactured.
5 December 2003
FIRST ASSEMBLY OF A380 LANDING FLAPS IN BREMEN
Hundreds of Airbus employees and guests from the city of Bremen
joined the plant director Rainer Martens at a ceremony on 5 December to
launch the assembly of the A380 landing flaps.
Airbus’ plant in Bremen, northern Germany, has begun the assembly of the A380 landing flaps – devices
that generate and control ‘lift’ for the wings.
The A380 landing flaps will be assembled using a four-stage process, involving pre-assembly, the
automatic riveting of the flaps’ skin to a frame of longerons and ribs, and finally the varnishing and
painting of the components. Among new technologies installed at the plant are painting robots and
infrared drying machines. The completed flaps will be sent by truck to the A380 final assembly line in
Toulouse, France.
Bremen began producing Airbus landing flaps in 1981 for the A310 aircraft. In 1991, the plant launched
assembly of the A321 landing flaps and of the A330/A340 programme from 1998. Landing flaps for the
entire single-aisle family followed in 2002.
9 December 2003
QATAR AIRWAYS CONFIRMS ORDERS FOR A380s
Qatar Airways has signed a firm contract with Airbus for two A380s and two options, as well as for two
A340-600s and options on a further eight. The deal re-affirms previous commitments to the aircraft.
Deliveries of the A340-600s will begin in June 2006, and those of the A380s in early 2009.
Both aircraft will feature three-class layouts – the A340-600 seating 325 passengers, and the A380s 460.
Qatar Airways will introduce the 376 tonne maximum take-off weight version of the A340-600, which will
be powered by four Rolls-Royce Trent 500 engines. The choice of engines to power the A380s will be
made later.
‘’We see a need for the A340-600 on our medium to high-capacity long-haul routes, as well as for the
larger A380 on our most heavily travelled services,’’ says Qatar Airways Chief Executive Officer Akbar AlBaker. ‘’And we look forward to the commonality benefits that our all-Airbus fleet will bring us in both
cost savings and operational flexibility.’’
Qatar Airways operates the largest all-Airbus fleet in the Middle East, which currently comprises mainly
A330s and A320 Family aircraft.
10 December 2003
FIRST ROAD TESTS CONCLUSIONS
Lessons drawn from the November road tests open the way to the
second phase of road tests for A380 transport.
The report issued in December following the first road tests between Langon and Toulouse, has identified
no major obstacle on the entire route. Only a few minor modifications will be necessary to facilitate the
passage of the convoy, such as moving a few safety railings or road signs. For the next phase of tests,
the vehicles will be equipped with GPS to facilitate navigation in some of the villages.
The objective of the first test phase, which took place in November 2003, was to control the size and
trajectory of the convoy along the 240 km route, including the 30 kms of specially developed bypass
road or parking areas.
Two sets of vehicles were driven from the river port of Langon to the Jean-Luc Lagardère final assembly
hall in Toulouse, carrying mock-ups of fuselage sections and wing respectively, some of which were as
long as 45 metres and as high as 12 metres.
During the four nights and three days of tests, thousands of local people and aviation fans came to see
the convoy. Many among them could remember the first transport of the A300B sections… a good omen
for the future!
The second series of tests is scheduled for early February 2004. This time, the tests will be performed
with six sets of vehicles, two of which will be loaded to reach a test weight of 240 tonnes for the wings
and 120 tonnes for the fuselage and rear sections.
10 December 2003
FIRST A380 LANDING GEARS DELIVERED TO FILTON, UK
The first sets of A380 landing gears have arrived in Filton, UK, where
they will be tested in a specially built rig.
The landing gears were delivered to Airbus’ Filton site in the UK by Messier Dowty for the nose landing
gear, and by Goodrich for the body and wing landing gears. A rig, replicating the full-scale A380
structure, was built at Filton to put the nose, two sets of body and two sets of wing landing gears
through a series of tests. The rig features hydraulic pumps, full aircraft length pipes and aircraft power
generation to simulate the equipment used to control the gears.
Since their arrival in early December, the landing gears have been fitted with components such as
actuators to close the fuselage doors and uplocks that will secure the parts in flight.
Following a series of slow retractions and extensions to test the gears’ movements, wheels and tyres will
be added and a cycle of test at actual retraction speed will be carried out.
Initially, the tests will include a number of cycles to ensure the gears are performing as expected. They
will then be put through a number of flying scenarios such as hydraulic failure and hydraulic pressure
pulses. The controlling software will also be thoroughly tested in the months ahead.
Partnership with suppliers has been essential with regular visits by Airbus engineers to the suppliers'
manufacturing sites to monitor preparations for fatigue and strength testing.
11 December 2003
PMB CONFIRMS AIRBUS A380 PURCHASE FOR MALAYSIA AIRLINES’
OPERATION
Penerbangan Malaysia Berhad (PMB), parent company of Malaysia Airlines, signed a firm contract for six
A380-800 passenger aircraft with Airbus, firming up an earlier commitment announced in January this
year.
Deliveries to PMB are scheduled to begin in 2007. The A380s will be operated by Malaysia Airlines on key
trunk routes to Europe and the Asia-Pacific region. With PMB’s order, Airbus now has 129 firm orders
from 11 customers.
Dato’ Gumuri Hussain, Managing Director & Chief Executive Officer of PMB said: “We are excited to have
now finalised this major transaction which, we believe, has long term benefits to PMB, Malaysia Airlines
and the country as a whole. This will also represent a continuation of a two-decade long relationship
between Malaysia and Airbus. We believe the A380 aircraft will become a key part of our fleet”.
Dato’ Md Nor Yusoff, Managing Director of Malaysia Airlines said: “We are looking forward to the
introduction of the A380 into our operations as it will allow us to maintain our position as an airline in
premier league. This sophisticated equipment will provide much-needed extra capacity on existing routes
and enable us to maximize our presence in key markets and intensify our long term network expansion
plan.”
Noël Forgeard, Airbus President and Chief Executive Officer said: “We are indeed heartened that Malaysia
Airlines has demonstrated its vote of confidence in the A380 during these challenging times for the
industry. I am confident that the aircraft will play a pivotal role in the future of Malaysia Airlines. This
order once more demonstrates that the A380 is really the right aircraft at the right time to respond to
market needs and future developments.”
Airbus’ presence in Malaysia dates back to 1978 when Malaysia Airlines placed its first order for the
A300B4, becoming one of the early Airbus customers. The carrier currently operates 12 A330 aircraft. In
October 2002, Airbus reinforced its ties with Malaysia through an agreement with Composites Technology
Research Malaysia (CTRM) as a key supplier for A380 wing components, adding to earlier agreements
covering composites work for the A300 and A320 Families. The first set of A380 wing components were
handed over to Airbus in October 2003.
12 December 2003
VERTICAL TAIL PLANE ASSEMBLY STARTS IN STADE, GERMANY
Airbus’ plant in Stade, northern Germany, has launched the assembly
and equipping of the A380 vertical tail plane, or VTP.
The A380 vertical tail plane has a surface120 square metres and integrates many components
manufactured in different types of material.
The Airbus plant in Stade is a centre of excellence for carbon fibre reinforced plastic manufacturing and
producing the VTP’s spars, ribs, rudder fittings and skin panels. Other parts for the VTP come from
Airbus’ facilities in Puerto Real, Spain for the rudders, fin tips and dorsal fins, and from Varel, Germany
which manufactures complex machined parts.
Key external suppliers include Japan’s Fuji Heavy Industries, which produces the leading and trailing
edge sub-assemblies, as well as the carbon fibre reinforced plastic and metal fin tip, and Labinal, which
designs and manufactures the tail’s main electrical cabling, or harnesses.
Several new assembly technologies were introduced to Stade’s production line in a bid to introduce even
greater efficiency to the manufacturing process. Much of the A380 tail is produced from carbon fibre
reinforced plastic and to ensure that the outer shape is perfectly smooth, Airbus applies a levelling
material, or shim, between the inner parts and the skin panels. Airbus has now largely automated the
shim preparation and application technique, slashing the application time of the material and ensuring
maximum density.
Once assembled, the A380 VTP will be transported by truck to the River Elbe, where it will be loaded
onto a barge and sent to Hamburg at the end of May 2004.
After painting in Hamburg, the tail’s lower rudder will be detached and sent in the Beluga transport
aircraft to the A380 final assembly hall in Toulouse. The rest of the tail will follow in mid-June 2004 by
sea and road.
12 December 2003
A380 TEST HANGAR INAUGURATED IN DRESDEN, GERMANY
German aeronautical testing specialists IABG have unveiled the
enormous new hangar where the A380’s structure will be put through a
rigorous programme of fatigue tests.
Supplier IABG and its partner IMA, officially opened a new 4950 sq m test hangar at Dresden airport in
Germany, in which fatigue tests will be conducted on the A380.
The aim of these tests is to simulate the loads, which occur on an aircraft structure during its service life.
To achieve this, the entire airframe of the aircraft is fitted onto a test rig. The rig is installed with
hydraulic and pneumatic loading facilities to accurately simulate hydraulic and pneumatic pressures and
tensions. A succession of load cycles simulates the different flight sequences to assess the possible
damage to the aircraft structure, including taxiing on an uneven runway.
The fatigue tests to be carried out at Dresden will be the largest of their type ever carried out on a
complete aircraft airframe to date.
Airbus’ engineering site representative in Germany, Dr Peter Schroder, described the fatigue tests as
critical, not just for the A380’s certification but for its safe operational use.
Airbus signed the fatigue testing contract with IABG in autumn 2002.
12 December 2003
RIVER DEE BARGE FOR A380 WINGS TAKES SHAPE IN UK
The new Airbus A380 wing transportation vessel for the River Dee – the
Dee River Craft (DRC) – is rapidly taking shape at McTay Marine Ltd in
Bromborough, Wirral, UK.
The unique craft is designed and built by McTay Marine, a specialist ship builder, which has designed the
vessel in close collaboration with the customer, Holyhead Transportation Company Ltd (who will own and
operate the vessel for Airbus) and with Airbus’ local and central A380 transportation teams – in
Broughton and in Toulouse, France.
The vessel’s wheel house is now in place above the long, broad deck and its interior, which will house the
latest in sophisticated navigation equipment, is well advanced. The engines and special propulsion
system are being installed and other piping and electrical cabling are being fitted.
The design of the vessel takes into account the special environment in which it will operate. The craft will
incorporate many features to provide environmental and ecological protection, which has led to its
registration in a special “Environmental Notation” category with Lloyds Shipping Register.
Special features include a propulsion system and a unique hull form, both designed to minimise wake
and ‘wash’ and to help protect the river bed and banks as the vessel passes. Engine emissions, noise and
the speed of the vessel will also be strictly limited and controlled. In addition the fuel tanks are
positioned safely away from the skin of the vessel to prevent leaks or spillage into the river in the event
of a hull breach.
The whole vessel is low draft and very low profile. To maintain this profile when loaded, the wing will be
positioned low on the deck. Six panels in the deck will be raised for wing loading, to allow the multi
purpose vehicle to exit, and lowered back under the deck together with the legs of the transportation jig.
This will provide maximum clearance at the river bridges en-route to the Port of Mostyn. To protect the
wing from bending, all six panels have to raise and lower simultaneously to an accuracy of just a few
millimetres.
Launch or ‘float out’ of the Dee River Craft at Bromborough is planned for the second half of January
2004. McTay Marine will then conduct a series of trials on the River Mersey before delivering the craft to
its new owners, Holyhead Transportation Company Ltd. The craft will be named ‘Afon Dyfrdwy’ - Welsh
for ‘River Dee’.
17 December 2003
DELIVERY OF THE FLOATING TRANSFER STATION FOR THE A380
Airbus and Remontowa celebrate the delivery of the floating transfer
station for the A380 transport programme.
Celebrations took place in Gdansk between Airbus and Remontowa S.A in the presence of key Polish
officials to mark the upcoming delivery of the Floating Transfer Station (FTS) to Pauillac-Bordeaux,
France. Remontowa was contracted on behalf of Airbus in April 2003 by SOCATRA, a French shipping
company and partner of Airbus for all Garonne river transport operations, to provide the station.
The Polish shipyard in Gdansk built the eight million euro transfer station in a few months as part of a
larger transport project, which includes the construction of a ro-ro ship and river barges. These vehicles
will make it possible to transport A380 sections by sea and river.
The technical documentation for the FTS has been prepared by the shipyard’s design office. The FTS has
been designed as a steel pontoon construction, all welded, non-propelled. It will be used in the unloading
of aircraft components from the sea vessels and the loading of components onto the river barges. It will
be located at the Pauillac Harbour near Bordeaux in the Gironde estuary. Ro-ro vessels will lower their
ramps at the upstream end of the FTS and unload the aircraft components fitted on pallets.
The FTS is 150 metres long, 35 metres wide, 7.5 metres high and weighs 3,500 tonnes. It has its own
ballast system and hydraulically operated side ramp. Its hull is subdivided by five transversal and two
longitudinal watertight bulkheads into 18 compartments. The FTS is anchored by fendered collars around
two pairs of pillars of 2,4 meters diameter each.
The completion and delivery of the vehicle to France, will take place from end December 2003 to January
2004 at which point the FTS will play a key role in the transport process for the construction of the A380.
Poland has been involved in the Airbus success story for six years. PZL Swidnik has been supplying
passenger door opening mechanisms for single-aisle A320 Family aircraft since May 1997 and passenger
and rear bulk cargo doors for the A320/A321s and the wide-body ultra-long range A340s since mid1999. In addition, the Polish company produces aircraft composite fire protection for cargo doors as well
as small parts for the belly fairings for the A320 Family.
16 January 2004
SUPPLIER HITCO DELIVERS FIRST A380 CARBON FIBER PART
Airbus and California-based supplier HITCO celebrate the delivery of the
first structure for the vertical tail plane of the A380 in Gardena,
California.
The component is a large carbon fiber composite structure that forms the skeleton of the vertical
stabiliser on the aircraft's tail assembly.
Founded in 1922, HITCO manufactures advanced composite materials for defense, aerospace and
industrial applications. Products range from solid rocket motor nozzles assemblies, aircraft assemblies,
wet and dry friction applications such as military aircraft and automobile racing carbon-carbon brakes,
automotive torque control assemblies and transmissions, to materials for industrial insulation for the
aluminum and steel industries, chemical process industries and petroleum plants among others.
19 January 2004
GETAFE DELIVERS THE FIRST A380 MAIN LANDING GEAR DOORS
Airbus’ Spanish site of Getafe starts the year with the delivery of major
components for the A380 including the first main landing gear doors and
the second belly fairing.
The first set comprises the doors for the wing landing gear and those for the fuselage. In total there are
10 main doors measuring 5 x 3 metres and four smaller components measuring 1 x 0.5 metres, for a
total weight of some 1,000 kg and an overall surface area of 80 square metres. Some 1,300 parts have
been used to manufacture the doors in both metal and carbon fibre materials.
The A380 landing gear doors are the first doors manufactured using a “monolithic” structure instead of
the traditional sandwich construction. This type of structure represents not only a technological
breakthrough but will also lead to considerable savings in aircraft maintenance.
The doors were produced using automatic taping and Fibre Placement technologies in which Spain is a
world leader. This unique technology allows the manufacture of large curved components.
22 January 2004
FLOATING TRANSFER STATION FOR THE A380 ARRIVES IN
BORDEAUX
After leaving Gdansk, Poland on December 30 last year, the FTS – an all-welded, non-propelled steel
pontoon – was towed 1,728 miles to Pauillac Harbour by the Spanish tug boat, Artico. Despite a delay
entering the English Channel, due to bad weather, the FTS arrived on schedule. It is now moored by
fendered collars to pillars measuring 2.4 metres in diameter, which were put in place at the edge of an
existing quay at the harbour in the Gironde estuary. The pillars allow the FTS to be used to load and
unload components regardless of tidal movements.
The transfer station is 150 metres long, 35 metres wide and 7.5 metres high. It weighs 3,500 tonnes and
has its own ballast system and hydraulically operated side ramp. The sea-going vessels carrying A380
components will lower their ramps at the upstream end of the FTS and unload the aircraft components
fitted on pallets. The FTS will also be used as temporary storage for components.
The eight million euro transfer station was built by Polish shipyard, Remontowa S.A in Gdansk as part of
a larger transport project for the A380.
26 January 2004
AIRBUS TESTS A NEW ENGINE FAN NOISE REDUCTION FOR THE
A380
Airbus delivered the first full-scale specimen of a zero-splice nacelle
intake on 26 January to Rolls-Royce’s Hucknall facility in the UK where it
will be tested on a Trent 500 engine. The zero-splice intake has been
developed by Airbus and is a newly patented concept for engine fan
noise reduction.
After a successful design phase, the first test specimen of the zero-splice intake was manufactured at
Airbus’ site in Nantes. It will undergo performance testing for a period of three months, before being put
into production on the A380.
The technology is being tested as part of a research programme dedicated to the reduction of aircraft
noise emissions. Known as SILENCER (Significantly Lower Aircraft Noise for Community in Europe
Research), it is currently the largest ever aircraft noise research programme to be undertaken and is part
funded by the European Commission. It brings together the skills and experience of some 51
organisations from around the world, including Airbus. Since April 2001, the team have been working
towards the validation of new aircraft noise reduction technologies, including the zero-splice intake, with
the aim that by 2008 it will have identified means to achieve quieter aircraft operations by up to 6
decibels.
The technologies being tested as part of the programme have been delivered by organisations across the
world and include such developments as intake lip acoustic liner, landing gear fairing, low noise separate
flow nozzles and bypass duct splitters. These technologies, along with many others, will be subject to a
number of rigorous tests, including full scale engine ground tests, large scale rig or wind tunnel tests and
flight tests.
This inspired programme will enable full scale validation and integration of the technologies in
preparation for application on existing and future aircraft products.
27 January 2004
NIPPI DELIVERS FIRST HORIZONTAL TAIL PLANE TIP FOR AIRBUS
A380
Japanese supplier NIPPI Corporation delivered its first horizontal tail plane tips for the A380, the world's
most advanced airliner under development and in production today. The shipment leaves Yokohama on
January 28, 2004 for Airbus' Puerto Real facility in Spain. The tips are manufactured at Nippi’s Aerospace
division in Yokohama, Japan.
NIPPI started working on the A380 program back in 2002. The production of parts at NIPPI started in
2003, and the first completed tips have been delivered on schedule.
NIPPI Corporation (NIPPI), headquartered in Yokohama, Japan, is one of the five major airframe builders
in Japan.
28 January 2004
CENTRAL AND FORWARD FUSELAGE SECTIONS TO COME
TOGETHER IN SAINT NAZAIRE
With the joining of two large sections, the A380 fuselage is taking shape
in Saint Nazaire.
The central fuselage section complete with belly fairing came out of jig in Saint Nazaire on 12 January
2004. It has now entered the paint hall where it will acquire a protective coat of paint before being
moved to another hall for equipping with all vital systems such as fuel, electrical, hydraulic and air
conditioning. These systems will then be tested before the fuselage is delivered to Toulouse at the end of
March 2004.
Another major fuselage section, the first forward fuselage section, left the assembly hall in Hamburg on
21 January and was delivered to Saint Nazaire by ship on the 25 January. This is the first sea transport
of a complete A380 section. The section is 11 metres long, 7.2 metres wide and 8.6 metres high, and
together with its transport jig weighs some 45 tonnes. The section was loaded into the cargo hold of the
multipurpose vessel Nickolaos with two mobile heavy lift cranes. It will be joined to the nose section
before begin painted then equipped with vital systems.
