International Industry Working Group – 49th Meeting

- FAA New Large Aircraft Facilitation Group

Mr. David Bennett/FAA mentioned that no summary report on NLA was to be given.

- ACI world A380 Survey

It was reported that the ACI-World A380 report / survey that was taken up about two years ago, was not intended to become available in the public domain, and is now considered out-of date.

- Individual Airport Studies

For aeronautical studies consult: www.ecac.ceac.org/nla-forum

Taxiway deviation studies

CDG, FRA and SYD had completed their taxi deviation studies. Studies revealed consistent results, i.e. taxi speed and surface conditions do not have significant influence on taxiway deviations. ANC, JFK study data is about to be released soon.

ACTION IIWG/50-4: Mr. Garry Wickham/Sydney Airport offered to present results of the SYD taxiway deviation study at IIWG/51.

Obstacle Free Zone (OFZ)

Mr. Dupont reported that the DGAC (French CAA) agreed on an adapted OFZ for the A380 landing operation, which is based on B747 margins (following an geometrical study at CDG). The ICAO Obstacle Clearance Panel (OCP) landing study is ongoing since 1997.

Localizer LLZ Study

Mr. Dupont also reported that B747 and A310 tests at CDG revealed that the A380 will not disturb the LLZ course, and as such will not harm airport operations during low visibility operations.

Jet blast study

Mr. Dupont also reported that studies have revealed that no damage to the runway edge lights is expected from A380 take-offs at its rotation point.
Discussion: Has the cost of introduction of the A380 at airports become clear?

It is felt that airports do not typically give an adequate answer to this question. One can learn that the introduction costs have been a burden to an airport or it turns out to be a positive investment. The experience at CDG has been that original costs were estimated to be 220 MEuro where it was below 100 MEuro in reality. At LHR new stands have been built but the cost is really not entirely attributable to the A380, as these stands will be used by other a/c as well.

FAA A380 airport studies

Mr. Bennett/FAA reported that studies are going on and results are awaited from Group V airports A380 taxiway studies. Airports have requested a waiver to accept the A380 that has been agreed upon by the FAA. Airports need to list conditions of such taxi operations, such as dedicated routes to follow, use of a taxi camera, taxiway centre lights, shoulder width as for group VI and a speed limit of 15 NM. (See www.faa.gov Engineering Brief (EB) 63). After a 5 years evaluation period the FAA will decide on a change from the standards, e.g. adapting the speed limit.
- Mr. Chevallier/ADP presented WP/19 - A380 accommodation at CDG

In March 2007 Air France will be delivered its first A380 that will have reached a number of 13 by 2009. CDG Terminal 1 will have 2 connection gates + 1 remote stand available for the A380. At CDG 2 (AFR terminals) 5 connection gates + 6 such gates at the new concourse + 2 remote stands. In the cargo zone 4 possible A380 stands are planned. The A380 will also have access to the Fedex zone at the airport. Facilities at CDG will be further expanded for code F aircraft. Extra A380 stands planned for 2012.

Two alternative routes will be provided between each terminal and the runways. The OFZ will be 135 m (code F) and will not influence existing clearances. Taxiway upgrades (fillets etc) will be ready in 2006. Orly is requested to be an alternate A380 airport. Conditions: no widening of rwy shoulders (based on TSL test); remote parking.
3.4 Other Major Characteristics Matters
CTOL/VTOL Developments
CTOL document containing trends in aircraft design characteristics has been renamed the Commercial Aircraft Design Characteristics (CADC) Manual, and is available on the Airbus and Boeing public websites.

Discussion: IIWG members expressed the need to incorporate fuel cell characteristics in the CADC.

ACTION IIWG/50-5: Fuel cell to become a new subject for future IIWG meetings as an engine manufacturer topic.
4. Environmental/Energy Matters
Mr. Dupont/Airbus presented WP/23 - A380 Wake Vortex Issues

In 2003 an International A380 Wake Vortex Steering Group was created, residing under JAA and Eurocontrol. The following tasks have been formulated with the aim to prove that no increased horizontal separation is required.

