International Industry Working Group – 49th Meeting

International Industry Working Group (IIWG)

50th Meeting
Cape Town, Republic of South Africa

18-20 August 2004
Draft Final Meeting Report version 12 Nov 2004

1. Opening of Meeting / Adoption of Agenda

Mr. Gervais/Chairman welcomed all 34 participants to the 50^th IIWG meeting and offered his thanks to Mr. Maseko and Mr. Bassetti of Airport Company South Africa (ACSA) for organizing the meeting. Mr. Gervais regretted the absence of engine manufacturers. He also expressed his disappointment of the absence of Mr. Norm Witteveen, consultant and nominated representative of a number of US airports on behalf of ACI-North America, whose travel could not be arranged. He also welcomed Mr. Luiz Chiesse/Embraer from Brazil to his first meeting. At an appropriate moment, time will be spent on the commemoration of this “golden” meeting.

Mr. Gervais informed the meeting that Mr. O’Brien/IATA, long time Secretary to the IIWG, had been assigned to other responsibilities in his company and was no longer be able to attend the meetings. Mr. Van der Veldt/IATA stepped in as Acting Secretary to the meeting.
The full list of meeting attendees, as well as apologies, is noted in Attachment A. The list of IIWG/50 Working Papers and/or presentations can be found in Attachment B and are available on request from their presenters.
2. Approval of Report from IIWG/49 (held at IATA HQ in Montreal)
The report was accepted with the following corrections:

See page 6: Mr. Bennett/FAA mentioned that the correct explanation of the term MOS stands for: Modification of Standards.

3. Aircraft and Aero-engine Developments

3.1 Review of Major Characteristics of Current and Future Commercial Aircraft and their impact on Airport Planning and Operations

- Airbus

Mr. Vincent Rivoire/Airbus presented WP/11 - Airbus Product update also available on CD-ROM, containing also Airbus corporate report on environmental issues. He reported the latest info as of 2004 on the Airbus family of aircraft, such as the first delivery of the A340-300E (Enhanced) and of the A330-200E, and the A380 engine flight test on a test bed. Airbus products have now reached a total of 192 customers worldwide. Airbus is reducing the amount of training required to qualify for its fly-by-wire family (incl. A380) by way of the type rating sharing or cross crew qualification, which allows mixed fleet flying, whilst doing differential training.

The first delivery of the A318 took place in 2003. Its version, with PW6000 engines, is expected to have its first flight end of 2004.
The differences between the A319 & 318 are that two fuselage plugs are removed; range of 3250 NM; 107 pax; ground handling: revised cargo doors; turnaround time less than 30 min. Challenging airports operations include short runway operations and steep approaches of 5 degrees at some specific locations.
A340-500/-600: First deliveries in 2002/2003 with 125 aircraft ordered to date. The aircraft has an additional (centre) landing gear, in total 12 wheels (3x4). The aircraft has ultra long-range capabilities. Taxi camera system is optional on –500, standard on -600
A340-300E (Enhanced): contains improvements from A340-500 series. First delivery took place in March 2004. Performance: more hot and high airport capabilities; 100 NM more range and/or additional payload.
A340-600 increased gross weight version: MTOW: 380 ton. First delivery is expected mid 2006, it will bring an additional 500 Nm range or +7t payload. Noise levels have a margin with ICAO Chapter 3. The aircraft has a standard camera system built in as a taxi aid. The ACN levels, compared to the 368t MTOW version, have only increased by about 0.5 count thanks to an optimization of the load distribution on the landing gear posts, resulting from new oleo spring curves.
Future Developments

Airbus future aircraft capability and technology developments are based on a mapping of key driving requirements. Current products are mostly derived from a single concept matching equally these requirements. Conversely, long term capabilities must be able to investigate challenging, “extreme case” sets of requirements. Airbus has defined 4 representative concept champions/market needs, i.e. money buster; pro-active green; pax friendly, value of speed. These concepts are for example focusing the development of capabilities and technologies for V shaped tail, simpler flaps, engine noise shielding and improvements in material technology.

For more technical data, like Aircraft characteristics for Airport Planning, consult (after sign-on process): www.airbusworld.com

Discussion:

Could the A318 operate at the London City airport? Answer: Yes, with some limitations under wet runway conditions. Detailed operations still under discussion with airport authorities, with a flight test program.

What is the long-term view of Airbus of the aviation market? Increasing point to point to the detriment of hub-centered operations? It will be a balanced development with both business concepts living together.