Put together, these sections reach an impressive length of 45 metres and represent two thirds of the
total A380 fuselage.
5 February 2004
SHINMAYWA SHIPS FIRST RAMP SURFACE PANEL FOR A380
ShinMaywa Industries Ltd. announced today that it shipped the first ramp surface for the A380. The
ramp surface panel, which is made of carbon fibre reinforced plastic, is a fairing part for the wing leading
edge. Production was completed at ShinMaywa’s Konan plant in Kobe (Hyogo Prefecture).
This is the first parts delivered to Airbus. ShinMeiwa started producing aircraft parts for foreign aircraft
makers in 1987 and joined the A380 programme in 2002. The company is also responsible for the supply
of the main wing root fillet fairing for the A380, delivery of which is planned for May 2004.
6 February 2004
CREW REST COMPARTMENT TESTED “IN SLEEP”
A multifunctional team at Airbus Aircabin in Laupheim designs and tests
the crew rest compartment of the A380
A multifunctional team of Airbus employees from Procurement, Programme, Production and
Development, carried out an unusual test at Airbus Aircabin in Laupheim, Germany, during the night of
5-6 February 2004.
The team, which had developed and built an engineering mock-up for the A380 crew rest compartment,
decided to give it a real life test. Employees were asked to volunteer as “sleepers” for a night and
volunteers were quickly found to test the 12 bunk beds.
On the morning after, the test sleepers were greeted by their colleagues with breakfast and asked about
their experiences. The response was thoroughly positive. A precise evaluation of the questionnaires
handed out during the test will provide additional information about possible potential for improving the
design and ergonomics of the bunks.
Airbus Aircabin already delivers the Bulk Crew Rest Compartment (BCRC) for long-range aircraft and
aims to set new standards with the A380 crew rest compartment. Said Robert Gotschy, Head of
Industrial Design in Laupheim: “With the rest compartments for the A380 we have the opportunity for
the first time to incorporate experience from different areas into all phases of the project early on, due to
the integrated development team. That’s what sets our product apart from everything that has come
before.”
15 February 2004
HORIZONTAL TAIL PLANE MOVES TOWARDS FINAL ASSEMBLY
The A380 horizontal tail plane is progressing on schedule in the Airbus
plant in Puerto Real, Spain, as the part moves into assembly to be
equipped and tested before final delivery to Toulouse in May.
The A380 horizontal tail plane (HTP) for aircraft MSN-0001 entered the assembly line at Puerto Real in
Spain in mid February for equipping, and certification checks and testing.
All the flight test installation systems, structures and equipment, covering some 235 parameters, are
now developed. Components, which were delivered for assembly in Puerto Real, included the HTP fairings
produced by NIPPI in Yokohama (Japan) while the leading edges, central parts and trailing edge
structures arrived from Internacional Composites (ICSA) in Toledo, Spain.
Ribs and fittings were developed by Airbus in Spain using Resin Transfer Moulding (RTM) technology,
whose performance on the structure has been excellent. Likewise, the first elevators are now on the
assembly line and will be in time for performance tests to be carried out on these components with the
actuators on the tail plane.
Road infrastructure had to be adapted for the transport of the horizontal tail plane to the Las Cabezuelas
dock, in the port of Cadiz. This included the construction of “La Cabezuela Logistics Centre”, where
transport resources will be stored and maintained. Finally, installation of the Ro-Ro ramp is nearing
completion. This will be use to transfer the tail plane from the transport vehicle to the vessel that will
take it to France.
19 February 2004
AIRBUS ESPAÑA DELIVERS FIRST RUDDER FOR THE A380
The Airbus plant of Puerto Real in Spain delivered today the first rudder for the A380 together with the
dorsal fin. The elements are being transported to Stade in Germany, where the rudder will be joined to
the rest of the vertical tail plane.
The rudder is composed of two skins, spars and 26 ribs, all of them manufactured in carbon fibre and
assembled by metallic riveting. Due to its very large size, it comprises an upper and a lower rudder.
The upper rudder is almost 12 meters long, more than half a metre wide and weighs some 350 kilos. The
lower part is around seven metres long, almost one metre wide and weighs more than 250 kilos.
23 February 2004
ROLLS-ROYCE DELIVERS FIRST TRENT 900
A significant milestone for the A380 as the first of its engines is delivered
to Toulouse
Rolls-Royce announced it had delivered the first of its new Trent 900 engines to Airbus in preparation for
the start of flight trials. The first Trent 900 will be flight tested on an A340-300 flying test bed in
Toulouse. This is part of ongoing functional and performance testing ahead of the Trent 900's entry into
commercial service on the A380 with Singapore Airlines in Spring 2006.
Although this is the first Trent 900 shipped to Airbus, other development engines have been involved in
ground running on test beds in the UK and America.
Environmental testing has shown the Trent 900 to be the world's cleanest large turbofan engine
measured by emissions per pound of thrust. Its significantly lower noise levels also mean it is on target
to be the quietest engine on the A380.
Other exercises successfully completed include simulated bird ingestion, and "blade-off" rig tests in which
a fan blade was deliberately fired loose to prove the integrity of the engine's containment system.
Simulated altitude testing is taking place at the Arnold Engineering Development Centre in Tullahoma,
Tennessee. Here, the Trent 900 will experience a range of conditions throughout the flight envelope
including icing, induced engine surges and re-lights. For the purposes of the current series of tests, the
Tullahoma facility will mimic flight conditions up to 38,000 feet.
Future programme milestones include engine certification by airworthiness authorities in October this
year, and the start of flight testing on the A380 in the first quarter of 2005.
Although the engine will only require a rating of 70,000lb thrust at entry into service, it will be cleared
for 81,000lb at certification, allowing substantial operating margin. It has already run successfully at
88,000lb thrust on test.
(source: press release Rolls-Royce)
25 February 2004
AIRBUS AND PARTNERS WINS AEROSPACE INDUSTRY AWARDS
FOR THE A380
Airbus has landed two major awards at the 11th Aerospace Industry
Awards in recognition of the company’s contribution during 2003.
At a ceremony in Singapore on February 25, Airbus won top honours in the air transport category for its
innovative use of carbon fibre in material for the A380 centre wing box. The award was accepted by
Robert Lafontan, Airbus senior vice-president, engineering. The composite structure offers weight
savings of 1,500 kg and is capable of carrying loads of up to one tonne per millimetre. This innovation is
the result of a long-term composite research strategy on highly loaded parts such as the A340 ailerons
and the A340-500/-600 keel beams.
It was also a good night for Goodrich, an Airbus partner on the A380, which won top honours in the
propulsion and aircraft systems category for its development of variable frequency power generation
technology that will feature on the aircraft.
Variable frequency power generators replace the traditional constant frequency power systems, and offer
weight efficiencies and improved reliability.
Eaton Aerospace was a finalist in the propulsion and aircraft systems category for its development of a
high-pressure hydraulics system for the A380.
The other major award won by Airbus went to John Leahy, Airbus chief commercial officer, who received
the Publisher’s Award for Outstanding Contribution to Aerospace.
The awards recognise excellence in the aviation industry across 10 categories with nominations assessed
by an independent panel of expert judges. This year the awards were held to coincide with the Asian
Aerospace Show.
27 February 2004
PREPARING THE A380 IRON BIRD TEST RIG IN TOULOUSE
The Iron Bird test rig used to verify the smooth working of the many
innovative systems on board the A380, reaches new levels of
sophistication.
For each new aircraft type, Airbus builds an Iron Bird test rig designed to test aircraft systems such as
flight controls, and the hydraulic and electrical power generation systems. The lay-out of the rig
accurately replicates the various systems of the aircraft, including hydraulic distribution in the fuselage,
wings, vertical and horizontal tail plane and landing gears.
To meet the challenge of testing innovative technology on the A380, the Iron Bird incorporates a number
of new design features. Compared to previous aircraft programmes, the number of systems represented
has been increased. For example the hydraulic and electrical systems of the aircraft’s landing gear have
been integrated and replications of antagonist loads have been introduced for the electro-hydraulic
actuators.
Similarly, the A380 Iron Bird has been enhanced to meet the performance capabilities of the A380. As
the A380 will be the first civil aircraft to feature a hydraulic system operating at 5,000 psi – other aircraft
operate at 3,000 psi – the A380 Iron Bird has been designed to test the hydraulics operating under this
pressure.
The next step will be to join the rig to a cockpit simulator, which is installed with avionics systems and
power generation systems to accurately simulate the aircraft’s operation in flight, including take-off,
cruising, and landing and taxiing. Sensitive equipment on board the rig is able to monitor and record how
the hydraulic, electric and flight control systems react in these conditions. The joining of the Iron Bird to
a cockpit simulator is due to take place in April.
27 February 2004
AIRLINES BACK A380 CARE PACKAGE
The roll out of the A380 will usher in a new concept in pro-active support
by Airbus that will underpin the reliability of the aircraft at entry-intoservice.
Airbus has been working with airlines to develop a new approach to the way it will support their A380
operations. The ‘Enhanced Support’ concept will ensure that issues potentially capable of grounding the
aircraft are minimised and technical problems are resolved as quickly as possible.Future A380 operators
have warmly welcomed this concept and there is general endorsement among vendors for their new role,
which is vital as they will be increasingly involved in the support process.
The A380 is being sold as a money-maker, carrying large numbers of passengers over long flights with
turn-around times of two to three hours. The aim is three fold: to achieve high dispatch reliability; to
minimise the risks of maturity issues; and reduce airline investments for spare and tools.
Enhanced Support benefits from new technologies fitted onto the A380 such as the integrated modular
avionics, the network server system and the on-board information system. Three kinds of projects are
being developed as part of the Enhanced Support package. Those enhancing line support, those
addressing support to airlines’ engineering and operations, and, eventually, those related to spares and
repairs.
Among these, the scope of AIRTAC, Airbus’ 24-hour aircraft on the ground centre, has been expanded
and AIRMAN, the maintenance software package, is coupled with the A380 on-board maintenance
system. This will enable Airbus specialists to identify problems in real time and propose a maintenance
solution to the airlines’ by the time the aircraft lands.
As part of the new support structure, major vendors will set up dedicated organisations and Airbus will
have support teams at major airports as well as with the airlines. Also Airbus is to set up co-located
teams in Toulouse, made up of employees from airline engineering teams, major vendors, Airbus’ design
offices and its engineering and technical support divisions.
27 February 2004
A380 RORO VESSEL CHRISTENED IN NANJING, CHINA
The Airbus A380 program has reached a new milestone with the
christening of a roll-on and roll-off sea (ro-ro) vessel built for the
transportation of components of the aircraft.
The sea vessel was named “Ville De Bordeaux” at a ceremony held today in Nanjing in East China’s
Jiangsu Province.
The 5,200-dwt roll-on and roll-off vessel measures 154.15 metres long, 24 metres wide and 21.85
metres deep and features the largest ever watertight stern door on a ro-ro vessel (22 metres by 14
metres). It has a cargo deck space of 6,720 square metres and holds as much as 1,805 lanes metres. It
incorporates special features tailored to the loading and transport of aircraft components like stern
mooring system, cargo hold environment control, lashing arrangements and control of accelerations.
Airbus will charter the vessel to transport A380 sections by sea from Airbus sites in the UK, Germany,
France and Spain to the French city port of Bordeaux. The vessel is built by the Nanjing-based Jinling
Shipyard and commissioned by FRET/Cetam, a subsidiary of Louis Dreyfus Armateurs (LDA) of France,
and Leif Hoegh of Norway.
“Suppliers worldwide have taken part in the development of the A380 programme and China in particular
is making a very visible contribution,” said Philippe Delmas, Airbus Executive Vice President Government
Relations, Communication and External Affairs, at the christening ceremony. “The Republic’s involvement
in the A380 program opened up a new chapter in the co-operation between Airbus and China.”
Chinese government officials, Mr Philippe Louis-Dreyfus, Chairman and CEO of LDA group, and Mr
Westye Hoegh, Chairman of the Board of Leif Hoegh, as well as envoys from France and other European
countries attended the christening ceremony.
In April, the vessel will be delivered to the city of Yizheng on the Yangtze River, sailing downstream to
Shanghai before eventually arriving in Europe.
9 March 2004
FIRST A380 RIVER BARGE CHRISTENED IN PAUILLAC, FRANCE
At a ceremony on 9 March in Pauillac near Bordeaux, the first of the two
river barges, which will transport A380 large sections up the Garonne
river in France, was christened “Breuil” after one of the Garonne’s
tributaries.
The newly christened barge was used that day for a first navigation test on the river with a load the size
of the actual aircraft sections. By the end of the month, the Breuil barge will operate regularly between
Pauillac and Langon, loaded with the first A380 components including sections of the forward, central and
rear fuselage.
In the port of Langon, 95 kilometres from Pauillac, these elements will be loaded onto trucks and go by
road to the A380 final assembly hall Jean Luc Lagardere in Toulouse.
The barge was built by Dutch shipyard De Hoop near Rotterdam in Holland. A second barge will be
delivered next autumn. These river barges are equipped with a rear door and are 75 metres long and
13.80 metres wide for a 2.60 metre draught.
The transport of the A380 sections from the different European sites to the final assembly hall in
Toulouse involves a multi-mode transport system including a roll-on roll-off sea vessel, two river barges
and a floating transfer station.
17 March 2004
MATSUSHITA, KOITO INDUSTRIES, SUMITOMO PRECISION JOIN THE
A380 PROGRAMME ; JAMCO REPEATS
A total of 18 Japanese companies have joined the A380 programme to
date as preferred suppliers.
The European aircraft manufacturer Airbus has announced the addition of new Japanese partners for the
A380 programme. Matsushita Avionics Systems (MAS), Koito Industries and JAMCO Corporation have all
been selected as preferred suppliers of new technology equipment for the next-generation very large
aircraft programme. Moreover, Sumitomo Precision Products (SPP) and JAMCO Corporation will supply
structural assemblies for the A380.
The addition of these three new partners brings to eighteen the total of Japanese companies
collaborating in the A380. The estimated revenue of the Japanese suppliers in the A380 programme will
rise to well over US $4.25 billion in the years to come.
The contribution of each company is as follows:
Matsushita Avionics Systems has been selected as preferred supplier of in-flight entertainment
equipment for the A380. Development of the next generation eX2 system is underway at MAS’
Development Centre in Lake Forest, CA (USA) and production will be completed at Matsushita Electric
Industrial’s Kadoma plant near Osaka (Japan). In 1988 MAS provided the first IFE system to Airbus – the
then-most advanced MPES system for the A320 family.
Koito Industries has been selected as preferred supplier of A380 passenger seats. The design and
production of the new seats is on-going at Koito Industries’ Yokohama plant (Kanagawa Prefecture).
Koito Industries supplies passenger seats for all current models of Airbus aircraft.
Sumitomo Precision Products will be supplying the gear uplock spring strut assembly for the actuation
system of the wing landing gear of the A380. The design is underway at SPP’s Amagasaki plant (Hyogo
Prefecture) and production will be at Shiga plant near Kusatsu (Shiga Prefecture). Sumitomo Precision
has been working in all Airbus programs since 1985.
JAMCO has been selected as preferred supplier of galley systems for the A380. JAMCO will also supply
the A380 rear bay electronic rack assembly. JAMCO’s Tachikawa plant (Tokyo) is responsible for design,
and serial production will take place at JAMCO’s Murakami plant (Niigata Prefecture). JAMCO is already
working in the A380 upper floor beams and VTP centre box stringers using its revolutionary advanced
pultrusion (ADP) technology.
18 March 2004
FIRST A380 RADOME NEARS COMPLETION
The radome of the first A380 aircraft is now in its final inspection stage in
Saint Nazaire, France, while a second radome is already in progress.
The A380 radome of aircraft MSN 1, currently in its final inspection stage in Saint Nazaire, France, is the
first to consist of a double "quartz hybrid" fabric and honeycomb. This double-sandwich concept is
imposed both by the microwave transparency requirements and by its shape.
The radome is an aerodynamic fairing, which forms the nose of the aircraft and protects the weather
radar antenna from airflow, rain, hail, lightning and bird strikes. It must also act like a transparent
window for the radio-frequency signals passing from and to the radar antenna, so it is non metallic.
Like other radomes, the A380 component was laid up on a nickel mould for curing in an autoclave. The
metallic fittings and the lightning arrestor strips were then bonded and attached to the shell then the
exterior covered with an antistatic paint.
The new radome offers the same advantages of aerodynamic design, lightness and strength as that of
the other Airbus aircraft. It must also participate in the radio-electric transparency and the radar
interface, and must resist lightning strikes.
Due to the size of the component, the locking system attaching the A380 radome to the forward fuselage
is not located on the outside but on the inside. Access for radar maintenance is also via the inside (via
the nose landing gear doors). It is equipped with a new and simpler forward fuselage attachment
system, which was tested with success on a first prototype of the radome on the cockpit section in SaintNazaire in March 2003.
Two radome mock-ups and a prototype have also been built to the same design and are being used for
certification.
Assembly of the first radome to the cockpit section is scheduled for end of April in St-Nazaire
25 March 2004
SAINT-NAZAIRE DELIVERS FIRST A380 FORWARD AND CENTRAL
FUSELAGE SECTIONS
Two of the major components of the first A380, the forward and central
fuselage sections, have left Saint Nazaire in France where they were
assembled.
An important milestone for the A380 programme was celebrated in Saint Nazaire, France, on 25 March,
as the first two fuselage sections left the site to start their journey to Toulouse. A ceremony was held in
the presence of Jean-Marc Thomas, president of Airbus France, Gilles Guillon, director of Airbus Saint
Nazaire, Charles Champion, director of the A380 programme and a number of officials as well as
representatives from the main Airbus sites in Europe.
The two sections represent two thirds of the total length of the A380 fuselage and have been produced in
several European Airbus sites: Nantes and Méaulte in France, Hamburg in Germany and Puerto Real in
Spain. A network of suppliers also contributed such as Alenia in Italy, SABCA in Belgium and Latécoère,
Socata and Sogerma in France.
The size and weight of the sections are impressive: the forward fuselage is 19 metres long and weighs
some 17 tonnes while the central fuselage is 23 metres long and weighs 44 tonnes. Saint Nazaire is also
in charge of the installation and tests of their equipment, including hydraulics, air conditioning, fuel,
oxygen and electricity systems.
These sections are going by ship to Bordeaux then by river and road to the final assembly hall in
Toulouse.
7 April 2004
HAMBURG COMPLETES FUSELAGE SECTION FOR FIRST A380
The first equipped fuselage section for the A380 was ceremoniously
unveiled at Airbus in Hamburg, Germany today. This section represents
the forward part of the fuselage, which will later be assembled to the
cockpit section.
The forward fuselage section is some 11 metres long, has a maximum cross section of 8.4 metres and
weighs ten tonnes. It is the first component from Hamburg that will later also actually become part of the
first Airbus A380 to fly.
The floor panels for the upper, main and lower decks are being manufactured at Elbe Flugzeugwerke in
Dresden. Among further important suppliers are Eurocopter for the doors, Labinal for cable harnesses
and Spekon for insulation. A forward fuselage section had previously been transported from Hamburg to
St. Nazaire by ship for structural test purposes.
