Airbus Future ProjectsFuture Airbus Projects
Applicants with core qualifications in these areas of work can speak with those responsible for the Airbus projects concerned. There will be a presentation of the large-scale projects underpinning Airbus' future strategic vision and digitisation, as well as a series of events (an enhanced experience ) and an interview with the best talent leaders.
Applicants who wish to attend this conference may apply until 18 June 2018. The short-listed individuals will then be given more information about the meeting in order to participate in the hiring night.
Prospective wide-body missiles
Is the large-capacity cell going to undergo major changes over the next 20 years, or will the tried-and-tested jet era aerodynamics design just continue to develop? Bad singles airplane. In comparison with the innovation jumps that have been made over the last ten years on a large number of new wide-body wide-body airliners, the simple re-engine programs reserved for singles - such as the Airbus A320neo and the Boeing 737 Max - seem almost negligible, albeit appropriate, in terms of the magnitude of their orderbooks.
In contrast, three completely new wide-body aircraft - the Airbus A380 and Airbus A350 and the Boeing 787 - have profited from a historical flow of new technology, with their design engineers trading metal for composites and hydraulics and pneumatics for electrical energy sys-tems. Those radically innovative products are setting such a high standard that Airbus can indulge in the luxuries of a break.
While Boeing leaders talk about the "harvest" of innovation in projects like the 777X, Airbus looks far beyond the 2030s when the next batch of clean-sheet wide-body jet engines opens up chances for another historical jump in technology advancement. Innovation is first carefully implemented, then enlarged or extended with the next generations of airplanes that are put into use.
The first time Airbus launched the product was in the seventies with the A310 aileron. Then the same materials were used for the middle winged case of the A380. After all, Airbus' manufacturing system and technical capabilities were so mature that CFRP formed the body shell of the Airbus A 350. A further example is Airbus' gradual introduction of a new, more "electric" system design on wide-body jets.
A340 used a off-the-shelf threefold redundant hydraulics unit. On the A380, Airbus carefully followed the move towards more "electric" airplane designs by substituting two electrical for one of the three hydraulicsystems. This " two-plus-two " system design was then replicated on the Airbus A 350. However, this is only the beginning of Airbus' plan to replace hydrodynamic propulsion with electrical alternators in wide-body jets.
Electricity involvement is demonstrated by the company's E-Fan program. In a few years, the twin-engine demonstration will result in the launch of a four-seater aeroplane optimized for pilots' schooling. Airbus is gathering more expertise and self-confidence with electrical propulsion along the way. Switching to the two-plus-two system architectures on the A380 and A350 was a big step forward and more are possible in the future.
"Essentially, if you could go one stage further and disconnect another hydro system, could you just think of what you could win? They could possibly get rid ofthe hydraulics and just consume electricity," says Champion. The replacement of natural-gas turbines by electric motors will remain beyond the range of today's technologies for centuries, but until then there have been logic processes.
An example is the replacement of on-board hydraulics by electricity on board airplanes. A further stage in the development of a fully electrically driven wide-bodied civil airliner is emergency propulsion. Currently, a gas-powered APU is installed in the rear taper or back of large jetliners. It is a mini-turbine needed on the floor to launch the jet and sometimes to supply the on-board system with electricity while the jet is switched off.
Capable of serving as a backup alternator during air travel, the unit can be used in the event of both thrusters failing. APUs could be replaced by high-performance rechargeable cell propulsion within the next two ten years as a move towards electromotorization. The Airbus and Boeing are already using rechargeable cells to launch the APCU.
Next stage can be the exchange of the APU itself. A further area in need of improvements are the airplane blades and stabilizers. In the last ten years of wide-body innovations, the company switched to a compound blade design that enabled airframe engineers to significantly enhance the performance of their lift area. A cause of the air resistance is the air flow above the sash.
Aerodynamic streaming is laminated because it comes into direct connection with the top of the sash. Aerodynamics experts are dreaming of creating an exterior area of a grand piano that is inherently laminated to at least two-thirds of the area. Airbus and Boeing have been experimenting for many years with a slightly different method known as hybride laminated fluidics.
Instead of creating a natural laminated blade face, this design involves incorporating a net with tens of thousand of tiny perforations in the blade face, the difference in pressures serving to pull the compressed wind into a laminated film. Boeing even went one better with the 787-9 and 787-10, incorporating a hybride laminated fluid dynamics system into the front end of the fin.
Champion says Boeing's choice validates Airbus' research that hybrids laminated fluid dynamics sometimes provide only marginally results. The introduction of new blade forms that promote a naturally laminated current is more encouraging. In fact, the EU-sponsored Clean Sky project is planned to demonstrate exactly this with an Airbus A440 and two NLF profiles from Saab and GKN Aerospace.
The Airbus removes the outer parts of the individual wings of the Airbus A-340. It is expected that the pilot's maiden voyage will take place in 2017.