1. 
   Document the methodology used for the determination of current standards for existing aircraft; 2. Establish risk assessment; 3. Select an appropriate methodology; 4. Review financing issues and availability of sufficient resources to carry out the work; 5. Evaluate the A380 in comparison with other heavy aircraft using the agreed methodology; 6. Report the findings to JAA and Eurocontrol. (See: www.wakenet.com)
   

A technical WG has started the evaluation of the A380 Wake Vortex using the agreed methodology. Results will be presented to the SG by mid 2005 for final report to ICAO; ICAO ready to publish Guidance Material end of 2005.

Discussion: What has Airbus done (e.g. wind tunnel research) to make the WV less sensitive? Answer: Airbus has studied empennage and horizontal tail spans to diminish the effect on wake formation.

Boeing is not included in the WG, although the task force is making reference to “other heavy aircraft”. Boeing would suggest letting the WG be more of an industry working group instead of only an Airbus WG. Airbus replied that the data will be distributed and is willing to invite Boeing to participate if the company is willing to share their info as openly as possible. Embraer requested to be invited as well.
- MOZAIC / CARIBIC / IAGOS Report
Mr. Jan Schumacher/Airbus presented WP/24 - Atmospheric research in Europe.

MOSAIC: In 1993 Airbus started measurements of ozone and water vapor in service aircraft. In a second phase NOx and CO were measured. These have been finished now. The European Commission does not support the project financially anymore, but data gathering is still taking place from equipped aircraft and for airlines that want to contribute voluntary.

Data collected from 200 airports, 21000 flights, 162000 hrs of flight from 5 Airbus aircraft (3 DLH, 1 AFR and 1 AUA). 45 % of the data collected from North Atlantic flights. Interpretations of the collected data appeared difficult and as a consequence no conclusions could be made.

CARIBIC: This project started in 2003 as a follow up of Mosaic and aimed at Regular Investigation of the atmosphere Based on an Instrument Container mounted in Civil Aircraft. Only 1 or 2 flights a month.
IAGIOS: Project Integration of routine Aircraft measurements Into a Global Observing System. This project starts at the end of 2004 and should run with more than 10 aircraft and more than 10 years of measurements. Iberia is supporting with an A340.

- ICAO environmental issues

Mr. Arturo Benito/Iberia made a verbal presentation on recent ICAO environmental meetings and actions, which he attended.

CAEP Meeting, Jan 2004, Montreal: Concluded that there is no need to review stringency measures. Will work on further review of the Balanced Approach to limit noise impact around airports. Certification procedure of aircraft noise under review to simplify certification process and try to achieve certification measurements.
Mr. Benito reported the continuing threat from European MP’s calling for a total ban of night flights. As a consequence the European Commission has ordered a study to consider both the impact of night flights and economic benefits for the community it will be finished at the end of this year.
Aviation impact on climate change: scheme to be developed for emission trading.
The Kyoto Protocol was not signed by a sufficient number of states. Emission trading scheme does not include the transport sector yet. ACI will support the inclusion of airports/transport in emmisions trading. These subjects are on the agenda of the Environmental Summit to be held in 2005.
Discussion: Mr. Wolffram/ADV reported that Germany is looking at the revision of its Air Law and is aimed at protecting people better that live around or near to airports. It will also include night noise contours instead of 24 hrs noise zones.

ADV and ACI fear more stringent, i.e. 5 dBA lower noise settings required at airports. ADV/ACI believe that this development will be counter productive to the anticipated traffic increase. Newly required noise settings will be close to background noise levels.
Mr. Chevallier/AdP reported about increasing political attention paid in France to NOx and mentions that some trade off is necessary to make environmental improvements. NOx emission production at airports is difficult to prove due to the variety of aircraft performances, e.g. max thrust take-off etc.

