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of PAX & baggage clearance
􀂄 Development of low investment options for
capacity extensions
􀂄 Estimation of capacity limits using the
options of improvement
Flughafen Hamburg GmbH
Process analysis
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The new terminal B is designed for up to 3.5
million PAX/a. It has been built from 1994-96
and was put into operation in March 96.
Performance of agiplan:
􀂄 Realisation of all planning and
organisational tasks. Finalising the tasks
with the operational readiness
􀂄 Coordination of all services necessary to
integrate the new terminal in the existing
airport in operation
􀂄 Doing test runs C/W week point analysis
􀂄 Coordination of all relocations
􀂄 Organisation of the opening ceremony
Airport Leipzig/Halle GmbH
Airport extension and Start-Up (ORAT)
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An invitation based international competition
for the final assembly of the Airbus A400M in
Sevilla (2002).
Performance of agiplan/aIB:
􀂄 Concept of the final assembly acc. to the
competition rules of EADS CASA
􀂄 Planning of the assembly process and
the flow of material
􀂄 Planning of the buildings, architecture,
domestic engineering and fire protection
􀂄 Flexibility and expandability by using
production and room modules
􀂄 Coordination of the competition teams
􀂄 67.000 m² gross floor space
Competition EADS CASA, Sevilla
Final assembly of the Airbus A400M
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gedacht. getan.
thought. done.
Thank You for Your Attention
1 AIR & SPACE EUROPE • VOL. 3 • No 3/4 - 2001
The use of composite materials in
aircraft structural components
has grown steadily with each
generation of aircraft. From initial
applications in non-structural
parts and secondary structures,
composites have increasingly found use
in primary aircraft structures, particularly
in light aircraft, commuter planes,
military fighters and helicopters. To
date, their use in the primary structure
of commercial aircraft has been relatively
limited. However intensive efforts are
currently taking place on future composite
wing and fuselage structures,
and the use of composites in primary
structures is likely to increase substantially
over the coming decade.
Such developments are being driven by
the potential benefits of composites,
chiefly in relation to reduced weight
and operating cost. However realising
the full value of this potential still
involves many technical challenges. To
ensure the future competitiveness of the
European aerospace industry, it is critical
that the maximum possible benefits
are obtained to meet the challenge from
similar developments elsewhere. It is
also essential to maintain and improve
current levels of safety. To achieve these
goals the knowledge base of composite
structures behaviour needs to be
extended and advanced design tools
need to be developed.
BOJCAS addresses a critical aspect of
this challenge, namely composite bolted
joints. Because joints represent potential
weak points in the structure, the design
of the overall structure tends to follow
from, and be significantly limited by, the
design of the joint. Non-optimal design
of joints can lead to overweight structures,
in-service structural problems
and high life-cycle costs. This is even
more pronounced in composite structures,
since maximum joint efficiencies
are at best 40-50%, and at worst considerably
less. This compares with 70-80%
for metals and thus detracts from the
weight advantage of composites over
metals. Hence optimising joint efficiency
is crucial to realising the maximum
potential benefits of composites.
Some of the reasons for lower joint efficiency
in composites are: brittleness
which means little stress relief around
the highest loaded holes, anisotropy
which leads to higher stress concentration
factors, low transverse strength,
susceptibility to delamination, and sensitivity
to environmental conditions. All
of these factors together with the complexity
of composite failure modes,
make the analysis and design of composite
joints far more complex than that
of metallic joints. Much effort has been
put into developing analytical design
　
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