In his speech, Gerhard Puttfarcken, Chairman of the Airbus Deutschland GmbH Executive Management
Board, emphasized: "Today marks a further milestone on the route to the first flight of the A380,
planned for early 2005. At all Airbus sites in Germany and the rest of Europe, A380 production is running
on schedule. The same applies to the plant extension here in Hamburg, which includes the construction
of new halls and state-of-the-art production facilities. We shall all achieve our goal of delivering the first
Airbus A380 to its purchaser in the spring of 2006."
Along with the forward fuselage section, two days later an upper fuselage shell and a rear fuselage
section left the Hamburg plant by ship. However, the upper shell and rear fuselage section will not be
used for a flying A380 but will be used for static and dynamic tests in Toulouse and Dresden.
Major component assembly started in Hamburg in August last year. Series production of four A380
aircraft per month is due to begin in the year 2008. To date, there are 129 firm orders for the A380 from
eleven customers around the world.
5 April 2004
FIRST DELIVERY OF THE A380 WINGS
Another major milestone has been reached in the A380 programme as
the first wing is delivered from Broughton in the UK to its final
destination in Toulouse, France.
The first A380 wing, a starboard wing for static tests, left Airbus’ factory in Broughton, North Wales on 5
April 2004 on the first leg of its journey to France. Hundreds of Airbus employees watched as the huge
wing, measuring over 45 metres along its leading edge, was driven out of the dispatch area and off on
the start of its journey to Toulouse.
Loaded onto its specialised transportation ‘jig’, which sits astride a special 96-wheel powered trailer or
Multi-Purpose Vehicle (MPV), the starboard wing travelled 1.6 kilometres along a new, specially built
track to the River Dee. The wing, jig and MPV together weigh around 200 tonnes and the journey
involves a large crew of Airbus’ transportation and handling specialists.
The first wing was positioned on the Dee River Craft later in the day, ready to start the next phase of its
journey - travelling 24 km along the Dee estuary to Port of Mostyn. Together with the port wing, which
will also be moved to Mostyn, later in the week, both wings will leave by ship from Mostyn shortly after
Easter, heading for Bordeaux, France. From Bordeaux the trip will continue by river barge to Langon;
then at Langon by special road vehicles to Toulouse – where these wings will arrive at the end of April.
UK Minister of State for Industry and the Regions, the Right Honourable Jacqui Smith MP, who viewed
the wing before delivery, said: “This marks the completion of a major phase of this groundbreaking
project in civil air transport. These wings, indeed the entire A380 project, are a fantastic demonstration
of what can be achieved through teamwork and co-operation – between industry, work force, local
authorities and national governments, all coming together to turn the vision of a new super-jumbo into
the reality we can see here”.
Iain Gray, Managing Director and General Manager, Airbus UK and Head of A380 Wing Programme said:
“Much has been achieved in such a short space of time – especially considering the complexity and
enormity of the A380 project. The decision to launch the programme was only made at the very end of
2000 and the first metal was cut in factories around Europe in mid 2002. Main assembly of the first wing
began only ten months ago, it was removed from the jig in November and today we see the first
completed wings. That pace is being reflected across the other Airbus factories in France, Germany and
Spain and in hundreds of suppliers companies both here in the UK and around the globe.”
6 April 2004
MOVING THE FIRST A380 SECTIONS ACROSS EUROPE
The first fuselage sections from Germany and France, and the first wings
from the UK have started their final journey by river, sea and road
transport to the Lagardere assembly hall in Toulouse France.
The first A380 rear fuselage sections left Hamburg on March 23 for Saint Nazaire, France. The sections,
for the A380 static test aircraft, were transported by ship.
A day later, Hamburg also delivered the first A380 forward fuselage section. The section, sent by ship to
Saint Nazaire, will form part of the first A380 to fly.
On March 30, Saint Nazaire sent out the forward and central fuselage sections of the A380 static test
aircraft. On April 1, the sections arrived by ship at Pauillac (Bordeaux) for the journey, by barge, to the
river port of Langon.
The same day the first rear fuselage, delivered to Saint Nazaire earlier in the week from Hamburg,
passed under Bordeaux’s Pont de Pierre bridge.
The A380 rear, central and forward fuselage sections, now all safely arrived at Langon, were loaded on to
a three-vehicle road convoy for the journey to the Jean-Luc Lagardere assembly hall in Toulouse.
The first A380 wing left Broughton, UK, on 5 April. The wing was loaded on to a river craft for the
journey to the port of Mostyn, from where the wing will be sent by ship to Saint Nazaire. The wing will be
installed on the static test aircraft.
6 April 2004
FIRST A380 FUSELAGE SECTIONS ON THE ROAD TO TOULOUSE
The first real road convoy of the A380 sections has started its journey to
the Lagardere final assembly facility in Toulouse, France
Between the 5 April at night and the morning of the 6 April, the first forward, central and rear fuselage
sections of the A380 left the river port of Langon on their final road journey to Toulouse, travelling to just
over one hundred kilometres from the A380 final assembly facility. The first fuselage sections will form
part of the A380 structural test aircraft.
Some two hundred people from Langon watched as the convoy began its historic journey along the
240km-long route escorted by police and security. The sections are transported in a three trailers
convoy, stopping for the day in specially prepared rest areas along the road before resuming their
journey at night. The convoy will then start on the second leg of its three-stage journey, which covers 92
kilometres. The trailers are fully equipped with jigs and positioning equipment, as well as GPS navigation
aids.
7 April 2004
GP7200 TURBOFAN ENGINE FOR THE A380 STARTS GROUND
TESTING IN THE U.S.
The GP7200 has begun ground testing in a programme that will lead to
the service entry of this environmentally-friendly, high-thrust engine on
the A380 in 2006.
Developed under the Engine Alliance joint venture of Pratt & Whitney and General Electric, the GP7200
benefits from technology mastered by America’s two largest jet powerplant manufacturers.
The initial GP7200 is installed on a test rig at Pratt & Whitney’s Hartford, Connecticut facility, where the
engine reached a thrust output of 80,000 lb. in early April. It is to be joined in May by a second
powerplant at General Electric’s Peebles, Ohio location.
Engine Alliance Vice President Bruce Hughes said the joint venture company benefits from its two
partners’ extensive experience in jet engine design and production. Pratt & Whitney is responsible for the
GP7200’s low-pressure system, including its large main fan with highly swept titanium blades – a key
element in the engine’s low noise output. General Electric developed the core section for the GP7200,
which incorporates the company’s experience in lowering jet engine emissions and boosting operational
efficiency.
The result is a powerplant that will meet increasingly strict noise and emission requirements at the
world’s airports through 2020 and beyond, while also providing A380 airline operators with excellent fuel
efficiency.
Airbus customers selecting the GP2700 for their A380s are Air France, Emirates, FedEx and International
Lease Finance Corporation.
21 April 2004
ENGINE ALLIANCE COMPLETES FIRST GP7000 INITIAL TESTING
The GE – P&W Engine Alliance has completed the initial testing of the
first GP7200 engine being developed for the A380.
During approximately one month of sea-level testing at P&W’s facility in East Hartford, Connecticut, the
engine ran 45 hours and achieved 86,500 pounds of thrust in the Airbus configuration (88,000 pounds
measured in cell conditions), well above its intended entry into service level of 70,000 pounds of thrust.
The First Engine To Test (FETT) program also surveyed mechanical stress levels in engine components
and mapped the performance of the engine’s advanced swept fan.
The first engine will next undergo altitude testing at the U.S. Air Force Arnold Engineering Development
Center in Tennessee beginning in late May. The second development engine is being installed in GE’s
Peebles, Ohio, test facility to begin a series of performance, operability and endurance tests.
The GP7200 engine is one of the two propulsion systems for Airbus’ new, four-engine A380 aircraft. Prior
to service entry in 2006, the GP7200 program plans to accumulate more than 20,000 endurance cycles
and 7,000 hours of operation on eight test engines, exceeding the standards set by previous engines
qualified for Extended Twin-Engine Operations (ETOPS).
First flights of the GP7200 engine on GE’s 747 Flying Test Bed aircraft are scheduled to begin in
September. Engine certification is targeted for third quarter of 2005, with entry into revenue service
powering A380-800 aircraft of Emirates scheduled for 2006. The GP7200 engine family will be certified at
81,500 pounds (363 kN) of thrust with potential for growth up to 84,000 pounds (374 kN).
The GP7200 engine benefits from the heritage of the highly successful GE90 and PW4000 engine
families. Building on the GE90 core and the PW4000 low-pressure system, the GP7000 is a refined
engine with an infusion of new, proven advanced technologies. The engine features a hollow-titanium
swept wide-chord fan; a five-stage low-pressure compressor; a nine-stage high-pressure compressor
and a two-stage high-pressure turbine scaled from the GE90-115B engine; a low-emissions single
annular combustor that will meet future emissions regulations with substantial margin; and a six-stage
low-pressure turbine. MTU of Germany, Snecma Moteurs of France and Techspace Aero of Belgium are
revenue-sharing participants in the GP7200 engine program.
The GE-P&W Engine Alliance, a 50/50 joint venture between GE Aircraft Engines (NYSE: GE) and Pratt &
Whitney (NYSE:UTX), was formed in August 1996 to develop, manufacture, sell, and support a family of
advanced-technology engines for new high-capacity, long-range aircraft.
26 April 2004
ROLLS-ROYCE COMPLETES US TRENT 900 TESTS AHEAD OF FIRST
FLIGHT
Rolls-Royce has announced that the Trent 900, which will be the first engine to enter airline service on
the Airbus A380, successfully completed its latest round of performance testing at the Arnold Engineering
Development Centre (AEDC), in Tullahoma, Tennessee.
The facility, which is able to mimic flight conditions to altitudes in excess of 40,000 feet, can also
simulate speeds and temperatures across the majority of the A380’s flight envelope. The engine, fitted
with flight-standard nacelle and exhaust, had been on test since the start of 2004.
Ian Crawford, Director Airbus Programmes, Rolls-Royce, said: “This was an excellent series of test
results which met, and in some cases exceeded our expectations. The engine handled responsively and
without surging, even when abnormal and extreme flight conditions were replicated. We continue to
gather comprehensive data as we move ahead, on schedule, towards engine certification in the final
quarter of this year.”
Other aspects of testing at AEDC included operating under severe icing conditions and re-starting the
engine at a variety of simulated altitudes. Fuel consumption measured across the range of operating
conditions was in line with the excellent results previously demonstrated during sea level testing.
The first Trent 900 delivered to Airbus in Toulouse is now installed on the A340-300 flying test bed.
Starting in May, the aircraft will undertake a programme of around 50 flying hours through to August,
enabling the engine, nacelle and aircraft interfaces to be fully evaluated before the start of flight testing
of the A380 in early 2005.
The Trent 900 is being certificated at 80,000lb thrust, a rating considerably higher than the requirement
at entry into service, allowing substantial margin for potential growth. Last year the engine achieved
88,000lb thrust in the early stages of testing.
The Trent 900 will enter service in Spring 2006 with Singapore Airlines and has also been selected by
Qantas, Virgin Atlantic and Lufthansa, giving it a 48 per cent share of firm and option orders.
4 May 2004
FIRST LANDING GEAR DROP TEST TAKES PLACE
The first drop test for the A380 nose landing gear has taken place at the Centre Essais Aeronautique de
Toulouse (CEAT) facility in France. Similar tests for the wing and body landing gears will be carried out in
Goodrich Landing Gear Company facilities in Cleveland, Ohio, USA and Toronto Canada starting at the
end of May.
These tests, carried out by A380 landing gear suppliers Messier-Dowty and Goodrich mark the start of a
nine-month testing programme. The aim is to verify that the landing gear’s shock absorption system is
reacting to a range of different landing conditions and matches the aircraft theoretical model. The
successful completion of a drop test programme is critical to the A380 receiving airworthiness
certification.
During a test, the landing gear is dropped in a drop test tower under a range of loads and at a variety of
speeds. In normal conditions, a typical aircraft lands at speeds of between 2 ft/0.61 m per second and
5ft/1.5m per second. The drop test however takes the descent velocity up to the maximum allowable 10
ft/3m second and beyond.
The test rig consists of a plate that the landing gear is suspended from, which is raised in the drop test
tower to heights of up to 40ft/12m above the ground. The plate can be loaded with blocks of concrete
and dropped at different speeds. The base of the tower can be set at different angles to simulate landing
approaches.
The landing gear’s shock absorber is an extendable and retractable structure, consisting of a steel tube
moving within a hollow steel cylinder. Energy generated by landing is absorbed by a hydraulic system
integrated into the shock absorber.
There are five landing gears on the A380, one on the aircraft’s nose manufactured by Messier-Dowty and
four installed on the fuselage and wing sections of the aircraft, produced by Goodrich.
A comprehensive testing programme of all the landing gears for A380 will commence in a full size test rig
at Airbus’ Filton site in the UK within the next couple of months.
6 May 2004
A TRIUMPH OF TRANSPORTATION
The efficient, on-time arrival of major A380 elements from Airbus sites across Europe to the Jean-Luc
Lagardère final assembly facility in Toulouse, France signalled the start of assembly of the A380 static
test aircraft. The size of the sections to be transported led to the creation of a unique system of
transportation using a mix of ship, river barge and trucks.
A380 transport kicked off on March 23. Teams at Airbus in Hamburg, Germany shipped the first A380
rear fuselage sections to Airbus’ plant in Saint Nazaire, France for assembly with the central and forward
fuselage.
On March 30, the rear fuselage became the first major A380 element to pass by river barge under
Bordeaux’s historic Pont de Pierre bridge on their way to the river port of Langon.
The same day, Saint Nazaire transported the A380 forward and central fuselage sections by ship to the
port of Pauillac, near Bordeaux, for their journey via the River Garonne to Langon.
April 5 saw the first A380 wing leave Airbus’ Broughton site in the UK,. The wing was loaded on to a
purpose-designed river craft for its journey, via the River Dee, to the port of Mostyn. For this stage of
their journey, the A380 wings were transported separately.
As the wing left Broughton, the forward, central and rear fuselage sections began the final leg of their
journey to Toulouse. The sections left Langon in a three-vehicle convoy for the 250 km road journey to
Toulouse.
On April 7, the first A380 wing began its journey to Mostyn, via the River Dee, safely negotiating three
bridges. Water prediction software enabled the craft to pass through when the river flow was at its
lowest.
The following day, the first A380 fuselage sections arrived by road at the Jean-Luc Lagardère site in
Toulouse where Airbus CEO and president Noël Forgeard and A380 programme director Charles
Champion joined employees for the occasion.
The first A380 wings began their journey to Langon after being unloaded at Pauillac on April 13. They
passed smoothly under Pont de Pierre bridge en route to Langon.
On 23 April, the wings reached the Toulouse Lagardère site after a three-day journey by road. Work to
join the wings to the fuselage – which will form the static test aircraft – began immediately.
6 May 2004
AIRPORTS ARE GEARING UP FOR THE A380
Many airports around the world are ready for the arrival of the A380, and
work is continuing apace at other major airports to ensure they are
compatible as well.
Munich in Germany became the first European airport to receive official authorisation for A380 operations
when it received approval from the Bavarian government in early April. The airside is capable of handling
aircraft larger than A380 and its new Terminal 2 building offers two larger pier parking positions for A380
aircraft while its runway and taxiway facilities are already compatible.
In the UK, London’s Heathrow airport recently announced the start of a redevelopment project worth
€163 million that will enable the airport to accommodate the A380 from the beginning of 2006 and even
larger aircraft later on. One runway has already been widened and work on another is under way, while
taxiways are also being upgraded. The redevelopment of Heathrow’s Terminal 3 will create four aircraft
stands with double jetties capable of servicing both passenger decks of the aircraft.
Singapore’s Changi airport authorities announced a €22 million upgrade recently that includes minor
airside adaptations, gate-room widening and baggage belt extensions, to be completed by the end of
2005. Some 11 gates at Changi’s Terminals 1 and 2 will accommodate the A380, with another eight
compatible gates becoming available when Terminal 3 is delivered in 2008.
In the USA, New York’s JFK airport authorities have also recently announced improvements to runways,
taxiways and related infrastructure that will allow it to accommodate the A380. Eight A380 contact
stands at Terminals 1 and 4 will be available in 2006
Frankfurt Airport has declared its intention to build a new runway and an additional passenger terminal
with associated facilities at the south of the airport to cope with traffic growth. Preparation for A380 is
under way with plans for dedicated A380 stands at Terminal 1 and a new maintenance base for the
A380, to be ready by 2007. Terminal 2 already has five stands available.
7 May 2004
FROM VISION TO REALITY: HIGHLIGHTS OF KEYNOTE SPEECH BY
NOËL FORGEARD, AIRBUS PRESIDENT AND CEO
I would like to salute those who day by day from the start of this
adventure have been making a reality of that vision. I mean the teams in
the A380 programme.
Today gathered together, we represent not only the A380 teams but also each of the 50,000 Airbus
employees around the world. Indeed, the A380 is completing the most modern and comprehensive
family of civil aircraft in the world. It is the tribute to thirty years of effort, innovation and commitment
made by everyone at Airbus.
To each and everyone of you, on my own behalf and on behalf of my colleagues on the Executive
Committee and of all our predecessors who bequeathed this story to us, I would like to express my
warmest gratitude. I say this as an industrialist and also as a citizen of Europe. What we have been
building together over the last 30 years is not only a magnificent story about aircraft, it is also a very
beautiful page in the history of Europe. And we can all be justifiably proud of that Europe.
This history is not only our own but that of our international network of partners and suppliers who, from
the first day, have been key to Airbus’ success. Their merits are great since the demands of Airbus are
equal to its ambitions.
And these ambitions are those of our customers. We have designed this aircraft with them and for them.
For the A380, like for the aircraft that came before it and those that will come after it, Airbus never
distances itself from its customers.
We have paid homage to the visionaries, to the men and the women who have associated their names
with the A380 programme but, today, there is a presence that is cruelly missing – that of Jean-Luc
Lagardère. We launched the A380 together in October 2000, in his office: him, Manfred Bishof, Jürgen
Thomas and myself. It took “guts” to do it under the circumstances. It is the greatest legacy that JeanLuc Lagardère has left to Airbus and to European aeronautics as a whole. So it is also for him that, with
Arnaud, we will take this challenge to the end.
7 May 2004
PROVING THE A380 CONCEPT
Highlights of the speech by Robert Lafontan Senior Vice President A380
programme.
To demonstrate the viability of the project, Airbus developed studies and performed tests never done
before a launch.
More than 150 wind tunnel entries were performed and for the first time wake vortex was taken as
criteria for the final wing configuration of an aircraft.
We minimised adaptation cost for airports by designing an aircraft with the same handling characteristics
and performance as any aircraft flying today.
We re-created a runway in Toulouse, representative of those around the world, and also built a simulator
to test and optimise the A380 landing gear and wheels and to simulate any aircraft flying. These tests led
to weight savings of more than half a tonne.
And for the first time in the history of commercial aviation, a cabin has been designed not just for
passengers but also with passengers. In 1998, we ran a passenger survey of more than 1200 frequent
flyers and we moved a mock-up to Tokyo, Hong-Kong, Singapore, San Francisco, New York, London,
Frankfort and Paris.
7 May 2004
LAUNCHING THE A380 PROGRAMME
Highlights of the speech by Jürgen Thomas, former Senior Vice
President Large Aircraft Division.
The primary tasks of the newly created A3XX Division, as set out by the Supervisory Board in 1996, were
to define an aircraft (in consultation with key customers), to achieve the necessary cost reductions, to
begin to assemble the industrial and financial partnership and to open a launch customer base.