There is a European Directive on emission levels, which is applicable to all Community airports. The Aviation sector should demonstrate that something can be done (e.g. introduce incentives) to improve the situation as NOx quantities will increase from both road and air transport.

What can be done to the fuel itself to reduce the emission of NOx? Hardly possible, the best way is to burn less fuel.
- Runway De-Icing Issues

No specific reports were presented. However, Mr. Gervais/Boeing reported that in Northern States of the US the top layer of concrete pavements that are under constant exposure of de-icing fluids are slowly showing some negative impacts. In the next two years research money will be redirected to look at the reported problems.

5. Airport Technology
5.1 Airport and Systems Capacity – New Developments

• 
  Mr. Anthony Van der Veldt / IATA presented the activities at European airports in the context of the European Action Plan for the Prevention of Incursions. (WP/1). To down-load the European Action Plan for the Prevention of Runway Incursions and runway safety awareness materials he advised www.eurocontrol.int/eatm/agas/runwayincursions/material.html
  

He also mentioned the very successful workshop on Low Visibility Operations held on 21-22 June in Brussels in which 160 persons from airports, airlines, air navigation service providers, international organizations and industry participated. He advised to look into www.eurocontrol.int/eatmp/events/lvp.html where the program and presentations are to be found.
Discussion: Some members expressed their worry on the perceived gap in quality of charts available on the flight deck. Mr. Noordeloos/AAS advocated the need for harmonized and standardized solutions from the established Local Runway Safety Team at each airport.

Mr. Bennett/FAA endorsed this and made a reference to the USA where pavement marking proposals have been denied due to its non compliance with standards.
- Mr. Mr. Powell/BAA discussed the UK White Paper containing a 30 years strategy of air transport development in the UK, issued in December 2003 (WP/2). The big capacity issue is in the SE of the UK, where 5 major airports, STN (north), LHR (west), LGW (south) and Luton (north west) and London City are located. The number of pax is anticipated at 400 million in 2020 and 500 million in 2030.
White Paper overview: Make best use of existing rwys; Need for two new rwys in the SE; No strong case for a new hub; New rwy at STN to be delivered first; New rwy at LHR after STN; Encourage growth of regional airports.

Stringent environmental conditions and controls; New noise conditions and controls; Emissions related charges to address Local Air Quality (LAQ); Climate change addressed by emissions trading.

STN: Intends to operate beyond 50 movements/hr in mixed mode operations on a single runway and hopefully will achieve 52 to 54 mvts/hr. Max capacity 35 million ppa (single rwy airport); A widely spaced runway configuration operated in either segregated or mixed mode planned for 2012; limits on the size of noise affected area are being imposed. BAA and the Regulator need to identify a funding framework to ensure its delivery.
LHR: Terminal 5 (T5) is under construction, capacity 30 million pax, and will be occupied by BA. There is a strong economic case for a parallel rwy at LHR. The air quality at LHR issue is seen as a grave concern as to the ability to build a new rwy and the UK government is not confident about meeting the law standards before 2015. BAA is to develop a consultation process to increase existing rwy capacity, possibly applying full mixed mode operations to the existing runways
LGW: is operating at 50 movements/hr and services 30 million pax (2003) and expected 40 million. There is a strong economic case for rwy development however the UK government will not overturn the 1979 agreement. If a 2^nd parallel runway at LHR is not possible, then a new rwy is likely at LGW (but after 2019).
Discussion: Why is the White Paper not advocating for a strong second hub? The consultation process has taken into account all the views of interested parties.

The Community does not want to have a rwy in the back yard. Major airlines do not want to see the first investments for a new rwy at STN and opt for LHR to be further developed without delay.
- Mr. Schumacher/Airbus presented several papers published by Eurocontrol on capacity, congestion and delays issues in the ECAC area.

