LTNman
21st Mar 2005, 05:33
Interesting story from http://www.abtn.co.uk/
Sometime towards the end of this month, or perhaps early April the largest British aircraft of all time will take to the air – the Airbus A380. It is not the largest aircraft of all time, that honour going to the Antonov 225 Mriya 84.4m long (v 72.7) with a wing span of 88.4m (79.6) but somewhat lower in height 18.1m (24.1). In terms of maximum take off weight the Russians lead also, 600 tons as against 560. Antonov Airlines operate the one aircraft completed, built to carry space components, as a civil freighter. But of course there are going to be many, many more A380s than 225s.
Now you may ask “why the largest British aircraft of all time?” Forget about all the razzmatazz. In Toulouse some weeks back, even the prime minister’s office got the message. In essence the Airbus 380 is a British aircraft assembled in southwest France. Airbus likes to promote that only 4% of the cost is the Toulouse production. In truth something like 60% of the aircraft parts should have “made in Britain” stamped across them. OK even Rolls-Royce sub-contract various components but until Sir Richard Branson takes delivery of his first aircraft late in 2007 it does not look like the Union Jack will be seen anywhere near the A380. At least Tony Blair got into the act, although one suspects it was more of the pro-Europe lobby in Downing Street making heavy suggestions rather than promoting UK engineering skills and expertise. Every A380 that takes to the sky is part of the UK’s aerospace success story in spite of this country not actually building any aircraft in the 21st century.
Where do we get the 60% from? Very easy. It‘s generally accepted that 20% of the aircraft are the wings, and every Airbus ever built, over 3,300 to date, started life at Chester. 30% of the aircraft are the engines and here Rolls-Royce are the lead supplier. Whilst ABTN does not have access to Airbus accounts common sense would suggest that other British suppliers contribute at least 10% to the overall cost of the aircraft. These include BAE SYSTEMS for the inner leading edge droop; GKN, secondary structure and shroud box; Messier-Dowty for the nose landing gear; Smiths Aerospace for the landing gear extension and retraction system and for the concentrator multiplexer for video; Dunlop are an important supplier as is Barnes Aerospace, Cytec Engineering Materials, The FR Group, Pau Aerospace and Senior Aerospace, plus others that even ABTN has not tracked down.
So to France goes the glory of the A380. Good luck to them. Airbus has turned Toulouse into a boom city. Don’t believe the 4%. But to GB Ltd one must drink to real success.
In Champagne of course!
Sometime towards the end of this month, or perhaps early April the largest British aircraft of all time will take to the air – the Airbus A380. It is not the largest aircraft of all time, that honour going to the Antonov 225 Mriya 84.4m long (v 72.7) with a wing span of 88.4m (79.6) but somewhat lower in height 18.1m (24.1). In terms of maximum take off weight the Russians lead also, 600 tons as against 560. Antonov Airlines operate the one aircraft completed, built to carry space components, as a civil freighter. But of course there are going to be many, many more A380s than 225s.
Now you may ask “why the largest British aircraft of all time?” Forget about all the razzmatazz. In Toulouse some weeks back, even the prime minister’s office got the message. In essence the Airbus 380 is a British aircraft assembled in southwest France. Airbus likes to promote that only 4% of the cost is the Toulouse production. In truth something like 60% of the aircraft parts should have “made in Britain” stamped across them. OK even Rolls-Royce sub-contract various components but until Sir Richard Branson takes delivery of his first aircraft late in 2007 it does not look like the Union Jack will be seen anywhere near the A380. At least Tony Blair got into the act, although one suspects it was more of the pro-Europe lobby in Downing Street making heavy suggestions rather than promoting UK engineering skills and expertise. Every A380 that takes to the sky is part of the UK’s aerospace success story in spite of this country not actually building any aircraft in the 21st century.
Where do we get the 60% from? Very easy. It‘s generally accepted that 20% of the aircraft are the wings, and every Airbus ever built, over 3,300 to date, started life at Chester. 30% of the aircraft are the engines and here Rolls-Royce are the lead supplier. Whilst ABTN does not have access to Airbus accounts common sense would suggest that other British suppliers contribute at least 10% to the overall cost of the aircraft. These include BAE SYSTEMS for the inner leading edge droop; GKN, secondary structure and shroud box; Messier-Dowty for the nose landing gear; Smiths Aerospace for the landing gear extension and retraction system and for the concentrator multiplexer for video; Dunlop are an important supplier as is Barnes Aerospace, Cytec Engineering Materials, The FR Group, Pau Aerospace and Senior Aerospace, plus others that even ABTN has not tracked down.
So to France goes the glory of the A380. Good luck to them. Airbus has turned Toulouse into a boom city. Don’t believe the 4%. But to GB Ltd one must drink to real success.
In Champagne of course!