Airbus is now experimenting with spider silk, a material that is stronger, tougher and lighter than almost any man-made material
350 is a twin-engined airliner that is the top of the range of Airbus’s offerings, rolling out of the company’s factory in Toulouse, France, at the rate of ten a month. Each of the finished planes sits at the apex of a system of supply chains which fans out across the world, bringing 3.5m components together into a single product. An350’s airframe is composed of seven sections. Three are assembled into the fuselage, two being made at another site in France and the third in Germany.
Airbus and its American counterpart Boeing dominate civil aviation and have done so for decades. Airbus was formed in 2000, though it acquired its current name only in 2014, having previously been known as. Boeing took over McDonnell Douglas, its last American rival in the civil-aviation business, in 1997.
Boeing, naturally, matches these claims with claims of its own. The Dreamliner is 50% composite—and again around 20% more efficient than its predecessors. Composites bring advantages beyond lightness. Unlike metals, they do not corrode. Nor do they crack from metal fatigue. They therefore need less maintenance. They do bring problems, though. One is that damage to them is less obvious than to metal, because they do not bend or dent.
Techniques like using looms to improve the manufacture of parts contribute to this growth. But grander plans are afoot. According to Grazia Vittadini, Airbus’s chief technology officer, the key to the future is connectivity. Further off into the future, plans for new generations of aircraft are already being laid. There is talk, for example, ofs having a serious makeover. The resins currently used to bind the sheets and tapes of fibre together are what are known as thermosetting plastics. Once baked, these hold their shape for ever. Most of the materials that a layman would think of on hearing the word “plastic”, though, are different from this.
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