In my view, there were three major elements, which contributed to the achievement of our goal:
- The first one was, to some extent, a new way of working. By integrating engineering, industrial,
financial and marketing activities. All these disciplines were under one roof.
- The second element was, from day one, working closely with essential third parties: airlines, airports,
potential suppliers and authorities - we even got an special exemption to start earlier than usual because
the aircraft was not fully covered in the certification routes, with airports. All of them were included from
day one.
- And the third element was that my organisation and I received the strongest support from our top
management, especially from Jean Pierson in his time and later from Noël Forgeard.
7 May 2004
CREATING THE TRANSPORT OF THE 21ST CENTURY
Highlights of the speech of Charles Champion, Executive Vice President
A380 programme.
When I look out at the audience today, I don’t just see customers, suppliers, partners and employees, I
see a community, a group of people who, by daring to be different, are shaping the future of aviation.
None of us could have hoped to achieve this on our own but by working together, we are creating
something that looks likely to exceed all our expectations.
The airlines have not merely shared the vision – they have backed it up with a very solid and tangible
commitment to the programme. Airports too have worked closely with us by developing their facilities.
Government and aviation authorities have advised and supported us every step of the way.
At Airbus, our people recognised that such a vision needed not just a new aircraft, but also an entirely
new approach to designing, building, selling and supporting the A380.
And I am particularly proud that as the A380 programme matures, this will enable us to feed our newly
acquired know-how and experience back into all the other Airbus programmes that have made the A380
possible. This process is vital if we are to continually challenge and improve standards of safety,
performance and innovation right across the industry.
7 May 2004
A380 ASSEMBLY SITE IS OPENED BY FRENCH PRIME MINISTER
Airbus’ A380 assembly facility in Toulouse, France, was formally
inaugurated by French Prime Minister Jean-Pierre Raffarin today, at a
ceremony attended by some 4,000 guests, including customers,
government officials, suppliers and employees.
The ceremony celebrated and thanked those who contributed to the building of the A380. It took place
inside the facility - named to honour the memory of Jean-Luc Lagardère, co-Chairman of Airbus
shareholder EADS at the time of A380 launch.
Beginning with a brief programme history, the event included speeches by Prime Minister Raffarin and
Airbus President and CEO Noël Forgeard - plus the opening of giant curtains to reveal the first structuraltest A380 in its assembly jigs. Both leaders also signed a commemorative plaque.
“Our thanks go to all those who, since the beginning of this adventure, are each day transforming the
A380 vision into a reality, and especially to our customers, our employees, our shareholders, government
officials and all our partners and suppliers” said Noël Forgeard. “The A380 completes – and in what an
impressive way – the most modern and complete family of civil aircraft.”.
The A380 assembly building is one of the largest in the world, measuring 500m by 250 m, with a height
of 46 m. It is the largest of several buildings on the site which, together, incorporate more than 32,000
tonnes of steel – the equivalent of four Eiffel towers or the Millau viaduct - plus 250,000 cubic metres of
concrete.
Airbus’ technological leadership, plus economies of scale, mean that the A380 will be the world’s most
efficient airliner, with the lowest direct operating cost per seat – 15-20 per cent better than today’s
largest aircraft - as well as providing more space and wider seats for every passenger - even in
economy.
Designed to use existing airports, the A380 will be a good neighbour, generating less noise and fewer
emissions than today’s largest aircraft, while taking off and landing in less distance.
With 129 firm orders already to its credit from eleven prestigious customers – Air France, Emirates,
Federal Express, ILFC, Korean Air, Lufthansa, Malaysia Airlines, Qantas, Qatar Airways, Singapore
Airlines and Virgin Atlantic Airways – the A380 is one of Airbus’ most successful programmes ever.
17 May 2004
LIFT-OFF FOR TRENT 900 FLYING TEST BED
The first flight of the Trent 900 flying test bed (FTB) was the culmination
of a complex three-year development programme to adapt the A340-300
test aircraft to the requirements of the A380’s new technologies and
engine.
The development programme brought together engineering teams from Airbus’ long-range and A380
programmes, pylon specialists from France, wing designers in the UK and Germany and the A380 Iron
Bird systems test rig team. Engineers from engine manufacturer Rolls-Royce and nacelle manufacturer
Hurel Hispano also took part.
Vincent Linard, Airbus component management team leader for propulsion, paid tribute on behalf of his
team to the international and cross-functional work that enabled the successful completion of the project.
He said: “Adapting an A340-300 for an A380 engine and systems was a major challenge but at the same
time it was also a very special project. It brought together teams from both the long-range and the A380
programmes and is a significant cross-programme, cross-national achievement.”
Development work began in 2001 with the preparation of the specifications, detailed drawings and
designs. The team faced two significant technical challenges: how to ensure minimum ground clearance
(sufficient space between the base of the engine’s nacelle and the ground during take-off and landing)
and how to structurally adapt the A340-300’s wing for a heavier and more powerful engine than the
A340’s CFM56-5C4 powerplant.
“Ground clearance was a key issue,” said Vincent. “Our solution was to create a pylon tilted at a specific
angle and to adjust landing gear pressure. We also introduced a new fuel balance configuration. Another
challenge was to develop a wing-pylon fitting (a component of the wing itself) capable of carrying the
Trent 900 loads. We did this by replacing the A340 wing-pylon fitting with an A330 wing-pylon fitting
specially modified for this purpose. This was a major and complex task never done before.”
New technology generating the power on board the A380 was integrated into the A340-300 FTB.
Hydraulic power on the A380 is generated at a level of 5,000 psi, as opposed to 3,000 psi on other
Airbus aircraft. Similarly, electrical frequency is variable on the A380, different from that generated on
other Airbus aircraft types.
These differences meant special aircraft systems adaptation and Iron Bird tests were required to check
how the A380 systems were behaving within the A340. These tests meant any unexpected behaviour
was picked up well in advance of the first flight.
The number of different teams involved in the Trent 900 flying test bed programme led to new ways of
working. This included using a 3D modelling programme to develop the pylon and realise its integration
as well as regular on-site meetings in Toulouse, Broughton and Hamburg.
17 May 2004
A380 ENGINE BEGINS FLIGHT TRIALS ON A340 TESTBED
The first flight of the Rolls-Royce Trent 900 engine on an A340-300
testbed gives feedback on engine behaviour in the air and paves the way
for the A380 flight tests due to begin in 2005.
The first engine destined to power the 21st Century flagship A380, the Rolls-Royce Trent 900, made a
successful first-flight aboard Airbus’ A340-300 testbed on 17 May 2004.
The flight, which lasted 3 hours and 40 minutes, begins a 50-60 hour programme of some 30 flights
spread over almost four months. It was flown by Experimental Test Pilots Peter Chandler and Wolfgang
Absmeier, accompanied by Flight Test Director Fernando Alonso and Flight Test Engineers Jacky Joye and
Gérard Desbois.
The flight trials, which follow extensive ground-based testing by Rolls-Royce, will provide early feedback
on engine behaviour in the air, paving the way for those of the A380, which are due to begin early next
year. The results will also help to ensure a smooth and reliable entry into airline service in the second
quarter of 2006.
Generating 70,000 lb of thrust in its A380 role, the Trent 900 is more than twice as powerful as each of
the four 34,000 lb CFM56-5C4 engines that normally power the A340-300. It is the largest and most
powerful engine to fly on any Airbus aircraft. During the trials, the Trent 900 replaces the inner left
CFM56-5C4 on the A340.
In addition to exploring engine behaviour, the flight-trials will investigate some of the new engine-driven
systems that will be used by the Airbus A380. These include hydraulic pumps generating a pressure of
5,000 psi and variable-frequency electrical generators.
Airlines have a choice of engines to power their A380s – Rolls-Royce Trent 900s or the competing Engine
Alliance GP7200s. The Trent 900, which is the first to take to the air, will power initial flight trials of the
A380, and will power the first versions of the aircraft delivered to airlines. Flight trials of the GP7200 on
General Electric’s flying testbed are due to begin in autumn 2004.
With 129 firm orders already to its credit from eleven prestigious customers – Air France, Emirates,
Federal Express, ILFC, Korean Air, Lufthansa, Malaysia Airlines, Qantas, Qatar Airways, Singapore
Airlines and Virgin Atlantic Airways – the A380 is one of Airbus’ most successful programmes ever.
24 May 2004
AIRBUS’ PLANT IN STADE, GERMANY DELIVERS FIRST A380
VERTICAL TAIL UNIT
The first vertical tail unit for the A380 was unveiled on Monday 24 May at the Airbus’ plant in Stade,
Germany, where some 1,500 employees and guests attended the celebration. Manufactured from carbon
fibre reinforced plastics (CFRP), the complete component is 14.1 m high, 12.9 m wide and weighs
approximately 3.5 tonnes including the rudder.
The vertical tail unit has been transported by low loader to the Stade Grünendeich industry park on the
Elbe. It was then taken by ship up the Elbe river to Hamburg-Finkenwerder before being carried in the
A300-600ST Beluga from Hamburg to Toulouse for final assembly of the first Airbus A380.
Gerhard Puttfarcken, Chairman of the Airbus Deutschland GmbH Executive Management Board, stated in
his ceremonial address: "The Stade Airbus plant is delivering a significant component for the completion
of our first A380 and thereby underlining its leading technological position. For this aircraft alone, we
have constructed two new halls here with a total area of 21,000 m² to house our state-of-the-art
production sequences. The A380, the 21st century flagship, not only represents the future of aviation but
will also create highly qualified and secure jobs for years to come."
The A380 vertical tail unit has a surface area of 120 m² and is therefore around five times as large as the
vertical tail unit of an A321. The outstanding features of A380 component production in the new buildings
are the modern handling systems and machining equipment, state-of-the-art assembly and optimised
workflows. The Stade plant also manufactures the pressure bulkheads – also from CFRP – and the centre
and outer landing flaps for the A380.
Production of the first parts for the A380 (pressure bulkhead) in Stade began in June 2002.
25 May 2004
ST ELOI-TOULOUSE UNVEILS FIRST FOUR A380 PYLONS
More than a thousand employees from Airbus’ Saint-Eloi facility in Toulouse, France joined executive vice
president for programmes Gérard Blanc for the unveiling of the first four A380 four pylons for a flying
aircraft.
The facility delivered its first A380 pylon, for the A340-300 Trent 900 flying test bed, in January. The 6.2
metre long component – which links an aircraft’s powerplant to the wing – has, for the first time, been
largely manufactured from titanium.
Among Saint-Eloi’s new responsibilities for A380 pylon manufacturing is the production of engine
attachment fittings, thrust links and the lower fairing. The site is on schedule to deliver 24 A380 pylons
by the end of the year, of which four will be used for test purposes. The remaining 20 will enter into
commercial service with the A380 launch customers.
Airbus has invested in new technology and machinery for A380 pylon manufacturing at Saint-Eloi. Among
the new technology installed is a CNC gantry machining centre for large size parts, a 5-axis laser centre
and a fourth drilling site for the pylon primary structure. The hydraulic unit has been adapted for system
tests and a new electron beam welding process is being employed for several areas of pylon
manufacturing.
The A380 pylon development programme brought together some 150 engineers, technicians and workers
in the pylon component management team based at Saint-Eloi. Engineers from the A380 engine and
nacelle manufacturers worked closely with the team.
27 May 2004
FIRST OUTING OF THE A380
The very first A380 has rolled off the Toulouse final assembly line (FAL). In the early hours of May 27,
Airbus employees at the Jean-Luc Lagardère site released the aircraft from its jig in the general assembly
area of the FAL – the hall where major elements such as the fuselage, wings and landing gear, are
integrated.
The same day, the aircraft moved to the FAL’s systems installation hall. Although the aircraft is destined
for structural test purposes and will not be equipped with hydraulics or avionics, it underwent mechanical
checks in the hall in advance of its transferral to the structural test hall on June 2.
The aircraft will begin its two-year structural test programme in November. After installation of up to
8,000 strain gauges, jacks and sensors on to the airframe, the structural test team will simulate a wide
range of flying and rolling conditions and will analyse how the aircraft’s fuselage and wings react to
them.
The two-hour operation to move the aircraft from general assembly to systems installation involved
lowering it on to its landing gear and towing it the 200 metres between each hall. Specially-designed
hydraulic jacks and towing vehicles were used to complete the operation.
1 June 2004
A380 HORIZONTAL TAIL PLANE LEAVES SPAIN
The horizontal tail plane (HTP) for the first flying A380 has left the southern Spanish port of Cadiz on the
first leg of its journey to the Toulouse final assembly line.
The event, which took place on June 1, also marked the entry-into-service of the A380 roll-on, roll-off
transport vessel, the Ville de Bordeaux. The vessel, which was manufactured in China, crossed the Suez
Canal on May 24 and arrived at Puerto Real on May 27.
After completing the 922-mile journey from Cadiz, the HTP arrived in the French port of Pauillac on June
4. From there it was unloaded and transferred to river barge for its journey to Langon. For the last phase
of the journey, the HTP travelled by road to the final assembly hall arriving in Toulouse on June 10.
On May 27, the president of the regional government of Andalusia, Manuel Cháves González, joined
1,000 Airbus employees at Puerto Real, where the A380 HTP was assembled, to celebrate the official
presentation of the component. The HTP has a span of more than 30 metres and a surface area of 204
square metres – more than twice the size of the horizontal stabilisers on any other Airbus aircraft.
Each of Airbus’ three plants in Spain contributed to the component’s production. The composite materials
excellence centre in Illescas produced the carbon fibre skins, which were sent to Getafe. The HTP was
equipped with lateral boxes and partially assembled in Getafe before being sent to Puerto Real for final
assembly. Puerto Real has installed the element’s hydraulic and electrical systems and flight control, as
well as undertaken the component’s final testing.
4 June 2004
A380 WING FLAP TESTS BEGIN IN BREMEN, GERMANY
The high-lift system integration test rig for the A380 wing flaps and slats was switched on officially at the
Airbus facility in Bremen, Germany on Friday June 4.
The event was attended by Joachim Wülbers, head of business development from the ministry of the
economy in Bremen, Gerhard Puttfarcken, general manager, Airbus in Germany and Dr Rainer Martens,
vice-president of the Bremen plant and some 200 guests.
The VIPs pressed a huge red start button to begin the test rig’s operations, a moment which was
captured on large television screens for the assembled guests.
The huge high-lift system integration test rig performs tests on the aircraft’s tolerance to a variety of
situations, including high winds, extreme cold and heat. It was created specifically to test the A380 wing
flaps and slats, and designed by engineers based in Bremen.
The tests are necessary to get certification for the A380’s wings before the first test flight.
7 June 2004
TESTING THE A380
The first two A380s are now in the assembly line in Toulouse. Both
aircraft are part of the certification programme. One will take part in the
flight tests while the other will be used for structural tests.
Work on assembling the first A380 to fly, MSN01, began in the final week of May, with major elements
such as the forward, central and rear fuselage and the wings, arriving on time in Toulouse.
Final assembly line employees are putting these elements into place on the A380 jig in the Jean-Luc
Lagardère facility in Toulouse. Meanwhile, the first aircraft to be assembled – known as ES, or ‘essais
statiques’ – is ready to move into the A380 static test hall for the next stage in its career.
The first flying aircraft
MSN01 will remain the property of Airbus and will make its first flight in 2005 with the flight test team. It
is one of four A380 aircraft to be used on the A380 certification programme.
The aircraft’s test schedule can be divided into three sections: the first, lasting around two months, is to
obtain initial knowledge of the behaviour of the aircraft. The second, which lasts approximately half-ayear, runs parallel to the ground-based structural tests and comprises the final development and
optimisation of the aircraft’s systems. The third phase is dedicated to aircraft certification.
MSN01’s first series of tests is known as the ‘initial exploration of aero configuration’ and will analyse
how the aircraft behaves in relation to the basic rules of flight and handling. Using sophisticated analysis
tools, data produced from the first period is thoroughly explored and analysed both in real-time and
post-flight.
The second flight test period is used to develop the A380’s flight controls, auto-pilot and primary
systems, using data generated from the first set of tests.
In the third phase, the flight test team moves towards final certification. During flights with
representatives of the aviation authorities, the aircraft will demonstrate compliance with the handling
qualities and systems required for certification.
Further tests, focusing on particular environmental conditions, engine performance, and cabin
development will be carried out throughout 2005.
The static test aircraft
The A380 ES aircraft will not fly and is not equipped with either hydraulics or avionics. It is destined for
structural tests that will feed back aircraft performance data to the Airbus flight test team before the
A380’s first flight in 2005. Post-flight, it will provide critical data for the aircraft certification process.
There are several phases in the two-year life of the static test aircraft, which starts in November with a
nine-week programme. This involves testing how the aircraft’s structure, together with its flaps and slats,
behaves at static load level and at maximum load level (when the team simulates an exceptional load
situation on the wings, of a type an aircraft could encounter occasionally).
The test team will then begin a year-long certification test programme. This will look at how the aircraft
resists ultra-high loads under a wide range of flying and rolling circumstances.
Post-certification, the team will run a series of tests to load the aircraft’s fuselage and wings until they
break. These tests allow engineers to check that the ruptures are occurring where they are predicted to
occur, and to aid future aircraft development programmes.
Completion of tests on both aircraft will lead to aircraft certification in early 2006, comfortably in time for
the aircraft’s first commercial flight scheduled with Singapore Airlines that year.
10 June 2004
TOPPING OUT CEREMONY OF A380 EQUIPMENT HALL IN HAMBURG
Two milestones were celebrated on the same day at the Airbus plant in
Hamburg-Finkenwerder: the topping out ceremony of the A380
equipment hall and the first arrival of the special transport ship "Ville de
Bordeaux" at the new ro-ro quay facilities on the Elbe.
The ceremony for the topping out of the A380 equipment hall took place on 10 June in Hamburg. The hall
will be used to fit out the passenger cabins and service compartments of all A380 aircraft according to
the airlines' specifications. The hall is 370 m long and 102.5 m wide and has bays for four A380 aircraft.
A five-storey section houses offices, workshops and various other rooms. The clearance height of the hall
is 27 m. The raised roofing above the vertical tail units in the centre of each of the assembly bays is over
31 m high. The foundation stone for the equipment hall was officially laid on 7 May 2003.
The complete process for equipping the cabin of an A380 takes 20 days and production of 48 aircraft per
year is planned. Delivery of the fully equipped and painted A380 aircraft to customers will then take
place in Hamburg and Toulouse.
The installation of the entire cabin fittings includes the cabin panelling and seats as well as the
entertainment and communications systems, and all the associated electronics systems. The passengers
rate an aircraft first and foremost by its interior fittings. As a result, this is an important element of A380
final assembly work. The cabin concept is highly innovative and will provide maximum comfort combined
with cutting-edge technology.
The equipment hall is the third large-scale construction project currently underway on the 140-hectare
extension of the Mühlenberger Loch site. Other facilities include the Major Component Assembly (MCA)
hall and the A380 paintshop, in which the first A380 vertical tail unit will be painted at the end of this
year.
The ceremony also celebrated the first arrival of the roll-on/roll-off (ro-ro) vessel "Ville de Bordeaux",
specially built for transporting the large A380 components. The location of the plant directly on the Elbe
river fulfils the requirements for the necessary ship and sea transport in an ideal manner.
