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Airbus aims for 20-plus A380 deliveries in 2010
By David
Kaminski-Morrow
Airbus is aiming to deliver at least 20 A380 aircraft this year, the
airframer believing that it is making good progress on smoothing the
production process.Speaking during a briefing at the company's UK
manufacturing plant at Broughton, executive vice-president of
programmes Tom Williams said production was "rapidly maturing".Out-of-sequence
work on the final assembly lines is "decreasing constantly", he adds -
citing a seven-fold reduction since early 2007 - and the focus has
turned to stabilisation.Between the beginning of 2009 and last
November, Airbus halved the amount of outstanding work at A380 final
assembly.The airframer also reduced the backlog of production
drawings by 80% and the time to resolve queries by 40%.Williams
says production is "moving in the right direction" and Airbus is looking
to deliver "20 or over 20" of the type this year.Airbus is
planning to take production to three aircraft per month, he adds,
although a rate increase beyond this is "not the most pressing issue".
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Selon nos informations, le nouveau gros porteur d'Air France devraitassurer la navette entre Paris Charles de Gaulle et LondresHeathrow à partir du 12 juin prochain.
Le trajet entre Paris Charles de Gaulle et Londres Heathrow assuré quotidiennement
sous l'indicatif AF 1980 et AF 1981 peut sembler contre-nature pour un avion taillé pour les vols long courrier. Mais cette affectation provisoire permettra à Air France de qualifier rapidement ses équipages sur le gros porteur dans la perspective de la réception de son quatrième A 380 fin aout. «Sur un vol long courrier, on forme deux membres d'équipages en 24 heures alors que sur une liaison courte, on forme plusieurs équipages par jour», explique un cadre d'Air France. La compagnie avait déjà réalisé la qualification accélérée de ses équipages sur le Boeing747-400 en le mettant temporairement à destination de la Corse.
Coup dur pourBritish Airways
Poser son A 380 à Londres est aussi une manière pour Air France de lancer un pavé dans le jardin de son concurrent British Airways. L'avion quittera quotidiennement Roissy à 10h05 et redécollera de Londres à 12h50. Seul bémol : ces cycles courts accélèrent la vétusté de la machine et coûtent cher à la compagnie tricolore. Contactée par Le Figaro, la direction d'Air France indique que « la décision n‘a pas encore été tout à fait prise ».
http://www.lefigaro.fr/societes/2010/05/10/04015-20100510ARTFIG00690-l-a-380-d-air-france-pourrait-se-poser-a-londres-cet-ete.php
This week will mark the entry of the fifth airline to utilize the A380,
With Lufthansa scheduled to receive their first (MSN038) on May 19th.
http://a380production.com/2010/05/lh01/
MSN041 (Lufthansa #2) – June 2010
MSN030 (Emirates #11) – July 2010
MSN044 (Lufthansa #3) – July 2010
MSN046 (Emirates #12) – August 2010
MSN042 (Emirates #13) – September 2010
MSN049 (Air France #4) – September 2010
MSN048 (Lufthansa #4) – October 2010
MSN056 (Emirates #14) – October 2010
MSN047 (Qantas #7) – November 2010
MSN057 (Emirates #15) – December 2010
MSN050 (Qantas #– January 2011
MSN055 (Qantas #9) – January 2011
MSN061 (Lufthansa #5) – January 2011
Airbus is about to begin production of an upgraded A380-800 with increased operating weights that will offer more range and payload capability when it enters service with launch customer British Airways in 2013.
The new version features a 4t increase in maximum take-off weight to 573t and an additional 190km (100nm) range that will enable it to fly distances of 15,360km on MTOW-limited missions. Maximum landing weight and maximum zero fuel weight have also each increased by 2t, and structural payload capability rises by 1.5t on MZFW-limited missions.
"Because we understand design cycles much better now, we are able to further optimise the performance," says Airbus's executive vice-president programmes Tom Williams.
Full-scale fatigue testing of the A380 has passed 45,000 cycles, which Williams say is 2.4 times the original design service goal or "aircraft life", and testing is continuing to beyond 2.5 design service goals.
