This presentation shows how build a aircraft in industries, and assembling various major parts of aircraft.

2. Overview on
structural assembly

6. Each aircraft arrives in six sections on six trucks: front fuselage,
central fuselage, aft fuselage, tail-plane and both wings. The
components are then unloaded by self-propelling vehicles and
taken to the assembly line.

7. Shear rib and flange area to be riveted

8.  The A380 assembly process takes place on a single combined station (a section of
the assembly line dedicated to performing a specific task) where all operations
except for engine installation are carried out. Representing over one third of an
aircraft’s value, engines are among the last components to be fitted to the A380
in order to reduce inventory cost.
 When all sections have been positioned, a tool jig - an enormous scaffold -
surrounds the aircraft for the assembly process: junction of the three fuselage
sections, the wings, the horizontal and vertical stabilisers, engine pylons, landing
gear and electric racks.
 The aircraft is entirely assembled at this first station, apart from the engines
which will be installed at the second work station, known as Station 30. Once
assembly is complete, the aircraft is towed outside of the hall and back into one
of the three modular stations to undergo a series of general tests.

14. Four-panel approach
Major fuselage sections are created by the assembly of four large panels each,

15.  The A350 XWB’s major fuselage sections are created by the assembly of four large
panels each, which are joined with longitudinal riveted joints. One advantage of this
approach is a better management of tolerances when the jetliner’s composite fuselage
sections come together on the A350 XWB final assembly line in Toulouse, France.
The four-panel concept also provides considerable weight savings, as longer panels
require fewer circumferential joints – which are relatively heavy – relying more on
lighter longitudinal joints. This weight saving also results from enhanced optimisation
of each panel for its application and the use fewer joints overall – which are placed
for load and weight optimisation.
 Another benefit is improved reparability in operational service, as an individual panel
can be replaced in the event of significant damage – avoiding major repair work that
could require extensive composite patching.

16. GENERAL TESTS
 A series of general tests are carried out at three identical ‘Station 30s’: electric and
hydraulic systems; on-board computer; mobile parts; and landing gear. Fuel tanks
are also tested for leaks; finally, the A380’s four engines are put in place. Airbus
offers customers a choice of two engine types.
 The aircraft is towed to the south of the Lagardère assembly hall for engine testing
at the run-up facility. Then it performs its first test flight.

17. PAINTING AND CABIN FURNISHING
 cabin furnishing and painting takes place in Hamburg, and the
completed A380 is delivered from one of Airbus’ two delivery centres:
Hamburg (for European and Middle-East customers) or Toulouse (for
Africa, Asia and the Americas).
 Approximately 10 days – nine days of preparation and one day for the
actual painting – are needed to paint the A380’s surface area of about
3,150 square metres. Five hundred kg. of paint are needed for an
aircraft that is painted in white alone!

18. Paint pros
 The paint on an aircraft has a thickness of approximately 120 μm (120/1,000 mm)
 To check paint colour, there are 4,200 fluorescent lights installed in each paint hall
 It takes about 30 people to paint an A380
 The cabin of every Airbus jetliner is designed and fitted in line with exacting
customer specifications. Cabin configuration varies from airline to airline, from the
luxury of the Airbus Corporate Jet, or an all-business class layout on strategic
routes, to all-economy seating for low-cost carriers.