The Hamburg plant delivers three A380 fuselage sections. The forward section behind the cockpit and the
upper half of the fuselage shell above the wings will be transported together to St. Nazaire for further
assembly. The 23.79 metre long rear fuselage section will be taken via Mostyn in Britain – where the
wings will also be loaded – to Pauillac near Bordeaux where they will follow the usual route by barge and
road transport to Toulouse.
14 June 2004
SHINMAYWA SHIPS FIRST MAIN WING ROOT FILLET FAIRING FOR
A380 TO AIRBUS
ShinMaywa Industries announced Monday that it shipped the main wing root fillet fairing for Airbus’ nextgeneration very large aircraft A380 on Friday last week to Toulouse, France, where the A380 Final
Assembly Line is located.
The main wing root fillet fairing is made of carbon fibre reinforced plastic (CFRP), and manufacturing and
assembly of the article is completed at ShinMaywa’s Konan factory, in Kobe (Hyogo Prefecture).
ShinMaywa has joined commercial aircraft programmes by non-Japanese aircraft manufacturers since
1987. The A380 programme is the first industrial collaboration contract of ShinMaywa with Airbus. The
Japanese company has already been delivering composite ramp surfaces of the A380 wing since
February this year.
18 June 2004
GETAFE DELIVERS A380 TAIL CONE
The first A380 tail cone was delivered by Airbus’ Getafe site in Spain and flown in the Beluga A300600ST to the Jean-Luc Lagardère A380 final assembly line in Toulouse on 18 June. The section, which
measures 5.38 metres long, 3.15 metres wide, 3.6 metres high, houses the auxiliary power unit (APU),
used to start the aircraft’s engines and provide electrical power while the aircraft is on the ground.
2 July 2004
A380 PRODUCTION RAMP-UP
As the first A380 to fly is moved to a different work station for the next
stage of its assembly at the Jean-Luc Lagardère site inToulouse, A380
production is ramping up at Airbus’ plants across Europe.
In France, the five sections of aircraft MSN2 have just been delivered to Toulouse. In Saint Nazaire,
structural assembly is in progress on aircraft seven and eight while production of components for aircraft
15 is in progress in Nantes.
At Airbus’ wing manufacturing site in Broughton, UK, work is under way on five sets of A380 wings, with
three undergoing structural assembly and two others in the final wing equipping and systems installation
stages. The next pair of wings to leave Broughton will be for the fourth A380 (and the third aircraft to
actually fly).
In Hamburg, Germany components of the fourth A380 are nearing completion. The plant, which
assembles the aircraft’s forward and rear fuselage sections, is also currently working on fuselage sections
for three other aircraft. These include the second ground-based test A380 dedicated to fatigue tests.
At Airbus’ Stade facility close to Hamburg, the vertical tail plane for the third A380 is in the final stages
of systems equipping. Production is also underway on the vertical tail planes for the fifth and sixth A380.
Work on the horizontal tail planes (HTP) for six A380s is in progress at Airbus’ plant in Puerto Real,
Spain. The next HTP to leave the plant will be for Airbus’ third flying A380, followed by those for the
second and fourth A380 aircraft to fly.
5 July 2004
ROLLS-ROYCE TRENT 900 COMPLETES SUCCESSFUL BLADE-OFF
TEST
The Trent 900, one of the two engines that will equip the A380 has
passed an important milestone with the completion of the fan blade
containment test.
Rolls-Royce has announced that the Trent 900 engine being developed for the A380 had successfully
completed a fan-blade containment test, one of the critical safety demonstrations ahead of certification
by the airworthiness authorities.
During the test, which took place on schedule at the company’s Hucknall, UK, facility, the engine was
accelerated to full speed before a fan blade was released at the root by an explosive charge. The blade
and its debris were contained successfully and the engine performed a controlled shutdown.
Ian Crawford, Director Airbus Programmes for Rolls-Royce, said: “This was a key event in the
development programme, and although computer simulations accurately predicted this result, it is
always good to see it validated by the reality of the test.
“We are now focused on meeting the remaining development milestones on schedule and to delivering
the Trent 900 into service successfully on the A380 in Spring 2006.”
The Trent 900, which will be the first engine delivered on the A380, has a set of hollow, titanium fan
blades measuring 116 inches in diameter – the largest ever designed by Rolls-Royce.
The engine made its maiden flight on the Airbus flying test bed last month and is now continuing its flight
test programme of around 50 hours through to August.
Engine certification in October 2004 will be followed by flight testing on the A380 in early 2005. The
engine will be rated at 80,000lb thrust, providing significant margin for growth above the 70,000lb
required at entry into service.
9 July 2004
PACE OF A380 DELIVERIES INCREASES
The longest A380 transport convoy to date arrived on 1st July at the final
assembly line in Toulouse following a three-day trip from Langon.
The five vehicle convoy - carrying three large fuselage sections and both wings of the second A380 to fly
- left the Langon departure base at 10pm on June 28 and arrived at the Jean-Luc Lagardère site in
Toulouse in the early hours of 1st July.
This was the first time five major components arrived at Langon to be transported together to Toulouse.
Until now, except for tests and trials, the longest A380 transport convoy has been three vehicles carrying
the three fuselage sections. All along the 240km-long route, hundreds of onlookers and well wishers
came to see the convoy pass, despite the lateness of the hour.
About sixty people, including police, logistics staff from the A380 road trailer manufacturer and the
Airbus security team accompanied the convoy on its journey.
Those teams accompanying the convoy are responsible for ensuring its smooth progress down the
specially-designed route by keeping the road clear of any obstructions and providing the driver with
guidance over and above his satellite-based navigation system. They also provide security for the A380
components during rest periods during the day.
20 July 2004
ETIHAD SELECTS AIRBUS A380
Etihad Airways, the national airline of the United Arab Emirates, has selected the new generation doubledeck Airbus A380 for its future growth. The Abu Dhabi based full-service airline has signed a
Memorandum of Understanding (MOU) to purchase 24 Airbus aircraft, including four of the highly
advanced double-decked A380s as well as four ultra-long range A340-500s, four A340-600s and twelve
A330-200s.
Deliveries to Etihad are to begin in 2007 for the A380s for which the engines have yet to be selected.
Etihad will use the aircraft to further develop its route network within the Middle East and to Europe,
Asia, India and to North America. Etihad currently operates a fleet of six aircraft, including four of the
market leading A330-200s and an Airbus A340-300.
Dr Ahmed Bin Saif al Nahyan, chairman of Etihad Airways said, “Today is a truly significant day in
Etihad’s young existence. I cannot recall a time in airline history when a start-up operation, barely eight
months old, has had the confidence, resources and ambition to place orders for 24 new widebodied and
very large aircraft. If you think the last eight months have been busy for us – this is nothing compared to
what the coming months and years have in store.”
“We have, for over a year now, been in intensive discussions about our future craft needs with both
Boeing and Airbus in which we considered a whole range of aircraft types, “ the chairman continued. “In
all these discussions, we have had one goal – a fleet strategy which matches our own objectives of
providing high quality air services to, from and through Abu Dhabi – the capital of the United Arab
Emirates. We believe that the Airbus range of aircraft offers us the best option for both guest satisfaction
and the future growth of the airline.”
“Etihad’s commitment gives me a great sense of pride. In less than one year, Etihad has attained an
enviable reputation as one of the most respected airlines in the region. With our modern and very
efficient aircraft we are proud to become Etihad’s partner for its rapidly expanding network,” said Noël
Forgeard, Airbus President and Chief Executive Officer.
19 August 2004
A380 MOCK-UP CENTRES
Airlines can see the latest innovations available on the A380 at two
different mock-up centres in Hamburg, Germany and Toulouse, France.
Airbus’ mock-up centres in Toulouse and Hamburg have a different function, yet they share a common
goal – to show customers what is possible with the most modern and advanced aircraft in the world.
The Felix Kracht mock-up centre in Toulouse, an 9,000 square metre facility hosting over 1,800 visits per
year, acts as a sales and marketing showcase. It exhibits exciting concepts that realise the full potential
of the Airbus cabin interior and systems on all types of aircraft, including the A380.
The A380 cabin mock-up presents examples of new facilities, which airlines can provide thanks to the
extra space available. These range from full-length beds to bars and duty-free shops. Different seating
configurations are also featured in a new 16-metre model of the A380.
The mock-up centre also incorporates a cabin technology demonstrator where customers can visualise
in-flight systems such as mood lighting, plus TV and internet solutions. This allows customers to see the
possibilities of the aircraft and to introduce new ideas and exciting cabin options.
The A380 design mock-up centre in Hamburg, at Neu Wulmstorf, which covers some 2,500 square
metres, is a proving ground for engineers and developers to test different concepts for the A380, with
suppliers transforming designs into mock-ups at the centre.
Although designers and engineers work together in a virtual digital 3-D environment, the customer still
requires actual mock-ups to verify how designs look in reality. The centre brings to life, for example,
different seating arrangements, cabin crew rest facilities, stowage compartment configurations and
stairway options. It even shows critical areas inside the aircraft, which allows a closer look at details that
cannot be solved with the computer.
The Hamburg A380 design mock-up offers a wide variety of design variants for the A380, including
design options as well as customers’ requests. With the design mock-up they can be presented at a very
early stage, and modified and optimised. So having the mock-up close to the engineering is a must.
Airlines’ representatives are frequent visitors, inspecting cabin interior solutions or discussing their
individual customised configurations. In this way, the airlines, which have been closely involved in the
development of the A380, can continue to influence the development of their own aircraft.
24 August 2004
A380 FEELS THE POWER
Airbus marked a major programme milestone when the electrical system
for the no. 1 flight test A380 was powered up at the Jean-Luc Lagardère
final assembly line in Toulouse, France.
Airbus successfully powered up, for the first time on 30 July, the sophisticated electrical generation and
distribution systems of the first A380 to fly.
Airbus engineers have launched a series of system tests that will ensure the aircraft’s electrics go beyond
the standards expected by the Joint Aviation Authorities (JAA) and Federal Aviation Administration (FAA).
The tests will analyse the performance of the aircraft’s four power generators and auxiliary power unit,
along with the hundreds of kilometres of wiring in each A380.
A comprehensive series of laboratory and test bed analyses preceded the powering-up of the aircraft.
First, each individual element was tested separately, to ensure that every part within the overall
electrical system was functioning correctly.
Then the components that together control different areas of the aircraft’s operation were linked together
– for example, the new variable frequency electrical generator and the primary and secondary electrical
distribution centres, which distribute power to the aircraft’s equipment.
Once engineers were satisfied the performance and the configuration of the systems were correct, the
team powered up the aircraft. Currently, engineers are undertaking the same series of tests on the
aircraft itself, which run in stages corresponding to different areas of the aircraft.
The first flying A380 is currently under assembly in the Jean-Luc Lagardère final assembly line in
Toulouse. The electrical power-on is one of three key milestones prior to the aircraft’s first flight in early
2005 – with hydraulic and engine powering up due to follow later this year.
27 August 2004
THAI AIRWAYS INTERNATIONAL SELECTS A380
Thai Airways International has taken another major step in its long term
fleet expansion plan, by deciding to acquire six A380 double decker
aircraft, which will be delivered in 2008/09, and herewith becoming a new
customer for the type.
The airline is also committed to expanding its new fleet of A340-500s and A340-600s, by deciding to
acquire one additional aircraft of each type. The additional A340-500 and A340-600 will be respectively
delivered in 2007 and 2008.
Thai Airways International’s A380s are destined to operate on major trunk routes from Bangkok’s new
Suvarnabhumi airport to destinations in Europe, whilst the A340-500s will be operated on a completely
new network of ultra long-haul services from Bangkok to North America. The A340-600s will be deployed
on services to cities in Europe and North America. Thai Airways International currently operates an
Airbus fleet of 21 A300-600Rs and 12 A330-300s on regional and domestic routes.
All four A340-500s and six A340-600s in the Thai Airways International fleet will be powered by RollsRoyce Trent 500 engines, which burn up to 20 per cent less fuel than older generation jet aircraft, whilst
providing outstanding range and payload performance.
“The relationship between Thai Airways International and Airbus stretches back to the first A300 order in
1977 and I am naturally delighted to see the airline once again select our latest generation widebody
A380 and A340 aircraft for its long haul fleet expansion. With Thailand’s strong domestic economy and
booming tourism & trade, I am particularly confident of a bright future for Thai Airways International’s
new Airbus fleet operating from the all new Suvarnabhumi hub airport.” said Noel Forgeard, Airbus
President and Chief Executive Officer.
With Thai Airways International’s selection, Airbus has now 139 orders and commitments from 13
customers for the A380 programme.
3 September 2004
A380 HYDRAULICS POWERED-UP
Engineering test teams at Airbus’ A380 final assembly line in Toulouse
have begun powering up the hydraulic cables, circuits and joints of the
first A380.
Engineers pumped hydraulic fluid through the aircraft’s main connecting cables and filled the aircraft’s
hydraulic fluid reservoirs before bringing the system to a pressure of 5,000 psi (pounds per square inch).
This test was the second in a series of five. The testing team carried out preliminary checks on the
hydraulic reservoir pressurisation lines in August, when they flowed air through the system. During both
tests, engineers investigated how efficiently air and fluid moved through the system and checked if any
leaks or ruptures were occurring.
The next stages of the programme involve a check of the hydraulic system’s electrically-powered cockpit
signalling and warning panels, as well as an examination of the aircraft’s main hydraulically-powered
parts, such as flight surfaces and landing gear.
The hydraulic system designed for the A380 features several innovations. It operates under 5,000 psi
pressure while other Airbus aircraft operate under 3,000 psi. Also the hydraulic pumps and reservoirs,
which are usually placed in the belly fairing, have been installed for the first time in the aircraft’s four
pylons.
5 September 2004
A380 LANDING GEAR TESTED IN FILTON, UK
Testing of the A380 Landing Gear System is well underway at the
vendors and in Filton in the Test Rig facility. Messier Dowty and
Goodrich have started drop testing the gears and qualification testing
and tuning of hydro-mechanical components is continuing at Smiths and
Messier Bugatti covering the retraction and braking systems,
respectively.
In the Filton Test Rig, avionics benches are testing the latest software from the vendors on a state of the
art test bench. The Filton team have designed test equipment, which is common across the Fuel,
Braking, Steering, Extension Retraction and IMA teams. The benches simulate the system mechanical
components and several aircraft systems in order to fully exercise the control software. Aircraft testing
has been replicated and error testing is about to start.
Also in the Filton Test Facility, extension and retraction cycling of the gears and doors have taken place
under the fully pressurised 5000 psi hydraulic system.
The first testing of the landing gear system on the first A380 on the Final Assembly Line in Toulouse took
place in August when the all new six-wheel body landing gear and associated doors were retracted and
extended.
6 September 2004
A380 LANDING GEAR TESTING
On-going tests of the landing gears on the first A380 has reached a
significant milestone with successful retraction tests of the body landing
gear.
The retraction tests, which involved using a local power supply to withdraw both sets of body landing
gear into the aircraft’s fuselage, were the first time the gears had been tested in-situ on the aircraft.
As well as demonstrating the smooth working of the landing gears, the tests also enabled engineers to
make slight adjustments to the landing gear doors in a closed position.
The ground testing of the body, nose and wing landing gears of the first aircraft is being performed with
the aircraft jacked in the equipping station of the A380 final assembly line in Toulouse. At the same time,
the landing gears for the second flight test development aircraft have also been fitted in preparation for
testing.
The retraction test is part of several weeks of aircraft systems testing which includes retraction and
extensions of all landing gears and commissioning of the braking and steering systems of the gears.
Tests examine the performance of the electric and hydraulic systems governing the gears. A particular
feature of the A380 landing gear system is weight saving electric uplock systems for all gears and doors.
Previous Airbus aircraft have used hydraulic uplock systems.
Future milestones will be testing of the nose landing gear and body landing gear steering systems.
9 September 2004
KID-SYSTEME DELIVERS FIRST A380 CABIN MANAGEMENT SYSTEM
KID-Systeme has delivered the first cabin management system for the
new double-deck A380. The Cabin Intercommunication Data System
(CIDS) controls via a touch screen the entire information and
entertainment electronics for cabin crew and passengers.
The system enables the crew to make announcements, to adjust the cabin temperature and to set the
different ‘mood lightings’ in the cabin that will enhance passenger comfort on long journeys. The A380
cabin lighting system handles more than 60 types of lighting units and thousands of light sources in the
cabin.
The CIDS also manages music and video systems for passengers’ entertainment and allows the crew to
easily monitor important information such as door status, water supply and disposal systems, and all the
emergency systems.
The A380 gives operators the possibility to set and control the individual cabin environment with an
unrivalled range of cabin options. "The new A380 cabin management system highlights our lead in the
area of cabin technology," stated Gerhard Puttfarcken, General Manager of Airbus Deutschland.
During the development of the A380 cabin management system, great importance was attached to
adaptability to future cabin technology. The CIDS is therefore equipped with numerous interfaces for
further developments and individual adaptations by A380 operators such as customised digital media for
cabin announcements. In addition, the cabin can be reconfigured in a fast and inexpensive manner.
Based in Buxtehude, Germany Airbus’ subsidiary KID-Systeme designs, builds and integrates electronic
cabin management systems. The CIDS was first introduced on the A320 and is today a standard feature
on more than 2,800 Airbus aircraft.
10 September 2004
AIRBUS SHIPS SECTIONS FROM HAMBURG TO DRESDEN
Airbus and its subcontractor Industrieanlagen Betriebsgesellschaft
(IABG), a company specialized in industrial and aerospace testing
facilities, are currently making preparations for the most extensive
fatigue tests worldwide on a commercial aircraft.
Five sections of the new A380 will be shipped from Airbus in Hamburg to Dresden, Germany on 11
September. The structure will then be assembled and integrated in the IABG test facility where 47,500
flights will be simulated to test the fatigue strength of the A380.
At one-week intervals, three fuselage sections and two wings of the new A380 will be moved upstream
by barge on the river Elbe from Hamburg to Dresden. Each of the five convoys will travel at an average
speed of eight kilometers per hour, which means it will take approximately two weeks until all the
components arrive in Dresden. The vertical tail plane, engines, onboard electronics and other parts and
systems of the aircraft are not required for the tests. With more than 40 bridges to pass under on the
570 kilometers long route, the journey will be a special challenge for the captains of the five barges.
Once in Dresden, the sections will be hoisted up by one of the biggest cranes in Europe from the river
Elbe. They will then be lowered onto a special vehicle that will take the components by road to the test
facility near Dresden’s airport. Beginning of October at the latest, the last barge will arrive on the river
bank in Dresden.
As soon as the A380 sections arrive at IABG, an Airbus team will assembled them. IABG will then
complete the test setup and try out the test facility, which will be completed around August 2005. The
fatigue tests will start in September 2005 and will last nearly 26 months. This corresponds to an
expected lifetime of approximately 25 years for an A380 in airline operation. After 5,000 flight
simulations, the airlines will be able to put the A380 into regular service in 2006. The tests will show how
the structure of the aircraft reacts to years or decades of service.
Airbus commissioned IABG to carry out the fatigue tests for the A380 in late 2002. This high-tech
company from Ottobrunn near Munich has more than forty years of experience in this field. Together
with its partner company, IMA GmbH in Dresden, IABG erected the large test centre near the Dresden
airport specifically for the A380 tests.
17 September 2004
MOBILE PAINT SPRAYING SYSTEM FOR THE A380
An Airbus team has invented a new paint spraying system that is
transportable, more environment friendly and reduces lead-times for
A380 components.