Eurocontrol is forecasting 16 million flights in 2020 in ECAC area and is advocating a total system capacity approach (gate to gate).

1. (WP/3) Annual CODA report of 2003 reporting En-route delay situation. Delays have been improved considerably.

2. 
   (WP/4) Performance Review Report (PRR/7) issued April 2004 second report informs about the ATM performance of Air Navigation Service Provides in the ECAC area. Delays at airports are increasing relative to en-route delays.
   

2. 
   (WP/4) Air Traffic Alliance (ATA) is an integrated team of representatives of three companies, i.e. EADS, Airbus and Thales, aimed at 1. (accelerated) implementation of the future ATM system in Europe; 2. meeting the challenge of a seamless and inter operable air transport system, bringing together new operational ATM concepts between aircraft and ground and 3. addressing the need for improved safety; increased capacity and reduced delays for the global air transport system.
   

Discussion: ATA program is available on web site: www.airtraffic-alliance.com/ata Mr. Benito/Iberia explained the increasing delays at the airports caused by repercussions of single events. He also mentioned that the European Commission is trying to develop a policy in which delays, incurred by pax, will be compensated by the airlines.
5.2 Airport Pavement Management
- Airbus / LCPC / STBA Pavement Experimental Programme (PEP)

Mr. Dupont/Airbus presented the progress made of the PEP (WP/5) in Toulouse. Airbus is performing a 5 year program to test rigid and flexible pavements. The static and fatigue wheel load test configurations of A380 and B747 undercarriages on dowelled rigid pavements have been finished. Tests were performed on two sub-grade strengths, i.e. 80 and 25 MN/m3 (just in between ACN/PCN subgrade category A & B, and B & C strengths).

Interpretation of the experimental results appeared to be difficult due to environmental effects. Also discontinuities at the slab boundaries contributed to the interpretation problems of the results. As a consequence a modeling process is required which has to be validated and calibrated. The final report is expected at the end of 2004.
Mr. Dupont/Airbus presented the Airbus position on the alpha factor for 4 and 6 wheel main gears following the FAA NAPTF test results. He mentioned that the 4 wheel alpha factor should not be changed, but a decision for the 6 wheel alpha factor is still pending.

Some members of the ICAO ACN Study Group endorse a connect between the 4 and 6 wheel results that lead to an alpha factor .736 or .732, which is higher than the standing alpha factor of .72.

If the alpha value is set at .726, then this will create no change for ACN values of the A380 Cargo aircraft. The ACN values for the B777 will increase if the alpha value is set higher than 0.72.
- Mr. Edward Gervais/Boeing presented WP/6 - National Airport Pavement Facility Test (NAPTF) update

Some of the FAA Rigid pavement test sections have showed corner cracking after 30 to 40 passes. It took a long time to build the test pavement sections in order to mimic actual airport in-situ situations. Three different test pavements were loaded by 1200, 4500 and 7500 cycles of dual tandem and triple tandem loads (55.000 lbs per wheel) so as to observe typical pavement service life. The cycles caused thin visible cracks. The test result data is being used to revise FAA multi-layer design and finite-element pavement design, but not for revising the calculation of ACN values. Most of the test pavements are lasting longer than the design technique would indicate (they have not fully failed yet).

Discussion : Mr. Wickham/SydneyAirport asked whether the non-failure of the pavements could be caused due to thermal effects ? The test pavements are all situated in-doors, however seasonal temperature changes do occur and temperature is monitored every two hours, but obviously, these conditions do effect the FAA tests pavement.
- Mr. Gervais/Boeing presented WP7 – ACN update