To achieve the operating weight increases the airframe structure has been strengthened, which will become standard on aircraft delivered from 2013, although the higher operating weights will be offered as an option. According to Williams the increases are made possible through reductions in flight loads, which are partly achieved by the optimisation of the fly-by-wire control laws.
This new A380 build standard will be introduced later this year when assembly begins of the first wings at Airbus's Broughton, UK plant, and these will also incorporate a 1.5° increase in twist to further optimise aerodynamics as part of the improvement package. Airbus says that the upgrade does not require any thrust bumps, and is not capable of retrofit to earlier build aircraft.
BA is due to be the launch operator for the improved A380, when its first Rolls-Royce Trent 900-powered aircraft is delivered in 2013. Airbus executives previously disclosed that the weight and performance gain came from a requirement for a couple of customers during sales campaigns against the Boeing 747-8I.
Meanwhile as Airbus prepares to deliver the first A380 to the fifth customer, Lufthansa, subassemblies for the initial batch of aircraft for the sixth customer, Korean Air, have been delivered to the final assembly line in Toulouse. Delivery is scheduled for the second quarter of 2011.
Admin a écrit:Bonjour à tous
Quelques améliorations en vues pour les A380 destinés à BA en 2013... à priori cette amélioration été demandée par les clients, notamment en référence au 747-8I
Donc
http://www.flightglobal.com/articles/2010/05/18/341926/airbus-poised-to-start-building-new-higher-weight-a380.html
Airbus is about to begin production of an upgraded A380-800 with increased operating weights that will offer more range and payload capability when it enters service with launch customer British Airways in 2013.
The new version features a 4t increase in maximum take-off weight to 573t and an additional 190km (100nm) range that will enable it to fly distances of 15,360km on MTOW-limited missions. Maximum landing weight and maximum zero fuel weight have also each increased by 2t, and structural payload capability rises by 1.5t on MZFW-limited missions.
"Because we understand design cycles much better now, we are able to further optimise the performance," says Airbus's executive vice-president programmes Tom Williams.
Full-scale fatigue testing of the A380 has passed 45,000 cycles, which Williams say is 2.4 times the original design service goal or "aircraft life", and testing is continuing to beyond 2.5 design service goals.
To achieve the operating weight increases the airframe structure has been strengthened, which will become standard on aircraft delivered from 2013, although the higher operating weights will be offered as an option. According to Williams the increases are made possible through reductions in flight loads, which are partly achieved by the optimisation of the fly-by-wire control laws.
This new A380 build standard will be introduced later this year when assembly begins of the first wings at Airbus's Broughton, UK plant, and these will also incorporate a 1.5° increase in twist to further optimise aerodynamics as part of the improvement package. Airbus says that the upgrade does not require any thrust bumps, and is not capable of retrofit to earlier build aircraft.
BA is due to be the launch operator for the improved A380, when its first Rolls-Royce Trent 900-powered aircraft is delivered in 2013. Airbus executives previously disclosed that the weight and performance gain came from a requirement for a couple of customers during sales campaigns against the Boeing 747-8I.
Meanwhile as Airbus prepares to deliver the first A380 to the fifth customer, Lufthansa, subassemblies for the initial batch of aircraft for the sixth customer, Korean Air, have been delivered to the final assembly line in Toulouse. Delivery is scheduled for the second quarter of 2011.
+4 t MTOW
+2 t MZFW et MLW
+ 1.5 t de charge utile ou + 100 Nm (on s'approche des 8300 Nm..).
Ca laisse 0.5 t pour les renforts nécessaires à l'opération en faisant un calcul simpliste ? (ce qui fait cher à la tonne d'augmentation de MTOw ?)
L'avion passe à 573 t avec des renforts structuraux prévus et une révision des commandes de vol pour réduire la charge
A noter que l'aile subit des modifs aéro assez importantes (comment traduire ce twist de 1.5° ? vrille de l'aile augmenté ? et que ce n'est donc pas rétrofittable...
Pour info à priori le 747-8I est tjs donné pour 8000 Nm en confg standard et 78 t de charge utile en pax
Pour rappel l'A380 a une charge utile de 89 t en version actuelle
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par Rasta' Ven 7 Mai 2010 - 11:01