Hamburg’s A380 fuselage structural assembly team has introduced an innovative piece of equipment for
applying surface protection lacquer to fuselage components that are damaged, for example, by
scratches.
The new device, a mobile spraying unit with integrated extraction system, was invented by two Airbus
employees in co-operation with supplier JAFO Technologie. The trio wanted to find a more flexible
approach to protective lacquer application, and drew their inspiration from the shipbuilding industry.
They developed a mobile spraying system with an integrated extraction system, which means scratched
fuselage sections no longer have to be transported to a special, separate area for re-spraying.
Previously, the process took longer, often during an extra shift or night shift, and required those working
on the fuselage to wear protective equipment.
With a lacquer vessel, small generator and carbon filters, the mobile device can be used easily by anyone
and can pinpoint areas where the lacquer needs to be applied.
The new system, which took approximately a year and a half to develop, is not only a major step forward
in health protection – the integrated extraction feature means no emissions escape into the atmosphere
– it is also a transportable system that can be used anytime and anywhere.
The short-term benefit is that the lead times for fuselage components will be reduced significantly as a
result of the new system’s introduction.
17 September 2004
BROUGHTON DELIVERS A380 WINGS FOR FATIGUE TESTS
Delivery of the A380 fatigue test wings is now well underway. The port
wing first, then the starboard wing have left the Broughton factory in the
UK, travelling to Port of Mostyn. The wing set is scheduled to be loaded
onboard the ship and to depart today for Hamburg, Germany.
From Hamburg the wings will make a two-week journey by barge on the River Elbe to Dresden,
Germany. The wing set and three fuselage sections will be assembled and integrated in the IABG test
facility at Dresden.
From September 2005, 47,500 flights will be simulated on the structure, over some 26 months, to test
the fatigue strength of the A380. This corresponds to an expected lifetime of approximately 25 years for
an A380 in airline operation.
17 September 2004
A380 JET BLAST TESTS ON RUNWAY EDGE LIGHTS SUCCESSFUL
A series of tests have concluded that the A380 aircraft engine jet blast
would have no impact on elevated runway edge lights, wherever they are
located on the edge of a 45 metre/150 feet wide runway.
Two series of jet blast tests were performed by the French Civil Aviation Authority (DGAC) in
collaboration with aircraft manufacturer Airbus during June and July 2004 to determine the effect of the
aircraft on runway edge lights.
Six different types of elevated lights were tested. The lights were selected to represent those fitted at the
main A380 destination airports such as New-York, Sydney and Amsterdam. It was the intention of Airbus
to provide the airport community with informative material to help assess the suitability of current
elevated runway edge lights for future A380 operations on 45 metre wide runways.
The first set of dynamic tests used an A340-600 aircraft to simulate the engine velocity of the A380 on
the ground below. The second set of static tests, used wind blast facilities.
The objective of the dynamic tests was to determine whether the jet blast at lift-off from the A340-600
outer engine would damage the elevated runway edge lights located directly underneath the engine. It
was indeed determined that the impact of the A380 to the ground below is of a similar scale to that of
the A340-600. After several take-offs at maximum take-off thrust and with the engine right above the
lights when taking-off, none of the fifty four lights from the six different types placed along the runway
were damaged.
The successful outcome of the dynamic tests was further strengthened by a series of static tests using
wind blast facilities. The same selected runway edge lights were submitted to a high level of velocity that
reflected the A380 jet blast velocity in the most unfavourable conditions. This was specifically with the
highest take-off thrust and at the highest lift-off angle. Again, none of the six different types of lights
were damaged.
All these tests are elements, which will ensure full airport compatibility for the A380 at its entry into
service in 2006.
28 September 2004
JAPANESE COMPANIES MINEBEA, SHOWA AIRCRAFT AND KOMY ON
BOARD THE A380 - YOKOHAMA RUBBER EXPANDS CONTRIBUTION
Three new Japanese companies join the group of A380 suppliers while
one supplier expands its contribution. This brings to 21 the number of
Japanese companies contributing to the A380 and raises their estimated
revenue to more than US $4.6 billion in the years to come.
Japanese companies Minebea Co. Ltd., Showa Aircraft Co. Ltd. and Komy Co.Ltd. have announced that
they are joining the group of Japanese suppliers already on board the A380 programme. Moreover,
Yokohama Rubber Corporation will expand its contribution to the A380 with the supply of new materials.
The contribution of each company is as follows:
Minebea Co. Ltd. is the supplier of highly engineered rod ends, spherical and roller bearings, and rod
assemblies used extensively in the A380. Minebea’s plants in Japan (Karuizawa, Nagano), Europe
(Lincolnshire, UK), and United States (New Hampshire) are responsible for the design and production.
Minebea has been working with Airbus since 1982.
Showa Aircraft Co. Ltd. will supply Aramid Honeycomb materials to be used in the manufacturing of
composite parts for the A380. The core materials, to be produced at Showa’s Akishima Plant (near
Tokyo), are currently under qualification at different Airbus plants. This is the first time for Showa
Aircraft to work with Airbus.
Komy Co. Ltd. is the supplier of special mirrors selected as standard equipment for the A380 overhead
stowage bins. The development and production is on going at Komy’s plant in Kawaguchi (Saitama
Prefecture). The first delivery will be at the end of 2004. Komy has been working with Airbus since 2000.
Yokohama Rubber Corp. will supply new pre preg materials to be used initially in the production of A380
belly fairing parts. The material is currently undergoing qualification at Airbus’ Getafe plant (Spain).
Production will be at Yokohama Rubber’s Hiratsuka plant (Kanagawa Prefecture). Yokohama Rubber is
already supplying the A380 water and waste tanks. Delivery of the tanks for the first serial production
aircraft happened earlier this month.
7 October 2004
STRUCTURAL ASSEMBLY OF THE FOURTH A380
The structural assembly of a fourth A380 has been completed in the
Jean-Luc Lagardère final assembly hall in Toulouse, and the aircraft has
been moved to the next workstation.
As more A380 sections are about to be shipped to Toulouse from the various Airbus plants, the final
assembly of the fourth A380 is being completed. First the three fuselage sections were assembled, then
the wings were attached to the body of the aircraft and the pylons to the wings.
The horizontal tail plane was positioned in the rear fuselage section to allow the lifting into position of the
vertical tail plane. To complete the structural assembly, the nose, body and wing landing gears with their
wheels were installed.
The aircraft was then released from its jig and transferred to the next workstation on 6 October, early in
the morning.
In this next phase, the cockpit equipment is being installed and the engines attached to the pylons, while
the landing gears and hydraulic system are tested.
29 October 2004
FIRST A380 MINI CABIN INSTALLED IN TEST AIRCRAFT
Engineers from Airbus’ plant in Hamburg, Germany are currently at the
A380 final assembly line in Toulouse installing the mini cabins for the
first three aircraft to fly.
The cabins will be installed on Airbus’ three flight test A380. No passenger seats are being fitted, as they
are not required for the aircraft to perform flight tests. Engineers expect to complete installation of the
cabins in all three aircraft on schedule.
The mini cabin consists of interior furnishings – such as side walls and ceiling panels – galley, lavatory
and overhead stowage bins and is installed in a small section of the aircraft’s upper fuselage, close to the
cockpit area. For the second flying A380, a flight crew rest compartment will also be installed. The mini
cabin set of components also includes stairs for the cockpit, forward and rear fuselage.
Airbus’ subsidiary Aircabin produced the components at its plant in Laupheim, Germany and delivered
them to the Jean-Luc Lagardère site on October 11. The mini cabin parts were packed carefully in
dedicated aluminium containers for the 1,300 km journey by truck to Toulouse.
Aircabin also manufactures the A380 air conditioning system and a 15,000 square metre production hall
was constructed at Laupheim to house the new A380 facilities.
1 November 2004
ROLLS-ROYCE TRENT 900 ACHIEVES ON-TIME CERTIFICATION FOR
A380
The Rolls-Royce Trent 900 engine, being developed for the Airbus A380, has achieved its airworthiness
certification on schedule - less than 20 months after its first run.
As the choice of launch customer Singapore Airlines, the Trent 900 is the leading engine for the A380
development programme, and the first set of engines has been delivered to Airbus in Toulouse, France in
readiness for the aircraft’s maiden flight in early 2005.
The Trent 900 - the first large aero engine programme to complete certification through the new
European Aviation Safety Agency (EASA) - is meeting or exceeding all performance targets, including
fuel burn, and will have the lowest noise and emissions levels on the A380.
A total of 18 Trent 900s will eventually be delivered to Airbus to support the four A380s in the flight test
programme. The aircraft is scheduled to enter service with Singapore Airlines in Spring 2006.
Although initially operating in commercial service at 70,000lb thrust, the Trent 900 was certificated at a
rating of 80,000lb, allowing margin for growth. It has reached 93,000lb thrust during test bed running.
Since the engine first ran in March 2003, seven development engines have been used in safety and
reliability testing. This has included measuring the engine’s resistance to multiple bird strikes, and its
performance in severe weather conditions simulated by water, hail and ice ingestion tests.
The programme also included the statutory “blade-off” test, which successfully demonstrated the ability
of the engine’s safety system to contain a fan blade, deliberately blown free by an explosive charge with
the engine at full power.
Earlier this year, the Trent 900 successfully completed a 60-hour flight test programme, installed on a
specially converted A340-300 flying test bed. This followed simulated altitude testing at Tullahoma, USA
during which engine performance and handling characteristics were measured beyond the limits of the
normal flight envelope.
12 November 2004
GP7200 CONDUCTS SUCCESSFUL FAN BLADE-OUT TESTS
The Engine Alliance conducted a successful GP7200 fan blade-out (FBO)
test a key milestone on the path to engine certification in 2005.
On 11 November 2004, Engine Alliance conducted an important test at Pratt & Whitney’s facility in East
Hartford, Connecticut, USA. During the test one of the engine’s 116-inch diameter fan blades was
released from the fan hub by an explosive charge while the engine ran at redline speed for an equivalent
82,000 lb. thrust rating.
The GP7200 test engine demonstrated that it could contain the resulting damage and be safely shut
down.
The test, which was conducted on Engine 006, is a key milestone on the path to engine certification in
2005.
Other GP7200 engines continue their test runs: - Engine 001 has had its initial noise runs in the acoustic
test stand at GE’s Peebles facility. - Engine 003 in West Palm Beach, Florida completed its initial break-in
and has begun fan and LPC stress testing, to be followed by cross-wind checks. - Engine 004 arrived in
Victorville, CA and has been installed on the flying test bed vehicle. First flight will take place in early
December.
The GP7200, manufactured by Engine Alliance is one of the two engine types, which can equip the A380.
The other engine type is Rolls-Royce’s Trent 900.
15 November 2004
A380 PRODUCTION MOVES ON SEAMLESSLY
Production of A380 at Airbus sites across Europe continues to ramp up.
Three aircraft are undergoing systems equipping at the A380 final assembly line in Toulouse. In another
area of the plant, the main sections of the latest aircraft (forward, central and rear fuselage, wings) are
being assembled.
Airbus’ site in Saint Nazaire, which is responsible for the assembly of the A380’s forward and central
fuselage, as well as the aircraft’s cockpit and belly fairing, is assembling the forward fuselage and cockpit
of the fifth and sixth aircraft. Teams there are also putting together the huge central fuselage section for
the seventh, eighth and ninth aircraft. Saint Nazaire is also installing systems in the central fuselage
sections for the fifth and sixth aircraft.
At Broughton, UK, both wings for the seventh aircraft are in the final stages of structural assembly and
will shortly move to systems equipping. Spars and ribs for the wings of the tenth aircraft are in jig and
are undergoing assembly. Components for the wings of the eighth and ninth aircraft are currently being
manufactured. Two sets of wings, for the fifth and sixth aircraft are at an advanced equipping stage at
Broughton and are being installed with wing tips, fuel and hydraulic systems and electrical harnesses.
At Hamburg engineers have launched structural assembly of the forward fuselage for the ninth and tenth
aircraft and is equipping the sixth, seventh and eighth aircraft. For the rear fuselage, the sixth, seventh
and eighth aircraft are in structural assembly, and the fifth A380 is in the systems equipping stage.
At the Airbus plant in Puerto Real, Spain, work is under way on the final assembly of the horizontal tail
plane for the fifth, sixth, seventh and eighth aircraft. The plant is also completing construction of the
belly fairing for the seventh aircraft. The rear fuselage and tail cone are manufactured at the Airbus site
in Getafe, Spain. The rear fuselage section for the seventh aircraft has nearly been completed and
production of the eighth A380 has been launched. The plant is also well-advanced on the manufacture of
the tail cone sections for the fifth and sixth aircraft.
3 December 2004
GP7200 BEGINS FLIGHT TESTING
The GP7200 engine in development for the A380 made a successful first
flight aboard a specially equipped test aircraft on December 3rd from
GE’s Flight Test Centre in Victorville, California.
Flight testing over the next three weeks will be devoted to an initial assessment of engine operation and
gathering propulsion system data for Airbus and the nacelle supplier, Hurel Hispano. Specific tests
include engine airstarting, inlet distortion and fan stall margin measurements, and a survey of nacelle
undercowl temperatures.
A second series of GP7200 flight tests will begin in the second quarter of 2005 aboard the same test
aircraft. These tests are expected to last up to eight weeks and will conduct detailed engine performance
measurements and validate engine systems operation.
3 December 2004
ALENIA AERONAUTICA AND AIRBUS SIGN AN INDUSTRIAL
COOPERATION AGREEMENT FOR THE A380 FREIGHTER
Airbus is further increasing its industrial cooperation with Italy’s Alenia
Aeronautica, a Finmeccanica company, for the cargo version of the
A380.
Alenia Aeronautica, which is already responsible for the production of the double-deck central fuselage of
the passenger version of the A380, will start new activities for the A380 freighter, the aircraft’s cargo
version. The agreement will allow Alenia Aeronautica to improve its own contribution in terms of
advanced technologies and to further develop its relation with Airbus. Alenia Aeronautica is already
involved in all Airbus programmes (A300-310, A320 Family, A330-340 and A380).
For the A380 freighter, Alenia Aeronautica will be in charge of the development and production of both
composite barrier walls, which separate the crew area from the cargo area, and of floors’ grids made of
advanced metal alloy.
The new agreement will require, within the next 15 years, a workforce of as much as 120 employees,
including engineers, technicians and workers of Alenia Aeronautica’s plants in the South of Italy and of
the various small and medium-sized Italian suppliers.
Alenia Aeronautica’s industrial collaboration in the A380 had already been increased by Airbus when the
Italian company was recently assigned further responsibilities for the passenger-version, i.e the doors’
slide raft bulkheads and the advanced air conditioning ducting made out of composite material.
The Italian company participates in the A380 programme since 2001, with a share of more than 4 per
cent of the aircraft’s cell production. Today, it has already delivered 12 series of components for the
A380 double-deck fuselage. The activities of Alenia Aeronautica will continue up to 2020 and amount to
an investment of some 3 billion euros covering the complete A380 family including derivatives. This, at
full production, will mean an employment of approximately 1.200/1.300 employees on a yearly basis,
including sub-suppliers.
Alenia Aeronautica’s plant in Pomigliano d’Arco (Naples, Italy) is involved in the design and shares the
industrialisation activities with the Nola plant, also in Naples. The Nola plant is also responsible for the
production phase together with Casoria in Naples, and the Foggia plants in the region of Puglia, as well
as for the assembly phase.
Taking into account the full Airbus investment in Italy, with a forecasted 274 million US$ turnover and
some 2500 people directly involved Airbus programmes in 2008, Italy will be Airbus’ largest industrial
partner in Europe.
11 January 2005
UPS SELECTS A380
UPS has joined the growing list of worldwide carriers to select the A380
bringing the total number of orders and commitments to 149 from 14
customers.
UPS, the Atlanta, Georgia-based company has agreed to purchase 10 freighter versions of the A380, with
options for an additional 10. UPS will take delivery of its first A380F in 2009. The carrier has not yet
announced its engine selection for the aircraft.
“The A380 will allow UPS to effectively meet the fast-growing demands of its customers across a variety
of global trade lanes,” said John Beystehner, UPS Chief Operating Officer and President of UPS Airlines.
“This plane offers an exciting combination of payload and range that will help improve both the capability
and efficiency of our international network.”
“We are extraordinarily pleased to have UPS join the growing list of A380 customers, particularly because
their order demonstrates the strength of the aircraft as a freighter, for the U.S. market and beyond,”
said Noël Forgeard, Airbus President and Chief Executive Officer. “UPS became a new Airbus customer in
1998, and the fact that they have strengthened their commitment to the Airbus product line in such a
relatively short amount of time is a testament to both UPS’ success in the marketplace and their
confidence in our aircraft.”
UPS is the third U.S.-based customer for the A380. Including the UPS deal, there are 149 orders and
commitments for A380s from 14 customers. The UPS A380F will carry a freight load of 330,000 pounds
on three decks, with a cargo volume capacity of 40,000 cubic feet, a distance of some 5,600 nautical
miles.
18 January 2005
AIRBUS UNVEILS A380: A TRIUMPH OF PARTNERSHIP
Standing in front of the newly-revealed A380, Airbus President and Chief
Executive Officer Noël Forgeard paid tribute to the vision, courage and
optimism of all involved in the A380 programme – Airbus and its
shareholders, European governments and airline customers.
The aircraft revealed today is the magnificent result of the efforts of all, Mr Forgeard told guests and
journalists at Airbus’ Reveal ceremony in Toulouse. “I pay homage to everyone who has made this day
possible and I am eager to return this honour to them,” he said. “In circumstances such as these it is
customary to recall the results we have achieved, but the A380 speaks for itself.”
Mr Forgeard paid an emotional tribute to Jean-Luc Lagardère, one of Airbus’ pioneering forefathers
whose vision drove the A380 programme from the beginning and after whom the A380 final assembly
line is named. “He was the embodiment of optimistic entrepreneurial spirit and we owe him so much
today - an occasion on which he would have been so proud,” he said.
Recalling Europe’s heritage of using knowledge and understanding to push the boundaries of
engineering, Mr Forgeard told the audience how the A380 sits proudly within this heritage. “In these
great aircraft there is the mixture of rigour and dreams which is, and always has been, at the heart of
the wealth of European culture.”
With employees as far apart as Beijing, China, and Wichita in the US, Mr Forgeard also paid tribute to the
diversity of Airbus’ workforce and its partnership with suppliers across the world. “There are 85 different
nationalities at Airbus, which is to say that every day we enjoy 85 different ways of seeing the world.”
Airbus has sought to symbolise this sense of diversity in the company’s new livery, proudly on display on
the A380’s vertical tail plane.
Optimism – defined by Mr Forgeard as commitment driven by confidence in the future – was the force
behind the A380 and will continue to drive Airbus’ ambition for tomorrow. “With the A380 only just
launched, we have started to work on our first military aircraft, the A400M. In 2004 we launched the
A350, thus completing the world’s most comprehensive family of large civil aircraft. Optimism, truly, is
what carries the Airbus teams in their fierce battles to design and build the best aircraft.”
18 January 2005
HEADS OF STATE HELP CELEBRATE THE A380
Heads of state from the four traditional Airbus partner countries came
together to help celebrate the unveiling of the first A380, paying tribute
to the vision and dedication of Airbus and the spirit of co-operation that
had made this day possible.
For French President Jacques Chirac, the unveiling of the A380 was a moment of pride and emotion.
