Presentation Airbus

8/8/2019 Presentation Airbus

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HistoryIn summer of 1988, a group of Airbus engineers led by Jean Roederbegan working in secret on the development of a ultra-high-capacityairliner (UHCA), to break the dominance that Boeing had enjoyed in thismarket segment since the early 1970s with its 747.

Roeder was given approval for further evaluations of the UHCA after aformal presentation to the President and CEO in June 1990.

The designs would be presented in 1992 and the most competitivedesigns would be used.

In January 1993, Boeing and several companies in the Airbusconsortium started a joint feasibility study of an aircraft known as theVery Large Commercial Transport (VLCT), aiming to form a partnershipto share the limited market

This joint study was abandoned two years later, Boeing's interest havingdecreased because analysts thought that such a product would unlikelyearn the $15-billion in development costs. Despite the fact that only twoairlines had expressed public interest in purchasing such a plane, Airbuswas already pursuing its own large plane project.


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Analysts suggested that Boeing instead would pursue stretching their 747 design,and that air travel was already moving away from the hub and spoke system thatconsolidated traffic into large planes, and toward more non-stop routes that could

be served by smaller planes.In June 1994, Airbus began developing its own very large airliner, designated theA3XX

The A3XX was pitted against the VLCT study and Boeings own New Larg Aircraftsuccessor to the 747.

From 1997 to 2000, as the East Asian financial crisis darkened the marketoutlook, Airbus refined its design, targeting a 15 to 20 percent reduction in operating costs over the existing Boeing 747-400. The A3XX design converged on a double-decker layout that provided more passenger volume than a traditional single-deckdesign, in line with traditional hub-and-spoke theory as opposed to the point-to-pointtheory of the Boeing 777

On 19 December 2000, the supervisory board of newly restructured Airbus voted tolaunch a 8.8-billion programme to build the A3XX, re-christened as the A380,with50 firm orders from six launch customers. The A380 designation was a break fromprevious Airbus families, which had progressed sequentially from A300 to A340.


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Phases starting yearduration(years) Ending year

Market And Demand researched 1991 2 1993

Boeing cancels similar projects 1993 3 1996

Large Aircraft Division formed 1996 4 2000

commercial launch of the A3xx 2000 1 2001

Air bus nconsortium is merged 2001 1 2002

component manufacturing starts 2002 2 2004

first engine delivered 2004 1 2005

maiden flight undertaken 2005 1 2006

certification and delays 2006 1 2007

airbus delivers first A380-800 2007 0 2007


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1980 1985 1990 1995 2000 2005 2010

Market And Demand researched

Boeing cancels similar projects

Large Aircraft Division formed

commercial launch of the A3xx

Air bus nconsortium is merged

component manufacturing starts

first engine delivered

maiden flight undertaken

certification and delays

airbus delivers first A380-800

starting year

duration (years)


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Air us has successfully set up an innovative Environment Management Systemaimed at continuously improving the environmental performance of the Company, at

every stage of the lifetime of an aircraft.This has een recognised, for the first time in the aerospace sector, through anextended ISO14001 certification, which covers all the company s production sites andproducts throughout their lifecycle. Today, Air us is the first and only aerospace company in the world to have such an extended ISO 14001 certification.Environmental o jectives are part of the top design and manufacturing requirements of the A380.LESS co2 Emission

plane takes off when upward lift exceeds the downward pull of gravity, and forward thrustexceeds the drag caused y air resistance.Generating sufficient thrust and lift requires a lot of energy.

The most efficient ways to reduce this energy demand are:minimizing the pull of gravity y reducing the weight of a plane and,minimizing drag y making the plane more aerodynamic.

There are another two major means to reduce fuel consumption and hence, the amount of CO2 emitted:

High engine efficienciesOptimized flight procedures.

Maj or Enviornment al I ssues


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A-380 A ir bus Shou ld

An aircraft with excellent levels of efficiency and environmental performance and which is a real-world solution for a cleaner, quieter and smarter way to fly.