Mr. Gervais informed IIWG members about the results of the FAA National Pavement Test Facility project (costing 50 million USD) concerning the determination of a six wheeled gear alpha factor for flexible pavements. He showed that the Pass per Coverage ratio is lower for six wheel gear than for four wheel gears, and he explained how the subbase material that was used in the NAPFT has is been determined to be equivalent (for comparison reasons) to the subbase material of the “original” Multiple Wheel Heavy Gear Load (MWHGL) pavement tests (which are the basis for the US Corps of Engineers CBR Method). A conversion factor of between 1.4 and 1.6 was established to make the subbase materials equivalent. When one plots alpha factor vs coverages, for the six wheel landing gear using the 1.4 conversion factor, the alpha factor at 10.000 coverages is 0.72. Based on the results of the FAA NAPFT, the ICAO ACN Study Group is advising ICAO on the alpha factor for six wheeled gears. Half of the Study Group members advised on the retention of an alpha value of 0.72; the other half advised on a higher value, i.e. 0.736. If no consensus can be reached amongst the ACN SG members, the ACN SG will be called upon for another meeting.

Discussion:

Mr. Vincent Rivoire/Airbus commented that there is a mix of data between MWHGL test results and the NAPTF results, and that the discrepancy in the proposed alpha-factors comes from different interpretations for the compilation of the huge amount of data collected, not from the quality of the data themselves. Mr. Rivoire is of the opinion that aircraft manufacturers want a fair prediction of pavement loading effects, as this is partly influencing the design, then cost, of the undercarriage. There is a need for new pavement damage assessment calculation techniques based on multi layered elastic modeling and capturing main geometrical effects of bogie footprint and they hope that ICAO in the long term will support development of such new models for the benefit for everybody.
Mr. Chevallier/AdP appreciated the FAA making the NAPFT results public. He reminded that the original alpha factor for the six wheeled undercarriages was set at 0.788 and that the range of values being discussed today (0.72 – 0.736) already reflects a very significant improvement. However, he observed that the temporary agreed alpha factor of 0.72 adopted in 1995 seems to be on the optimistic side. He also stated that although no significant damage had occurred from heavy aircraft with 6 wheeled undercarriages, the real heavy version (+ 15% MTOW) has started operations in May 2004 only.
He hoped that a new system to determine ACN values will be more reliable and user friendly, and will create a better understanding from among its users.
According to Mr. Gervais/Boeing ICAO had asked Mr. Dick Alhvin to rewrite the ICAO pavement design manual with the aim to explain better the ACN/PCN system methodology.
Garry Wickham/Sydney Airport observed that alpha factor vs coverages curves seems to flatten beyond 10.000 coverages, indicating that the pavement design thickness is not effected beyond a certain number of load repetitions.
- On behalf of Mr. Barry Mackinnon/Bombardier Mr. Gervais/Boeing presented WP/8 - RJ Wheel Loads Update.
5.3 Aircraft / Loading Bridge Interface Matters/new developments

Mr. Gervais/Boeing reported on the use of over the wing bridges for small aircraft. The biggest issue on this subject is to lower the risk of wing damage.

5.4 Aircraft Ground Operations – New Developments

No developments were reported.

5.5 Aircraft Dimensions – Impact on Airport Planning -NAS 3601 issues

Aircraft Characteristics Manuals for Airport Planning (standardized following NAS 3601) are well used and appreciated deliverables from the IIWG.

However there is a need to provide new aircraft data as from the early design phase so as to bring airports up to speed in their own planning process.
ACTION IIWG/50-6: Turn pad design to be included in ICAO Manual

- IIWG members to propose new aircraft characteristics for standard reproduction
5.6 Rescue and Fire-Fighting Issues
Mr. Kaz Konya/Boeing presented WP/9 - Report on ARFF Concerns Regarding Composites.

Composites are fibers embedded in resin material and their use is increasing in air frame structures. Composites are used due to their significant performance increase (superior weight and strength gains); lower fuel burn; no material fatigue and reduced corrosion. Composites are being used in 50 % of the B7E7 airframe. Mr. Konya reported that composites are fire resistant, self-extinguishing, and retain their strength in heat.