He hailed the A380 as a great European success story and said the huge technological feat was matched
by the environmental challenge, with the A380 being one of the cleanest aircraft in the world. President
Chirac also thanked more than 200,000 workers in Europe and around the world whose efforts made the
aircraft possible and the airlines for enabling the A380 to ‘spread its wings and fly’.
“Today is the culmination of a huge effort by all those involved in the programme,” he said. “The A380
demonstrates the success of European industrial policy and embodies the vision of European integration.
I hope this is the first in a long line of successes.”
British Prime Minister Tony Blair said: “The A380 is the most exciting aircraft in the world and is a symbol
of economic strength, technological innovation and a dedicated workforce.”
He took the opportunity to pay tribute to the dedication and skills of workers in the UK and across
Europe. “They deserve great praise for their contribution to this aircraft,” he said.
“The A380 is the result of unprecedented co-operation between the four countries and today was the
culmination of many years of hard work. This is a day of which we can all be truly proud.”
German Chancellor Gerhard Schroeder said the occasion was “a great day for Europe and the aviation
industry and a triumph of engineering in the best traditions of our four countries”.
“I still remember coming to Toulouse many years ago to discuss the A380 and how the project could be
supported. And to those people who then said, ‘Lord knows when this project might happen’, we present
this aircraft today,” he said.
“You have written a piece of European history and I wish you all the best for the future.”
Spanish Prime Minister José-Luis Rodriguez Zapatero described the A380 as a ‘monument of intelligence’
and a milestone in the capacity of human progress. Seeing the aircraft, he said people would reach the
conclusion that ‘Europe can’t be stopped’.
He said the dream was made possible only because four countries came together under the single blue
flag of the European Union, adding: “It’s the best example of civilised co-existence devised by man.”
The four heads of state then joined Airbus President and CEO Noël Forgeard and the heads of airlines and
Airbus shareholders in pressing the button which floodlit the A380 to a rapturous round of applause from
the assembled guests and media.
18 January 2005
ILFC WELCOMES NEW INDUSTRY BENCHMARK
‘A dream becoming reality’ is how Steven Udvar-Hazy, Chairman and
Chief Executive Officer of Airbus’ biggest customer, International Lease
Finance Corporation (ILFC), described the unveiling of the first A380.
“It is like a new baby being born,” he said. “It is the biggest aeronautical achievement in many decades
and will set new standards by which all future air travel will be now judged.”
ILFC ordered five A380 passenger aircraft and five A380 freighters as part of larger order for 111 Airbus
aircraft at Paris’ Le Bourget air show in 2001. And at the Reveal ceremony today, Mr Udvar-Hazy said
ILFC is also already in negotiations with European and Asian airlines who are now looking to be part of
the A380 story.
“We are in serious discussions with Air China for the lease of two aircraft in time for the 2008 Olympics in
Beijing,” said Mr Udvar-Hazy. Two A380s will be delivered to ILFC each year from 2007 to 2011 with the
first two aircraft to be leased to Emirates.
As the aircraft enters commercial service, there will be increasing pressure on airlines not operating the
aircraft to innovate and be part of the new aviation trend. “There are 149 aircraft ordered to date but I
think that number will grow rapidly as the aircraft proves itself.”
Mr Udvar-Hazy expressed his congratulations to all the people at Airbus and its suppliers and industrial
partners who have worked on the aircraft programme. “Everyone should be extremely proud of what
they have given to the aviation industry. The success of this multi-national team demonstrates that
aviation is truly a global activity.”
As well as being the world’s largest aircraft leasing company by fleet value, ILFC has the youngest, most
advanced aircraft fleet in the world. The company offers all Airbus aircraft types to its customers and was
the first launch customer for Airbus’ A318, A319, and A321.
18 January 2005
THE FUTURE OF FLYING
Virgin Atlantic Airways’ Chairman Sir Richard Branson today hailed the
arrival of the A380 as ushering in a new era of air transport and thanked
Airbus designers and engineers for making it possible.
Speaking at the ceremony in Toulouse to reveal the aircraft to the world, Sir Richard said: “This is truly
an historic day. It is a proud moment for Airbus to unveil the first A380, a momentous day in aviation’s
history and an exciting opportunity for airlines to create new ways of flying for our passengers.”
Virgin Atlantic Airways has ordered six A380s, to be powered by Rolls-Royce Trent 900 engines, and has
options on a further six. The first of the fleet will enter service in spring 2008 and Sir Richard plans to
use the first flight to showcase his vision for the future of flying.
“Virgin Atlantic’s A380s are going to be bigger and better than any aircraft which has preceded them with
bigger and better cabins for all our passengers – for us, size matters,” he said. “The capability exists for
some airlines to put up to 800 passengers on board their A380s, but at Virgin we believe that we stay
ahead of the competition by looking after the passenger, which is why we will only seat 500 people.
“For both business class and economy travellers, we will be introducing a range of new features, because
as a small airline, we need to innovate. These will include a gym area, larger bars and a beauty parlour.
“We also plan to include a casino and double beds, which means there will now be two ways of getting
lucky on board our aircraft,” he joked with reporters. He added: “These innovations will ensure a better
travel experience for everyone.”
“It’s the most exciting aircraft to be built for 50 years. The A380 is a beautiful looking aircraft, it’s
incredibly quiet and tremendously fuel efficient, which is surprising given it’s the biggest civil aircraft
ever built. I believe it is the future of flying.”
18 January 2005
THE A380 REVEALED
A remarkable new era began for Airbus and for air travel today when the
A380 – the world’s first double-deck passenger aircraft – was unveiled.
The world took its first official look at the biggest airliner yet built during a spectacular ceremony
attended by the leaders of four countries, the heads of 14 airlines and operators – Airbus’ A380
customers – shareholders and thousands of invited onlookers, including hundreds of journalists.
Airbus President and CEO Noël Forgeard welcomed British Prime Minister Tony Blair, French President
Jacques Chirac, German Chancellor Gerhard Schroeder and Spanish Prime Minister Jose Luis Rodriquez
Zapatero to witness an historic event seen as a milestone in aviation.
A stunning sound and light show – featuring fireworks and illuminated fountains - captured the magical
romance of flying and conjured up the spirit and imagination of Airbus, reaching its climax in the
unveiling of the A380 at the Jean-Luc Lagardère Final Assembly Line in Toulouse.
The show told, through a storyteller projected onto a vast screen, how the A380 has become a reality
thanks to the Airbus policy of listening to its customers and then applying innovative skills and expertise
to make their wishes for their dream aircraft come true. Four giant human figures, representing the
cultures of France, Germany, Spain and Britain paraded on stage. A flying machine represented Man’s
romantic desire to fly as it has manifested itself through the centuries. Images of Airbus aircraft, from
the A300/A310 Family, A320 Family and A330/A340 Family, flew across a sky backdrop and round the
auditorium. Airbus’ A380 customers also appeared on screen expressing why they wanted the A380: its
capacity, innovation, range, fuel and cost efficiency, environmental friendliness and cabin comfort.
As four children released the veil to reveal the gleaming new aircraft, the first sight of the Airbus flagship
of the 21st century drew loud and spontaneous applause from the audience of nearly 5,000.
Simultaneously revealed was the brand new Airbus livery - crossing lines of blue, grey and white
symbolising the blend of cultures and innovations, which has been the cornerstone of the company’s
success.
Before joining shareholders to press a button to light up the A380 and christen the aircraft, Noël
Forgeard spoke of the “optimism” and “commitment driven by confidence in the future” which the
success of Airbus and the A380 programme embodied.
All four national leaders spoke of the great achievement the A380 represented for Airbus employees and
for the company’s shareholders and suppliers worldwide. It was a day of enormous pride for all: a
vibrant, jubilant ceremony on a grand scale befitting the world’s biggest and most advanced passenger
aircraft.
18 January 2005
AIRBUS AND A380 CUSTOMERS PRESS CONFERENCE
Flanked by the most senior representatives of the first 14 A380
customers, Nöel Forgeard, Airbus President and CEO, announced in this
morning’s A380 customers’ press conference that this was a milestone
day for Airbus and the entire aviation industry.
Before the Reveal ceremony and in front of more than 500 journalists from around the world, the Airbus
President and Chief Executive Officer outlined the achievements that had been reached since the
programme’s formal launch in 2000, and thanked all who had participated in creating the “magnificent
aircraft” that they were there today to unveil.
Commenting that the size of the event was matched only by the size of the A380, Mr Forgeard said that
he particularly wanted to thank the A380 customers for their confidence in Airbus and its flagship
aircraft.
Mr Forgeard then opened the platform to each of the airline heads to express the reasons why they had
committed to buying the world’s largest and most technologically-advanced commercial aircraft.
Universal in offering their congratulations to Airbus and its team of employees, the airlines emphasised
their belief that the A380 is the right response to the future demands of air travel, for both passengers
and freight.
Chew Choon Seng, CEO of Singapore Airlines and the operator with whom the A380 will first enter airline
service in 2006, outlined the business advantages of the aircraft – the A380 caters for increased
passenger numbers without increasing air-travel congestion while offering improved operating efficiency
and better environmental performance thanks to the A380’s state-of-the-art technology.
The all agreed that the A380 represented a new dimension in air travel on long-haul routes for which the
A380 is designed. For Qantas Managing Director and CEO, Geoff Dixon the A380 represented another
step in conquering the “tyranny of distance” making passengers “the real winners”.
The A380 will offer additional floor space, another advantage identified by many of the airline bosses.
They also stressed that far from using the extra capacity to accommodate more passengers, it was the
ability of the aircraft to innovate and increase passenger comfort that were crucial. Chairman of Virgin
Atlantic, Sir Richard Branson added that his A380s will offer facilities such as gyms, casinos and beauty
parlours.
And with air freight increasing at a double-digit growth rate, according to CEO of FedEx Corporation,
Frederick W. Smith, the range and capacity of the A380 freighter was a “powerful tool” that would enable
his customers to “access the global economy”.
As the latest “but not the last” A380 customer, UPS Airlines President, John Beystehner underlined that
“this engineering feat of grand proportions” would shrink the globe, enabling his company to deliver his
customers’ products more efficiently. He concluded by adding that aviation continues to be a force to
open trade around the world and the A380 can be a powerful tool in delivering on this commitment.
18 January 2005
A380 CREATES A NEW DIMENSION IN AVIATION
President and CEO of Diehl Avionik Systeme Manfred Kennel said the
A380 Reveal today symbolises the start of a new era in aviation.
“Flying, the dream of mankind, has reached a new dimension with the A380,“ said Manfred. “And as an
engineer, it is fascinating to see the aircraft, composed of millions of parts, now a whole and ready for
take-off. I am very proud.”
German supplier Diehl Avionik Systeme is principally supplying two major systems: the slat/flap control
computer (SFCC) and the new electrical doors and slides management system (DSMS) for the A380. To
meet the standards demanded by the A380, Diehl Avionik Systeme is supplying new-generation avionic
sub-systems contributing to the highest levels of safety and reliability. The company is also partnering
Thales to develop and supply the integrated modular avionics platform (IMA/AFDX), the interactive
control and display system (CDS) and the flight control unit (FCU).
Manfred said the main challenge had been to define new standards in co-operation with Airbus and apply
new technologies while meeting cost and schedule targets.
“All the developments represent an evolution in terms of avionics architecture, technology, function, and
performance. They are the building bricks that will set advanced Airbus standards for a new generation
of large aircraft,” he added.
Partnership has been a key ingredient of the relationship between Airbus and its suppliers and industrial
partners, such as Diehl Avionik Systeme. “All of those who believed in the success of the A380 and have
worked hard for its realisation are rewarded today,” said Manfred. “Their confidence and determination to
address and believe in the A380 has created the most promising opportunity in our business.” And
looking forward he added: “The next milestone will be the first flight. It’s with enthusiasm and confidence
that I look forward to the results of the flight test campaign to witness the success of our developments.”
18 January 2005
GOODRICH HAILS TEAM SPIRIT ON A380 PROGRAMME
Goodrich is one of the biggest suppliers to the A380 programme,
providing body and wing landing gears and a whole host of other
technologies for the aircraft.
Joining Airbus on the day of the A380 reveal event, Chairman, President and Chief Executive Officer of
Goodrich Marshall Larsen said: “The unveiling of a new aircraft is always a proud day for the aerospace
industry, as we witness the hard work of thousands of dedicated professionals become a reality. Today’s
event is the culmination of many years of work by teams across the Goodrich enterprise. It brings to life
the tremendous effort put in by many Goodrich employees on the many new systems and equipment
that we are providing for the A380.”
Goodrich has developed the largest ever landing gear for a commercial aircraft as part of its work
package for the A380 programme. It is also supplying the evacuation system, HID and LED-based
exterior lighting, flight control systems, primary and standby air data systems, an automatic ice
detection system, variable frequency power systems and several structural components.
Speaking about the development phase of the work package, Marshall said: “In the early stages of the
programme, our priority was developing and proving the many ground-breaking technologies that have
gone into Goodrich products on the A380. Our focus now is on ensuring that the equipment we provide is
mature and reliable when the aircraft enters service. We’re accelerating our test programmes to ensure
that is the case and we are also working hard to ensure that we can provide A380 operators with
effective maintenance services around the world.”
In meeting the new standards set by the A380, Goodrich has had to overcome the obstacles associated
with developing products that introduce ground-breaking technology but at the same time enable the
aircraft to meet regulatory and operational requirements.
“An example is the way our landing gear team applied its skills to reduce the weight of the A380 landing
gear – to deliver a superior product that meets technical, operational and regulatory requirements,” he
said.
Marshall praised the team effort and spirit of co-operation that has helped make the A380 a reality and
his company’s involvement in that success story.
“I am extremely proud of the hundreds of Goodrich employees around the world who have put in so
much hard work over many years to deliver systems and equipment which have helped make today’s roll
out a reality. This achievement is a reflection of their many talents, and the way they have worked
together and with Airbus as a team.”
19 January 2005
THE A380 REVEALED TO EMPLOYEES
Around 5,000 Airbus employees attended the internal Reveal of the A380,
with many thousands more around the world watching it live via satellite
link. The employees’ event took place the day after the A380 had been
unveiled to the public in a spectacular presentation attended by the
leaders of Britain, France, Germany and Spain.
The employees who witnessed the event at the Jean-Luc Lagardère final assembly line in Toulouse came
from all parts of the workforce and from Airbus sites in Europe, North America, Japan, China and Russia.
Most of them had won places at the ceremony through a prize draw. For many employees it meant a first
visit to Toulouse. For one man - a driver working for Airbus China in Beijing - it meant a first trip outside
his native country, a memory to savour for life.
In a powerful and sometimes personal speech, Airbus President and CEO Noèl Forgeard said he was
“truly moved” to be able to address all 50,000-plus Airbus employees worldwide simultaneously.
He praised the “hard work and dedication” shown by Airbus employees whose efforts had made the
dream of the A380 a reality.
And he said the new livery, displayed for the first time on the A380, was not a simple change in detail:
“It is Airbus’ public acknowledgement of a major turning point in our history. It is also an
acknowledgement to ourselves that we now have a duty to take the wonderful adventure of Airbus well
into the future.”
Mr Forgeard went on to speak of the challenges which lay ahead for Airbus, including the need to strive
for even higher standards, which must be met with the same “collective inspiration” that had helped
make it the world’s leading manufacturer of civil aircraft.
The employees enjoyed a special performance of the spectacular sound and light show, which had
featured at the Reveal of the A380 during the public event the day before.
28 January 2005
CHINA SOUTHERN AIRLINES, CASGC SIGN AGREEMENT WITH
AIRBUS FOR THE PURCHASE OF FIVE A380s
Airbus receives the first commitment from a Chinese airline for the A380
with China Southern’s announcement of an order for five A380s.
China Southern Airlines Company Limited and China Aviation Supplies Imp. & Exp. Group Corporation
(CASGC) have signed in Paris a General Terms Agreement (GTA) with Airbus for the purchase of five
A380s. This is the first commitment placed by a Chinese carrier for the A380, which herewith becomes
the 15th customer for the all new very large Airbus airliner.
“As one of the largest carriers in China, we are pleased to join the list of renown customers for Airbus’
new double-decker. We believe that the A380 will further build our image of reliability, punctuality and
efficiency and increase our competitiveness in the global market, ” said Liu Shaoyong, Chairman of China
Southern Airlines Company Limited. “We also hope that the acquiring of the A380 will help China become
a powerful civil aviation giant.”
“The A380 is the newest and largest airliner ever produced in the world. CASGC has enjoyed an excellent
cooperative relationship with Airbus for many years. Through our joint efforts, Airbus can provide
modern and economic aviation products to Chinese airlines, while CASGC can offer high quality and
value-added services to Chinese airlines, and we are pleased to join the list of renown customers for
Airbus’ new double-decker," CASGC Vice President Zhu Yanjun said.
“We are extraordinarily pleased to have received the first commitment for the A380 from China, which
marks a significant breakthrough of our business in this important and strategic market,” said Airbus
President and CEO Noël Forgeard. “The A380 will effectively accommodate ever growing air travel
demand in the dynamic Chinese market, and will be able to provide first-class services to 2008 Olympics
in Beijing, 2010 World Expo in Shanghai and 2010 Asian Games in Guangzhou. “
China Southern Airlines currently has 232 large and medium-sized aircraft, operating out of 17 bases on
660 routes. In 2004, the company achieved a turnover of around 40 million passengers, becoming one of
the top ten passenger carriers in the world. Among all Chinese airlines, it boasts the largest fleet with the
most bases, most extensive domestic networks and highest flight frequencies. Renowned for its excellent
passenger services, the airline has won Five-star Diamond Award for flight services and has been
honoured as China’s best airline by TTG Asia Magazine.
4 February 2005
A380 WING BENDING TESTS CONDUCTED SUCCESSFULLY
Another important milestone is passed with the success of the wing
bending tests.
The wing bending test was performed successfully up to limit load on the A380 static test aircraft on 2
February. Limit load is the maximum load that an aircraft is expected to encounter during its service life.
There are many limit load cases representing different flight conditions but wing bending is considered to
be the most significant. The test confirmed a good correlation with the predictions.
This very significant milestone in the certification phase of the A380 was witnessed by members of the
European Joint Aviation Authorities, Airbus airworthiness specialists and senior technical managers. The
data is now being sent to Filton, UK for detailed analysis in preparation for flight test and further static
testing above limit load.
The following day the wing was again subjected to limit wing bending. This loading condition was held for
approximately 45 minutes whilst functioning tests of the spoilers and ailerons were carried out. The tests
showed that the control surfaces moved in accordance with design intentions. The control surfaces were
not loaded during these tests.
Another mandatory test was performed with success a day later, the 1.33 times “Delta p” (internal cabin
pressure) test on the static test specimen. This testing forms part of the mandatory testing before a first
flight or a new aircraft.
Browse through the first 1000 messages of the guestbook.
Browse through the first 1000 messages of the guestbook.
4 February 2005
GUESTBOOK SHOWS A380 IMPACT
The worldwide impact of the A380 Reveal is all-too-clear from the sheer
enthusiasm and goodwill of the thousands of messages which poured
into the Airbus website dedicated Guestbook. Messages came from
every corner of the globe, from each continent, from every type of
person and from people of all ages. The unveiling of the biggest and
most advanced passenger aircraft the world has seen left few unmoved,
it seems.