Less noise - The Air us A380 is one of the quietest long-range aircraft in the world, despite its size.

With twice as many passengers, it even creates lower noise than the A340 - one of thequietest aircraft in its category.

Less fue l burn an d emissions - The Air us A380 has a very low fuel consumptionof less than 3 liters per passenger per 100 kilometers.The Air us A380 generates as little as 75 g of CO 2 per passenger kilometer, knowing

that the European car industry aims at 140 g of CO 2 per km in 2009.F ewer movements - The Air us A380 provides a new way to cope with air traffic

growth in major markets worldwide, thanks to its unique capacity.Greater num ers of people can e moved in and out of airports with each take-off andlanding.

This, along with our extensive research efforts, is a clear sign of Air us commitment toconstructive ways towards greener skies.


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Seventeen customers have ordered the A380, including an order fromaircraft lessor ILFCand one VIP order y Air us Executive and Private Aviation

Total orders for the A380 stand at 234 as of 8 June 2010; Air us expects20 more orders in 2010. The iggest customer is Emirates , which in June2010 increased its order y 32 aircraft to 90 total, or nearly 40% of all A380 orders.

A total of 27 orders originally placed for the freighter version, A380-800F, were either cancelled (20) or converted to A380-800 (7), followingthe production delay and the su sequent suspension of the freighterprogramme.

In mid-2009, Air us planned to deliver 20 or more A380s in 2010.

D elivery an d Or ders


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2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 T ot al

Orders

A380-800 78 0 34 10 10 24 33 9 4 32 2 34

A380-800F 7 10 0 0 10 -17 -10 0 0 0 0

Deliveries

A380-800 0 0 0 0 0 0 1 12 10 16 39


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The A380 produces 50% less ca in noise than currently flying 747 models and has greaterca in air pressure, equivalent to an altitude of 1,520 m (5,000 ft) versus 2,440 m (8,000 ft).Both features are expected to reduce travel fatigue. [137][138]The upper and lower decks areconnected y two stairways, fore and aft, wide enough to accommodate two passengersside- y-side.the A380 has larger windows and overhead ins, and 60 cm (2.0 ft) of extra headroom. The

wider ca in allows for up to 48 cm (19 in) wide economy seats at a 10 a reast configurationon the main deck, [139][140] while 10 a reast seating on the 747 has a seat width of only 44.5 cm(17.5 in).

Its maximum certified carrying capacity is 853 passengers in an all-economy-classconfiguration

CONCLUSION


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Air us's initial pu licity stressed the comfort and space of the A380's ca in, [146] anticipatinginstallations such as relaxation areas, ars, duty-free shops , and eauty salons.

Air us measured pavement loads using a 540-tonne (595 short tons) allasted testrig, designed to replicate the landing gear of the A380. The rig was towed over a section of pavement at Air us' facilities that had een instrumented with em edded loadsensors. [165]It was determined that the pavement of most runways will not need to e

reinforced despite the higher weight,[164]

as it is distri uted on more wheels than in otherpassenger aircraft with a total of 22 wheels

The A380 requires service vehicles with lifts capa le of reaching the upper deck, [167]as well as tractors capa le of handling the A380's maximum ramp weight. [168] Using two jetway ridges the oarding time is 45 min, using an extra jetway to the upper deck it is

reduced to 34 min.

The A380's wing is sized for a Maximum Take-Off Weight (MTOW) over 650 tonnes inorder to accommodate these future versions, al eit with some strengthening required.


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R unway lighting and signage may need changes to provide clearance to the wings and avoidlast damage from the engines and taxiway shoulders may e required to e sta ilised to

reduce the likelihood of foreign o ject damage caused to (or y) the out oardengines, which overhang more than 25 m (82 ft) from the centre line of the aircraft.

Presentation Airbus

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