Potential hazards from broken/burning composites: Fire fighters need personal protective equipment (PPE) and a self-contained breathing apparatus (SCBA). Vapor released is not different from conventional aircraft material.
ARFF measures for composite fire crash: PPE and SCBA currently used at airport are appropriate. Extinguish fire with foam/water combination.
Summary: There appears to be no new risk from increased use of composite materials when on fire. Fuel-fed fire and smoke remain the primary dangers that is similar for all aircraft. Continuing research on all aspects of composites including ARFF and health effects are underway.
Discussion: Is there a difference between a conventional fuel tank and a composite fuel tank? Is there any difference in behavior when burst due to accident? Boeing is not familiar with this issue and will further look into the question.
ACTION IIWG/50-7: Boeing to look into possible different behavior of conventional / composite fuel tank when burst due to heat.
Mr. Dupont/Airbus reports (WP/10) on research made regarding large and fast fire fighting vehicles. As of 1 Jan 2005 ICAO requires Cat 10 water level at airports for Code F airplanes. Rescue and Fire Fighting charts for the A380 will be finalized by the end of 2004. No conclusion could be made yet on the size and number of vehicles needed for the A380.
ACTION IIWG/50-8: High speed RFFS vehicles proposal Mr. Dupont presentation at IIWG/51.
Mr. Bennett/FAA informed that new standards are being investigated for water quantities with the aim to align with ICAO classification and standards. As a consequence this would mean a significant increase in water quantity over existing FAA index E standards). Mr. Bennett also reported that in this respect the FAA is far from making any changes due to the public communications that are required after the special Working Committee has advised the FAA on this sensitive issue.
6. Other Airport Developments

Members commented on developments at their airport or about their airline, as follows:

- Vienna (VIE)

Mr. Reinhard Jirkovsky/Vienna Airport presented WP/14 Vienna Airport Development.

He reported a pax increase of 7 % in 2003 whilst aircraft movements grew by 5.5 %. In 2004 to date the growth figures are 19 and 14 % respectively, which is mainly due to LCC. VIE forecasts an average pax growth of 4.5 % in 2004.

Actual 12 million ppa with a long term forecast of 20 million in 2020.

Cargo facilities planned to be doubled in the next few years.
A new Control Tower is being built with a height of 109 m, which will come into full operation in Feb 2005. Investment: 32 MEuro. The total investment over the period 2004 – 2008 is 722 MEuro. VIE is planning for a 3^rd runway (by 2012), parallel to rwy 11/29 at a distance of 2220 m which allows independent parallel operations and a mid field terminal. Capacity up to 28 Million ppa with Terminal extension project and two extra piers. Accommodation is planned for A380 freighters.
Political issues: Mediation procedure compulsory in the search of reasonable solutions before the start of the runway project. An environmental impact study is requested as well.
A 16 min train link to the City is in operation and check in procedures can be done down town.
Discussion: Time distance from main terminal to new terminal can be done within 30 min transfer time.
- Geneva (GVA)

Mr. Roger Wuthrich/GVA presented WP/15 Geneva Low Cost Carrier Terminal

Pax traffic (8 million ppa) at GVA increased by 6 %, which is a remarkable achievement for a catchment area of 2 million people, but this is influenced by the LCC Easyjet.
GVA airport is working on introducing a simplified aviation concept at minimal services to the customers. Today T2 is only used for ski-charter flights during the winter season. This terminal is now being transformed in low cost/minimal services, i.e. no escalator, self check-in. Pax need to carry bags through passport control, and later on, split into cabin bags and lower deck bags. Pax will follow their own way up by staircase into a waiting room with shops and restaurants. Pre-embarkment is done without seat numbering.
Discussion: How will disabled pax find their way ? They will stay on the ground level and join the aircraft from there. However, use can be made of an escalator. Terminal will offer 8 aircraft stands. Pax will be walking to the aircraft over the tarmac. However, to avoid pax get lost on the tarmac they need to be chaperoned? Yes, this is an airline responsibility. Terminal is heated in winter time but not cooled during the summer. IIWG members asked whether this kind of unusual pax discomfort is helping the airlines to lower their costs really? LCC are asking for lower charges and this is what is offered to them in consultation.

