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” AIRCRAFTMajor 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 ORIGINALITYAirbus 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 EXCHANGEAirbus 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 SUCCESSAirbus 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-ROYCERolls-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 UPAirbus 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 risk-sharing 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 STUDYSAAB 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 $8BNDevelopment 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 UNVEILEDAirbus 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 ACEAirbus 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 A3XXAirbus 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 CONTINUEA 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 specially-built 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 LIGHTAirbus 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 UPAirbus 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 Man-machine 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 FINISHEDThe 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 STAGEThe 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 A3XXSingapore 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 A3XXQantas 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 A3XXAir 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 A3XXInternational 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 A3XXSSingapore 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 CUSTOMERQantas 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 LAUNCHEDAt 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 PROGRAMMEAirbus 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, Vice-President 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 A380-800FFedEx 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 long-term needs for very large, long-range aircraft.

27 February 2001

QATAR AIRWAYS BECOMES THE LATEST A380 CUSTOMERQatar 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 OPENSA 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 A380sVirgin 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 ORDERFrench flag carrier Air France confirmed a major A380 order at the Paris Le Bourget Airshow for 10 A380-800s 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 SIGNEDInternational 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 CONTRACTAirbus 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 A380Airbus 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 ORDERDubai-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 SYSTEMAirbus 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 PRODUCTIONThe 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 FENCESAirbus 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 RELEASEDThe 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 MÉAULTEAirbus 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 UNDERWAYLarge 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 PROGRAMMEAirbus 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 VARELThe 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 WICHITAAirbus 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 STADEProduction 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 WINGThe 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 JAPANThree 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 COMPONENTSChina 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 NAZAIREA 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 A380Malaysia 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 HAMBURGConstruction 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 multi-stage 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 SPAINThe 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 HALLRoof 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 10-hectare 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 CONTRIBUTIONThree 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 A340-600.

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 TIMEThe 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 REALThe 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 HAMBURGThe 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 A380A 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 A380A 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 TESTA380 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 DIALOGUEPhilippe 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’ GROWTHThe 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 METHODAmong 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 SURFACESAt 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 purpose-built 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 A380Up 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 one-and-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 PACEThe 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 ORGANISATIONThe 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 co-located 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, SPAINA380 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 PROGRAMMEBridgestone 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 555-seater A380 will enter into service in early 2006.

14 June 2003

GOODRICH SELECTED AS KEY A380 SUPPLIERThe 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 mid-2005.

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 A380sEmirates 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 A380Korean 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 COMPLETEDAn 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 COMPONENTSTokyo-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 next-generation 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 OPPORTUNITYThe 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 FACTORYAirbus 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 SITEThe 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 A380Airbus 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 TESTThe 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 STAGEThe 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, FRANCEThe 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 GRIDThe 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 AIRBUSAirbus 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 HAMBURGA 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 COMPONENTSThe 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 DOORJapanese 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 FAIRINGThe 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 PANELSGKN 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 A380sKorean 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 FINLANDA380 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 Al-Baker. ‘’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’ OPERATIONPenerbangan 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 mid-1999. 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 BORDEAUXAfter 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 A380Japanese 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 A380ShinMaywa 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 A380The 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-into-service.

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 Saint-Nazaire 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 FLIGHTRolls-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 PLACEThe 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 TRANSPORTATIONThe 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 Jean-Luc 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 structural-test 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 PYLONSMore 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 A380The 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 SPAINThe 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, GERMANYThe 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-a-year, 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 AIRBUSShinMaywa Industries announced Monday that it shipped the main wing root fillet fairing for Airbus’ next-generation 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 CONEThe first A380 tail cone was delivered by Airbus’ Getafe site in Spain and flown in the Beluga A300-600ST 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 double-deck 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 Rolls-Royce 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 A380The 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 six-member 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 LelaieJacques RosayFernando AlonsoJacky JoyeManfred BirnfeldGérard 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 high-technology 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.