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This reportedly enables a fuselage optimized for performance and weight. Airbus opted for large fuselage panels, instead of unitized complete fuselage barrel sections, because they can be tailored in terms of their laminate sequence and thickness according to the different loads borne by each part of the airframe. By contrast, the 787’s fuselage uses four shorter, one-piece composite barrels. Section panels are attached to a combination of composite and metal frames. But the center fuselage adds two lateral junction panels that help connect the fuselage to the wings. The forward and aft sections are each made from four large composite panels (crown, keel and two sides). He adds, “We have set up production here to be able to meet Airbus’ schedule as production ramps up.”Ī notable characteristic of the A350 design is that the main fuselage comprises three long sections. The 574 orders currently on the Airbus books for the A350 XWB “is a large number of planes,” points out Dan Wheeler, a Spirit VP and the general manager of the Kinston facility. The ability to adapt to the changing production needs of its customer, Airbus, is a key focus for Spirit. And it will accommodate new processes in the future. This configuration also permits plant supervisors to add extra processing modules, as necessary, to relieve bottlenecks. The layout speeds component flow through the plant. The plant is laid out around a central transportation aisle, from which cleanrooms, autoclaves and paint booths emanate.
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Spirit has specifically designed the Kinston facility for growth and easy adaptability to new technologies. Smart manufacturing concepts also inspired many features of Spirit’s Kinston plant, including a physical layout that improves workflow and the latest automated fiber placement technology to increase productivity. Large components are built up from simpler, more easily manufactured subcomponents that are also easier to repair and maintain. The three-part forward spar aids in assembly at the Airbus Broughton wing plant and avoids bottlenecks (like those experienced in the A380 and Boeing 787 programs), which will help maximize monthly production.įor the center fuselage and front wing spar, Spirit’s “intelligent design” also incorporates “smart manufacturing” practices. (Kinston, N.C.), these components exemplify a distinct design approach adopted by Airbus in pursuit of not only the weight and performance benefits of composites, but also ways to address potential issues, such as lack of electrical conductivity, without increased cost (see “Panelized option attested early on,” under "Editor's Picks," at top right).Īlso part of Spirit Kinston’s scope of work for the A350 are the three-piece, all-composite 102-ft/31.2m front spars for the wings. Manufactured at Spirit’s 682,000-ft 2/63,360m 2 facility, which opened last July in the U.S. Section 15 is built up from six sizeable composite panels made by Spirit AeroSystems (Wichita, Kan.). The center fuselage (denoted section 15 by Airbus) is the longest of the three, at 65 ft/20m. In-situ composites sensors for increased production rates, smart processes and life cycle monitoring