De-icing will be done at the gate.
It is only the pax fee that is different for this terminal. Yes, while the landing fees do not change. The normal fee is 19 SFR pp, with this terminal the fee is reduced with 5 to 8 SFR pp. IATA does want to see that less charges are offered to a selected group of airlines, but is of the opinion that less charges should be introduced for every airline. Decision to go ahead with this new terminal at GVA has not been taken yet.
Mr. Powell/BAA informed that at STN BAA is monitoring the LCC’s pax flow.

Ryanair does not allocate seat numbering to their pax. This causes pax to go straight to the aircraft to get a preferable seat and swiftly bypassing the shops.
Is food selling increasing at STN? No it is not.
- Frankfurt (FRA)

Mr. Wolffram/ADV provided a verbal outline of Fraport developments.

Fraport entered into a critical phase with respect to the new 4^th rwy (only for landings i.e. approx. 2600 m). The local government introduced a mediation process, although the law does not require such a process.

Construction approval of the new runway is dependent on the results of a risk assessment study on 3^rd party lives based on the probability that an aircraft crashes on a chemical factory that is located in the approach area of the new runway.

Mr. Wolffram/ADV reported that two States have regulations so far, i.e. one is the UK and one the Netherlands that had developed a methodology for such kind of risk assessments. In the UK safety areas/contours have been established around runways/airports. Germany has not yet decided on the methodology to be followed, although the UK methodology seems to be the more pragmatic.
Discussion: Mr. Bennett/FAA reported that the FAA tasked MITRE to assess the risk of an approaching aircraft colliding with a taxiing aircraft circumnavigating the runway threshold. The FAA is prohibiting any concentration of people in the vicinity of a runway. The first results of the report are awaited in September 2004 and it is anticipated that the probability gets very low.
It was envisaged as a result of such risk assessments runway protection zones could be changed. Mr. Powell/BAA informed that an airport employee car park was recently considered to be at a higher risk than a car park for pax at one particular airport, due to a high concentration of airport employees in the car park during the shift changeover.
ACTION IIWG/50-9: Risk assessment developments are becoming a routine subject for future IIWG Agendas.
- Hong Kong Chep Lap Kok (HKG)

Mr. James Little/HKG airport presented WP/22 - Development Plans at Hong Kong International Airport

In 2004 pax growth at HKG is expected to reach 38 million. Mr. Little showed a break down of aircraft stand utilization by aircraft type.

The need for code C aircraft stands is increasing. Stand occupation peaks during the early night hours.

HKG will extend its terminal buildings with a new north East pier. A new north satellite concourse will most likely be connected by bus service since a tunnel from the main terminal building would disrupt on-going operations and the engineering costs appear to be expensive.

The decision on these two options has not been taken yet.

HKG has the largest international cargo turn over in the world and shipped 2.7 million tons of cargo in 2003. Additional cargo stand facilities are planned to reach 5 million tons.
HKG develops the so-called Sky City Master Plan of which phase 1 is consisting of one exhibition centre, a 14.000 seat (sport) arena and a terminal building .

HKG is promoting itself through easing the immigration procedures for people living in the Delta area (main land China) and arriving at the airport via ferry boat. A new Disneyland facility close to the airport is planned to open in 2006.

- Metropolitan Washington Airports Authority

Mr. Frank Holly/MWCA presented WP/25 – Washington Dulles Airport Developments

Washington Dulles is a hub airport serving 20 million ppa (June 2004 figure) and is expected to grow until 26 million ppa (forecasted June 2005 figure).