Pride and passion dominated these messages. Some wrote of how proud they felt of what they saw as a
truly magnificent achievement of European industry and international co-operation, echoing the
sentiments expressed by the four national leaders who attended the Reveal ceremony. Others wrote with
passion about looking forward to the day of the A380’s maiden flight – and of their dreams of one day
flying in the world’s first double-deck passenger jet. There were many who simply expressed their
admiration and offered deep congratulations to everyone at Airbus and all those associated with the
A380 programme. More than 4,000 messages came into the A380 Guestbook.
To enable visitors to the Airbus website to enjoy them in full, we are publishing them in downloadable
form in several parts, beginning with the first thousand.
Browse through the first 1000 messages of the guestbook.
Browse through the second 1000 messages of the guestbook.
10 February 2005
INSTALLATION OF THE A380’s FLIGHT TEST TAILBUMPER
With the design and installation of a new tailbumper on the A380, another
challenge has been successfully completed.
Days before the reveal ceremony, the A380 programme took another significant step towards its
preparations for flight testing with the successful installation and testing of an innovative flight test
tailbumper.
The tailbumper protects the fuselage and tail cone from damage due to contact with the ground during
low-speed take-off tests (known as VMU tests) that an aircraft must complete as part of the stringent
certification process. Though crucial to these certification tests, the tailbumper is generally unnecessary
for in-service aircraft so is seldom incorporated into a completed aircraft destined for customer use.
As the largest civilian aircraft, the A380 was unable to adopt the traditional form of tailbumper system –
essentially involving reinforcing the interior and exterior of the tail cone with steel beams - so an
alternative solution had to be found.
Over a period of three years, a team involving employees from 14 suppliers and six Airbus sites designed
and manufactured a new flight test flight tailbumper for the A380 that is based around an hydraulic
damper, which in essence is a sophisticated type of shock absorber.
The new tailbumper was installed on the aircraft for the first time at the A380 Final Assembly Line hall in
Toulouse in mid-January. After installation it was systematically tested to ensure that it will protect the
aircraft’s fuselage and tail cone easily throughout the rigorous VMU tests.
Immediately after this test phase was completed, the external elements of the tailbumper were removed
prior to the unveiling of the A380 in Toulouse on the 18th of January. The aircraft’s cutting-edge flight
test tailbumper system will be reinstalled on the aircraft prior to the certification tests that should
commence some three months after its first flight.
3 March 2005
FIRST SIX-VEHICLE A380 CONVOY ARRIVES IN TOULOUSE
The first six-vehicle A380 convoy, carrying three fuselage sections, two
wings and the horizontal tail plane, arrived at Toulouse’s Jean-Luc
Lagardère site at 1am on Thursday.
The fuselage sections are destined for the fifth production A380, and the wings and horizontal tail plane
for the sixth aircraft.
The convoy is the longest to arrive at the A380 assembly line to date but Airbus’ transportation team did
not encounter any significant difficulties during the journey, which began at Langon on the evening of 28
February. Due to the convoy’s length and the varying travel speed of each trailer however, an enhanced
level of control and co-ordination was required. Around 70 people, including local police and logistics
experts, accompanied the convoy.
Two custom-built types of trailer were used to transport the elements, one type for each of the three
fuselage sections and horizontal tail plane, the other type for the wings. Engines installed on each trailer
were designed to keep noise to a minimum and to cause the least disruption possible in built-up areas.
Throughout the journey, well-wishers lined the streets to see the aircraft and to take photographs.
Despite sub-zero temperatures, at times hundreds of people were present to see the A380 pass,
applauding the aircraft and wishing Airbus the best.
10 March 2005
‘FIRST TO FLY A380’ TOUCHES DOWN IN TOULOUSE
In early March, the vertical tailplane for A380 launch customer Singapore
Airlines successfully completed its ‘first flight’ – a two and a half hour
flight from Hamburg, Germany to Toulouse, France, on board Airbus’
Beluga super-transporter.
The 14.1 metre high, 12.9 metre wide tailplane features the airline’s ‘First to Fly A380’ logo , which took
11 days to paint and dry using environmentally-friendly chromate-free paint. Special cushioning between
the component and the cargo pallets prevented any damage to the paint work during transit.
Singapore Airlines has 10 firm orders for the A380s and options on 15 more. This particular vertical
tailplane has a unique logo as it will form part of the specially branded launch aircraft that will operate on
the inaugural routes between London and Sydney early next year.
Vertical tailplanes for the A380 are assembled at the Airbus site in Stade, Germany, integrating elements
such as the rudder system from Puerto Real in Spain.
10 March 2005
GP7200 ENGINE DEVELOPMENT REPORT
On March 8th, 2005 the GP7200 successfully conducted an eight-pound bird ingestion rig test at Pratt &
Whitney's facility in East Hartford, CT. This test, one of the requirements for FAR 33 engine certification,
further validated the robust design of the GP7200's hollow titanium swept fan blade. During the test one
eight-pound bird was injected by cannon into the fan face at 200 knots velocity at simulated engine
takeoff operating conditions. Test results showed no material was released from the fan blades. In
addition, preliminary assessment indicates that the resulting unbalance following the bird impact was
well within predicted levels. A blade inspection and strain gage data review are underway.
31 March 2005
AIRBUS PRESENTS A380 CABIN AT AIRCRAFT INTERIORS EXPO 2005
Airbus is underlining its leadership in cabin innovation at this year’s
Aircraft Interiors Expo (AIE) held in Hamburg, Germany from April 5th to
7th.
Airbus will present a full-scale A380 cabin being the highlight of its sizeable Hall 6 stand. The A380
mock-up will be about eight meters long and comprises fully-equipped sections of the main and upper
deck as well as the forward stairs. It is the first public presentation of the most spacious passenger cabin
ever created.
The A380 cabin mock-up and the Airbus stand will allow visitors to experience first-hand Airbus’ concepts
of space, ambience, versatility and maintainability of the cabin.
The A380 double-deck cabin will introduce a new way of flying for the 21st century by offering 50 per
cent more floor space than old generation aircraft giving airlines unprecedented branding opportunities
for their product. Passengers and crews in the A380 will enjoy an unequalled feeling of space and
comfort, whether while working or relaxing.
For airlines, the A380 cabin offers unmatched layout flexibility that adapts to airlines’ own markets and
cabin products. Innovative tools developed by Airbus for differentiating the cabin ambience are opening
new possibilities for airlines to individualize their cabin product.
7 April 2005
CREWING UP FOR THE FIRST FLIGHT
As worldwide anticipation of the first flight of the A380 intensifies, the
final preparations for this historic event are underway at Airbus’ flight
division in Toulouse, France.
The A380 will perform its maiden flight at Toulouse-Blagnac international airport in Toulouse with a sixmember test flight crew on-board. The multi-national crew has undergone its own thorough pre-flight
preparations to be ready for this momentous occasion, including a “virtual first flight campaign” using a
simulator with actual A380 on-board computers and real cockpit systems.
Sharing command of Airbus’ flagship will be Captain Claude Lelaie, Senior Vice President, Flight Division
and Chief Test Pilot Captain Jacques Rosay. Both captains are highly-experienced pilots who have
completed a combined total of more than 13,000 hours of flight tests and performed the maiden flights
of numerous Airbus aircraft including the A318, A340-500 and A340-600.
During the A380’s first flight, the pilots will undertake numerous manoeuvres to test the aircraft as a
whole. Fernando Alonso, Vice President of Airbus’ Flight Test Division, will be the flight test engineer
responsible for monitoring the flight controls and overall aircraft structure during the mission.
He will be joined by fellow flight test engineers Jacky Joye and Manfred Birnfeld whose respective tasks
are to monitor the engines and the fuel systems, and systems behaviour. Also on-board will be test flight
engineer Gérard Desbois who will remain on the flight deck of the first A380 during its entire test
programme as he needs to know be aware of any modifications made to the aircraft during the
programme.
Read the individual CV of flight crew members:
Claude Lelaie
Jacques Rosay
Fernando Alonso
Jacky Joye
Manfred Birnfeld
Gérard Desbois
8 April 2005
FIRST A380 MOVES TO FLIGHT TEST CENTRE
The countdown has begun to the first flight of the A380 – the first aircraft
to be assembled at the Jean-Luc Lagardère final assembly line has been
transferred to Airbus’ flight test centre.
The aircraft was carefully towed the short distance to the flight test centre on Wednesday, 6 April. Flight
test engineers are now beginning a programme of tests that could be completed by the end of the
month. These final tests involve checking power generation onboard the aircraft and the reaction of the
A380 systems to taxiing and moving.
During the first testing period, engineers will start up the aircraft’s auxiliary power unit (APU), and check
that it is generating power correctly and autonomously. The flight test team will then be able to start up
the four main engines and assess the power generated and how effectively it is flowing throughout the
aircraft.
12 April 2005
FIRST METAL CUT FOR THE A380 FREIGHTER
Another milestone was achieved with the first metal cut for the A380
freighter in Nantes. Launched at the same time as the passenger version,
the freighter version of the A380 has already received 27 orders and
commitments from four customers.
The A380 freighter became a reality when the first ‘metal cut’ of the aircraft’s centre wing box took place
today at Airbus’ site in Nantes, France. This marks the start of manufacturing of the largest commercial
freighter ever and is confirmation that the A380F programme is on track.
The centre wing box is an important element of the A380F’s central fuselage to which the wings are
attached; it is principally constructed from carbon fibre reinforced plastic (CFRP), a material that is both
light and able to withstand high levels of stress. The CFRP centre wing box is one of a range of hightechnology features that Airbus has incorporated into A380 Family aircraft giving them unique
performance and economic advantages over older-generation large aircraft.
With an unmatched capacity of 150 tonnes/330,000 lbs of cargo, a unique nonstop range capability of
10,400 km/5,600 nm and the lowest unit cost of any freighter ever, the A380F will be the new
benchmark in the large freighter market.
It has been designed in close collaboration with major airlines and so will be the perfect tool to respond
to the developments in the air freight sector. This market is predicted to see significant annual growth
over the next 20 years, but with pressure on yields and cargo densities declining, the cargo industry will
be demanding lower unit costs and higher volumes, particularly on long haul routes to and from Asia. No
other large freighter, existing or proposed, can match these demands better than the A380F.
With 27 firm orders and commitments from four customers more than three years before its entry into
service in mid-2008, the A380F has made a remarkable entrance in the long-haul, high-capacity cargo
market.
21 April 2005
CHINA SOUTHERN AIRLINES SIGN FOR FIVE A380s
China Southern signed an order for five A380s , becoming the 15th
customer for the aircraft.
Following an announcement made in January of this year, China Southern Airlines has confirmed its
order for five A380s. Chinese Premier Wen Jiabao and French Prime Minister Jean-Pierre Raffarin
attended the signing ceremony today at the Great Hall of the People in Beijing.
“As the largest carrier in China, we are pleased to join the list of renowned customers for Airbus’ new
double-decker. We believe that the A380 will further build our image of reliability, punctuality and
efficiency and increase our competitiveness in the global market, ” said Liu Shaoyong, Chairman of China
Southern Airlines Company Limited. “We also hope that the acquisition of the A380 will help China
become a powerful civil aviation giant.”
“This year is the twentieth anniversary of Airbus’ entry into the Chinese market. Over the past two
decades, Airbus has maintained excellent cooperation with Chinese airlines and government
departments, and devoted all efforts to carrying out industrial cooperation with our partners and
providing first-class customer services,” said Philippe Delmas, Airbus Executive Vice President
Government Relations, Communications and External Affairs. “With the most modern and comprehensive
product line on the market, Airbus wishes to fly high together with the Chinese aviation industry.”
Built to the latest and most stringent requirements, the A380, the world’s first full-length twin-deck
aircraft, embodies the most advanced technologies, providing unbeatable operating costs, more range,
and greater comfort for passengers.
22 April 2005
A380 CUSTOMERS
To date, Airbus has received 154 orders and commitments from 15
customers
A380 customers to date are (by alphabetical order):
Air France: 10
China Southern Airlines: 5
Emirates: 43, including two freighters
Etihad Airways: 4
Federal Express: 10 freighters
International Lease Finance Corporation: five A380s and five A380 freighters
Korean Air Lines: 5
Lufthansa: 15
Malaysia Airlines: 6
Qantas Airways: 12
Qatar Airways: 2
Singapore Airlines: 10
Thai Airways International: 6
UPS: 10 freighters
Virgin Atlantic Airways: 6
27 April 2005
A380 SUCCESSFULLY COMPLETES ITS FIRST FLIGHT
The first A380 to take to the air landed at Blagnac international airport in
Toulouse, France at 14.23 local time (12.23h GMT) after successfully
completing a first flight that lasted three hours and 54 minutes.
The A380’s first flight was jointly captained by Claude Lelaie, Senior Vice President Flight Division, and by
Chief Test pilot and Vice President Jacques Rosay. The other crew members were Fernando Alonso, Vice
President Flight Division, Flight Test Engineering who led a team of two other flight test engineers, Jacky
Joye and Manfred Birnfeld, and test flight engineer Gérard Desbois. Carrying the registration F-WWOW,
the aircraft is powered by four Rolls Royce Trent 900 engines.
After landing, the crew confirmed that the new aircraft and engines had handled as anticipated.
Claude Lelaie commented: “We had a very successful first flight and thoroughly enjoyed every minute of
it. There are of course a lot of things to be done, but after this first experience, we now really sense the
potential of this magnificent machine. And even on the ground, as already felt during the initial ground
tests, the A380 handles as easily as any other aircraft. Also, the systems and the Rolls Royce engines
performed satisfactorily.” And Jacques Rosay added: “Within the first minutes of the flight, we were
impressed by the ease of handling of the aircraft which was in line with what we had felt in the simulator.
We have no doubt any Airbus pilot would feel immediately at home in the A380; it is a true member of
the Airbus aircraft family. We could also appreciate that the new features in the cockpit, including
interactivity, vertical display, new interfaces that make the work of the crew very easy and efficient and I
want to thank the customer airline pilots who have greatly contributed to this design.”
For its first flight, the A380 took off at a weight of 421 tonnes / 928.300 lbs, the highest ever of any civil
airliner to date. During the flight, which took the aircraft around South West France, the six crew
members explored the aircraft’s flight envelope as expected. They tested the A380’s handling using both
direct and normal flight control laws with the landing gear up and down, and with all flaps’ and slats’
settings during the part of the flight at cruise altitude. They made an initial evaluation of the comfort
levels in both the main and upper decks, confirming that the cabin was very quiet and the ride smooth.
This maiden voyage, during which all primary flight test objectives were met, marks the beginning of a
rigorous test flight campaign involving five A380s, including one for the certification of the Engine
Alliance GP7200 engine on the A380, and some 2,500 flight hours. It will culminate in the aircraft’s
certification followed by its entry into airline service in the second half of 2006 with first operator
Singapore Airlines. The scope and rigour of the A380 ground and flight test programme should also
prepare for a smooth entry into service.
27 April 2005
FLIGHT TEST CREW PAYS TRIBUTE TO THE A380
Moments after emerging from the cockpit of the A380 after its successful
first flight, chief test pilot Jacques Rosay said flying the world’s biggest
passenger jet had been “like handling a bicycle.”
As captain for the take-off and the initial part of the test flight, he lavished praise on the aircraft for its
performance: “This aircraft is very, very easy to fly. Any Airbus pilot will feel immediately at ease with
this aircraft, a pure member of the Airbus family.”
He described the take-off as “totally perfect” and paid tribute to the Airbus designers and the customer
pilots who worked together to design the cockpit. “The cockpit makes the work for the crew easier and
safer. It’s an excellent cockpit – and an excellent aircraft.”
Other members of the flight test crew also praised the aircraft’s performance. Claude Lelaie, senior vice
president flight division at Airbus, who took over the captaincy for the second part of the test flight
including the landing, said: “It was a great pleasure to perform this first flight on this marvellous
aircraft.”
Fernando Alonso, chief flight test engineer and vice president flight test division, said the A380’s take-off
weight for the first flight, at 421 tonnes, was the greatest take-off weight of any aircraft in the world. “In
terms of systems everything worked fine,” he said. “It’s an extremely comfortable aircraft.”
Noël Forgeard, Airbus president and CEO, said he and Charles Champion, executive vice president for the
A380 programme, were “extremely proud of everyone who made this happen”.
28 April 2005
A380 TEST CAMPAIGN
The first A380 which has now taking to the air had successfully
completed its ground tests. It has begun a flight test campaign of several
hundred hours that will lead to final certification and will later be joined
by four other development aircraft which will together perform more than
2,500 additional hours of flight tests.
After being assembled, the first A380 spent three months on the A380 final assembly line where all
systems were fully tested: the hydraulic and electrical circuits and the landing gear systems, the aircraft
flight controls. Next, came the pressure tests, in which air was pumped into the cabin to around 33 per
cent above the maximum pressure normally allowed. Sensors placed on the aircraft structure were used
to measure the stress resulting from the pressure loading and confirm predictions. This was followed by
two weeks of tests on the fuel systems to check the correct operation of the system including the
calibration of the fuel gauges and sealing. At the same time, the communication and radio navigation
systems were tested. All of these systems have again been checked in preparation for the first flight.
While the ground tests were being carried out on the first A380, the Flight Test Department tested the
A380 equipment installed on the development simulator which is linked to the “iron bird”, a test rig which
simulates all the flight systems and controls and allows the responsiveness of all the aircraft’s moving
parts (for example flaps, slats, landing gear) to be checked. The test pilots and flight test engineers have
been flying a "virtual first flight campaign" using the actual A380 on-board computers and all the real
cockpit systems. By the time they take the A380 up for the first time, they will have flown their first
flight profiles in the simulator to become acquainted with the expected behaviour of the aircraft.
The second A380 to come off the assembly line was submitted to four weeks of ground vibration tests,
which are essential for the first flight clearance and the certification programme. Around 900
"acceleration sensors" were installed on the aircraft's lifting surfaces, decks, engines, systems and
landing gear. More than 20 "exciters" forced the structure to vibrate and enabled Airbus personnel to
closely monitor the way that the structure responded to these tests.
The first A380 airframe to have been assembled is being used for the static tests that have also provided
aircraft loading data for the flight test team before the first flight. These tests are performed in a
purpose-built building next to the assembly line in Toulouse and establish how the wings and fuselage
behave when subjected to both normal loads and exceptional loads such as those they may encounter in
flight and in extremely rare circumstances.
The wings have already been successfully submitted to the maximum load the aircraft could ever
experience in flight, known as limit load, and will undergo a year-long certification test programme
looking at how the aircraft resists the greatest loads under a wide range of flight and rolling conditions.
After certification, more tests will be run to load the aircraft fuselage and wings up to their breaking
point, the so-called ultimate load test, to check that this occurs at the predicted load margin.
Another airframe will undergo fatigue tests in Dresden (Germany). The sections of this airframe were
ferried by boat from Hamburg to the Dresden test centre where these tests will be performed from
September 2005 onwards. The aircraft has been assembled in a new hangar at Dresden airport specially
built by aeronautical testing specialists IABG and their partner IMA. It will undergo the most extensive
fatigue tests ever carried out on a complete airframe.
The aim of these tests, which will last 26 months and represent some 47,500 flights, is to simulate the
flight cycles i.e. the effects of pressurisation and depressurisation to which the aircraft will be subjected
in service but over a much shorter period. To achieve this, the aircraft is installed on a test rig which
comprises 1,800 tonnes of steel and is fitted with hydraulic and pneumatic loading facilities.