What about the development and future introduction of liquid hydrogen? Did Airbus look into it? Yes, significant investigation run in past years under European research framework programs.

What does an airport friendly, champion aircraft look like? Prime consideration is safety as well as airport compatibility (i.e. offering fast turn around times), but they have also focused on ATM issues.
- Boeing

Mr. Dave Neilson/Boeing presented WP/12 Boeing 7E7 Dreamliner Update and reported that to date 4 airlines had ordered a total of 150 aircraft.

He outlined that the B7E7 aircraft is 13 % lighter; has a 20 % better fuel performance; produces 20 % less carbon dioxide emissions, 35 % fewer NOx emissions and is 60 % quieter than competition aircraft.
The B7E7 is comparable with the B767-300 in a 200 tri-class seats configuration. The B7E7 is part of three family members, i.e. B7E7 SR would have 300 dual class seats and the B7E7 stretch, 250 tri-class seats, creating new non-stop routes and new airport city pairs. The aircraft has a wingspan of about 60 m and is placed within ICAO Code E; it has a length of 55.5 m which is comparable to the B767-300 or A340 –300. Sill heights are slightly higher than the B767, and the aircraft has 8 abreast seating. The cabin is more spacious due to its form, which allows every pax to stow her/his carry-on luggage under the seats.
The B7E7 first flight is planned for early 2007, with certification and delivery in 2008. Its noise contours are significantly reduced when compared to comparable size aircraft due to considerable improvement in engine technology.
He further outlined developments of the B747-cargo Large Cargo Freighter, which will see its upper deck extended (high). The new B757-200 version can now be equipped with winglets optional (not standard), which will extend the wingspan by about 3 m. However, the aircraft has no customers yet. The B737 can also be made available for retrofit of similar winglets.
Boeing forecasts are available on the Boeing website at www.boeing.com.cmo
Discussion: What kind of electrical supply is needed for the B7E7 when served on the ground? It needs 3 90 kVA’s supplies. Mr. Powell/BAA informed that his company is investing in minimum 2 90kVA units. When the APU is u/s then the extra required 90 kVA power may need to be arranged by the aircraft operator or the handling agent.

Would it be possible to show a comparison of B7E7 approach noise footprints similar to the one showed for the take-off phase? This is not ready for publication yet.

What is the trend in checking-in bags? Do we see in the future that all luggage is carried on board by the pax? The demand for big overhead bins is increasing as pax ask for more space.
Mr. Powell explained that London STN (home of LCC EasyJet) was seeing a significant negative impact on the security system process due to increased carry-on bags.
Is the industry looking at retrofitting engines for existing aircraft? Mr. Neilson/Boeing answered that wings are designed to carry specific engines, so it is not reasonable to suppose that other engines can easily be put on the existing wings, without significant wing modifications, which might influence the aircraft performance considerably.
How can one convince the engine manufactures to work on and deliver efficient, less fuel hungry engines? Overall thrust is the driver and not the fuel consumption.
ACTION IIWG/50-1: Mr. Neilson/Boeing is requested to provide clarification on NOx emissions during take-off, cruise and landing for the B7E7 and if possible also approach noise contours for IIWG/51 meeting.
- Embraer

Mr. Luiz Chiesse/Embraer presented WP/13 Embraer170 / 190 Product Overview.

Embraer market research revealed a big gap between 70 and 110 seat aircraft in the USA. In Europe this gap is smaller.

Embraer 175 expected: 4Q 2004; Embraer 190: expected 3Q 2005 certification and Embraer 195 expected 2Q 2006.

Embraer 170 will be first delivered to LOT and Alitalia Express; and be certified by the FAA and EASA. 28 aircraft will come into service soon.
The aircraft has a so-called “double bubble” cross sections, which gives a spacious cabin feeling; it has a 4 abreast seating and a large aisle. It also has big overhead bins to carry roll-on bags. The Turn Around Time is shorter than 20 min for all four family members.

The aircraft have digital avionics with central maintenance possibilities, data down-loadable on a laptop.

Airplane characteristics Manual for airport planning is ready and will also become available on the web within a couple of months (3Q 2004).
ACTION IIWG/50-2: Mr. Chiesse/Embraer is requested to inform IIWG of website access location to view the airport planning manuals.
Discussion: What kind of engines is offered? There is only one choice, i.e. GE. Mr. J-M Chevallier/AdP showed interest in obtaining aircraft characteristics for the Embraer 195 for future AdP development.