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• www.aint.com
Project Highlights
• Prime Contractor/Integrator – Sole Supplier to Airbus
• Process and workflow definition
• Cycle time and rate analysis
• 6 conventional Panel Assembly Systems
• 2 automated Shell Assembly Systems
• 2 automated circular and longitudinal
drill/fasten machines
• 1 automated Final Assembly System
• Shell rollover systems
• Pin installation jigs
• 50 positioning machines
• 100 axes of servo motion
• Work platforms
• Mechanical handling devices and lift fixtures
• Body fittings
• Transportation dollies
AIT
About AIT
Advanced Integration Technology (AIT ) is a leading industrial automation company delivering turnkey factory integrationsolutions
to the Aerospace industry. Accustomed to managing multiple large, simultaneous, international projects, AIT has served
as the full-scale integrator to some of the most prominent Aerospace companies’ cutting edge projects. Relying on the
strength of our diverse team of engineering pros, AIT has earned a leading position as the predominant turnkey integrator
and prime contractor to the world’s foremost Aerospace companies – including Airbus, The Boeing Company, Bombardier,
Spirit AeroSystems, and Vought Aircraft Industries. Our precision-engineered technology and automation have enhanced the
industry’s ability to manufacture aircraft in less time and with greater exactness and flexibility. Learn more at www.aint.com
FINAL ASSEMBLY AIT final assembly tooling was integral to the program’s success. UPPER SHELL Manipulating the Section 19 shells required AIT shell assembly systems.
Copyright © 2008 Advanced Integration Technology, Inc. All rights reserved. Images used with permission. 5/2008 BRO006
HOOP DRILLING MACHINE For upper/lower shells PANEL JIG TOOL For Section 19 panels SHELL TOOL Lower shell unload
North America
Headquarters
2805 E. Plano Pkwy.,
Suite 100
Plano, Texas 75074 USA
Phone: 1 972-423-8354
Fax: 1 972-423-8469
www.aint.com
Mechanical Design
22745 29th Drive SE,
Suite 220
Bothell, WA 98021 USA
Phone: 1 425-398-7329
Fax: 1 425-424-2310
Manufacturing
3168 262nd Street
Aldergrove, BC V4W 2Z6
Canada
Phone: 1 604-856-8939
Fax: 1 604-856-8993
Fabrication and Assembly
Unit B - 3252 262nd Street
Aldergrove, BC V4W 2X2
Canada
Phone: 1 604-856-8939
Europe
Design and Support
Pol. Ind. Los. Olivos
C/Calidad 70
Getafe, Madrid, Spain
28906
Phone: 34-91-6010147
Innovative Mobility Systems AB
Umestan hus 2
903 47 Umeå, Sweden
Phone: +46(0)90-2010000
www.imobilitysystems.com
Contact Us
draft
1
Airbus A380 operations
at alternate airports
Document proposed by the French DGAC to be published on the ECAC NLA website
(based on the document presented to the AACG
November-2004- Version 2)
Version 1 – June 2006
1. Introduction
The Airbus A380 is scheduled to enter commercial service in the second half of 2006. This aircraft will have
a larger wingspan and weight than the largest aircraft currently in scheduled use on world air routes.
However, other dimensions, for example fuselage length and gear dimensions are not as large as other
aircraft already in service, such as the A340-600 and B777-300.
Many airports need to adapt their airside infrastructure. Upgrading runways, and taxiways, relocating
taxiways and even relocating aircraft stands and buildings to provide sufficient wingtip clearance, are
examples of the works that several airports may need to carry out before the A380 enters service.
For airports, which will see the A380 frequently such changes to the infrastructure may be reasonable.
When an airport operates close to its full capacity, efficiency of operations is a prime factor as well as safety.
Examples of airports, where large scale infrastructure changes could be economical, include the large
continental gateways, and those airports whose home-carriers have ordered the A380 aircraft: for example,
London-LHR, Paris-CDG, Frankfurt-FRA, New York-JFK, Los Angeles-LAX, Singapore-SIN, Hong Kong-
HKG, Sydney-SYD, Dubai-DXB etc.
Besides these large hub and main base airports, there are other airports around the world that will
experience A380 operations. The operating frequency could be either on regular basis, such as one or two
scheduled arrivals a day, but also may be a much lower frequency such as for a flight diversion. Such
diversions could be either due to the unavailability of the destination airport (because of weather or
　
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