International Industry Working Group – 49th Meeting

3.2 Progress in Aero-engine Development

There were no representatives of engine manufacturers at the meeting.

3.3 New Larger Aircraft – Developments and Airport Studies

- Mr. Willy-Pierre Dupont / Airbus presented WP/16 - A380 Airport Compatibility Report

Mr. Dupont reported that the A380 has 133 firm orders of which 17 are freighters. On 7 May 2004 the final assembly line in Toulouse was inaugurated. The wings, each 40 m in length, arrived on 23 April 2004. Aircraft “zero” (light version) rolled out shortly afterwards, which is not equipped with centre gears. There are two manufacturers for the tow bar-less towing trucks. Aircraft “one” also rolled out already with three and four coming soon. Production planned to be 4 per month. Landing gear tests are being executed in the UK (at Filton). The body gear has 6 wheels of which the tires are the same as for A340-600 aircraft. A380 aircraft parts will be partly transported over land (length 200 km of which 15 km had to be adapted). The transport takes place during the night.
The first flight of the Trent 900 engines took place on 17 May 2004 (mounted under another aircraft in operation).
Prior to the Certification driven Route Proving, that will last 2 weeks in early 2006, some Airport Compatibility tests will likely to take place at airports such as LHR, CDG and FRA during 4Q of 2005. Approx. 500 – 520 tests are scheduled. The first A380 flight is planned for early 2005 and the first aircraft planned to come into service is early 2006.
During 2006/2007 the aircraft will serve some 20 airports which number will grow considerably during the next two years. Airbus is actively assisting the airport community in co-operation with IATA and its customer airlines. An airport database has been built which contains 70 destination airports and 130 alternate airports. Together with airlines Airbus is organizing visits to such airports. Airbus participates in regulatory authority meetings on airport compatibility providing aeronautical studies and safety assessments.

Airbus supports dedicated ground servicing working groups on towing, catering, pax bridges, cargo loading, closely working together with ACI and IATA.

Discussion: Why is Houston not on the A380 airport list? A. Our customers have not quoted IAH so far as an early destination. How do you address alternates, i.e. emergency en-route alternates and destination alternates? A. In cooperation with customer airlines Airbus has sent questionnaires to destination & en- route alternates. The level of Rescue and Fire Fighting Services (RFFS) at those airports is not always good and a selection has to be made. Most of them have RFFS level 5 or 6. The question is now under discussion “who will pay for ICAO level 10 when such a level is requested”.
The 45 m runway width certification is underway. Taxiway width of 23 m is considered satisfactory.

Code E tow bar tractors can be used for the A380. Only a specific bar is needed (like most aircraft) and the weight of the aircraft need to be checked. (MTOW = B747 MTOW + 35 % and MLW is below B747 MTOW)

What is the requested taxiway bridge width? At HKG the width of the bridge is 60 m. The RFFS vehicles need to be able to pass the engines, but 50 m should be enough.
ACTION IIWG/50-3: Mr. Dupont/Airbus is requested to provide A380 data on noise and wake vortex for IIWG/51 meeting.

Following the meeting and upon reviewing the draft minutes, Mr. Arun Rao of ICAO asked that the following be included as ICAO's statement regarding the issue of runway width for Code F aeroplanes:

"ICAO Annex 14, Volume I specifies a runway width of 60 m for code F as per studies conducted with the assistance of the Airport Design Study Group (ADSG). This was introduced in 1999 through Amendment 3 to Annex 14, Volume I. Since then, as part of ICAO Action Plan for the introduction of new larger aeroplanes into international commercial service, a review of these Annex 14, Volume I, code F provisions has been initiated to see if the current provisions are in need of further refinement."
- Mr. Christian Schmitt/Lufthansa presented WP/17 - An airline overview on A380 Boarding/ De-boarding.

LH together with other first A380 carriers launched a project called “A380 Entry Into Service – Boarding and De-boarding”. A Working Group had been formed and had met in DXB, MUC and JFK. The WG makes use of Cabin Simulation Model simulating the optimal pax flow to/from the aircraft. In total 30 different boarding procedures for 2 different boarding layouts had been simulated.

In all simulations the main deck at door 2 revealed always to be critical.
Airline preferences are to have two bridges connected at M(ain deck) door 2 and U(pper deck) door 1.

3 aerobridges is the preferred airline solution. Depending on cabin lay out of each airline bridges will be connected most at M1, M2 and U1. The Upper deck access offers additional boarding/de-boarding opportunities. Other connection configurations viewed: M2, U1 and M4 all focused on finding economical solutions.

At FRA two bridges handled by one driver, which is not optimal in the A380 configuration. Therefore, LH is now looking for automation of docking bridges to connect them at the same time.
Discussion: What costs are involved when a choice is made for an extra over the wing bridge? At FRA LH is seriously considering this option and investment costs of several 100.000 Euro will be depreciated over 20 years as the preferred solution will be paid back in time. Others airlines are willing to pay for this solution as well. In 2000/2001 7 new over the wing bridges have been installed in AMS, which airport was the first one back in 1972 that installed such bridges with no reported problems. FAA confirmed the no problem situation.

- IIWG New Large Airplane (NLA) Study Group

Mr. Udo Wollfram/ADV and chairman of the SG presented a short verbal report of the IIWG NLA Study Group. The SG had fulfilled its tasks and it is felt that there is no urgent need for the SG to continue and the Chairman proposed the disbandment of the SG after 20 meetings and 9 years of existence.

Discussion: The SG deliverables had always contributed well to the development of the ICAO Annex 14 material. In the context of the establishment of an ICAO Airport Panel the IIWG members accepted the proposal. The new ICAO Airport Panel will be responsible for any new developments concerning code G aircraft, Pavement issues and Visual Aids. On behalf of the IIWG Mr. Gervais thanked Mr. Wolffram for his excellent and inspiring chairmanship.

Members expressed the need for continuation of Sub Groups where considered necessary in the future.