Due to the LCC Independence Air, Dulles will become the 7^th busiest airport in the world. Actually the airport has 3 runways and two new runways are planned to come into operation soon. Investment program of the airport up to 2009 is 4.7 billion USD.

A major overhaul project of runway 12/30 had just been finalized. The runway was out of service for 4 months and the pavement base course was renewed totally.
An environmental impact study is required for the planned two new runways, but little resistance is expected from local residents.

Dulles will be ready to accept the A380. The new runways will have a width of 45 m, but will have additional shoulder width.

- Sydney (SYD)

Mr. Garry Wickham/SYD airport presented WP/26 – Sydney airport briefing

Mr. Wickham/Sydney Airport reported on the National Friction R&D Test Program (NFTP) in Australia that started early 2003 after encountering significant friction problems at SYD airport. Although the Australian CAA (CASA) did not require maintenance friction tests, Sydney airport initiated a friction program to overcome the reported problems and surprisingly found no improvements of runway friction characteristics at all after rubber removal. The frequency of friction testing was increased using various friction measurement vehicles. The NFTP involves runway friction maintenance tests and calibration- and harmonization of friction tests.

The goal is to obtain a fair understanding of friction measurement results/data in order to provide safe runway operations and to be able to take cost effective measures. Sydney airport is using the Grip tester for friction measurements.

A study into boarding/de-boarding of NLA revealed a preference for 1 bridge connection at the upper deck and 2 at the lower deck. However, Sydney did not make a decision yet as negotiations on cost recovery continue.

The A380 will make use of a 45 m width runway at SYD consisting of 7,5 m wide shoulders. In this respect CASA is following the advice of the A380 Aircraft Compatibility Group (AACG) to consider shoulder improvements only.

Asphalt Pavements - Bitumen R&D.

Mr. Wickham informed IIWG members that asphalt mix design has become a big issue in Australia due to reported pavement problems. Mr. Gervais/Boeing explained that one possible cause could be the change in oil crude. In the past Saudi-Arabian crude was used in asphalt mix design and since this type is not used any more in pavements, many locales in the USA have shown early distresses.

- Narita International Airport (NRT)

Mr. Kiyoshi Sakuma/NRT International airport presented WP/27 – Status of Narita Interim Runway and Mr. Yusuke Kato/NRT presented WP/28 - Airline Re-allocation Plan for Narita Airport.

The Interim runway, open since 2002, only allows 12 mvts/hr (medium type of aircraft) due the presence of private property in the extended centerline of the runway. After two years of operation there is a wish to operate B777 aircraft that needs discussion with the surrounding communities. In 2003 NRT has a slot capacity of 200.000 aircraft mvts/year. Since 5 August 2004 further ground movement restrictions exist for the B777-300 ER and the A340-600 aircraft to use rwy 16L/34R due to clearance limitations on taxiway B.

Terminal challenges

Mr. Kato explained that 66 % of code sharing flights at NRT took place in different terminals. Solutions were found to relocate alliance and code sharing partners into the same terminal, which will take place during the summer of 2006, after the reconstruction of T1 south wing. Also T1 and T2 have different traffic peaks, which were found to create inefficient airport operations. NRT launched an improvement program striving for balanced terminal use aimed at alleviation of taxiway operations.
- London Heathrow T5

Mr. Dave Powell/BAA presented a video (WP/29) of LHR Terminal 5 Construction Developments

T5 is planned to be ready in 2008.
Discussion: How are the investment costs recovered, in other words who or which airlines are paying? Costs are recovered through the normal charging mechanisms.
- Airports in South Africa

Mr. Carmine Basetti/ACSA presented WP/30 - South African Airport Developments

Mr. Basetti gave an overview of air traffic in Africa. The Central- and Southern parts of Africa handle 43 million ppa. South Africa takes 25 million ppa of which 23 million fly through ACSA airports.
ACSA comprises 7 international airports in SA, with 3.8 million ppa on the trunk route between JNB and CPT. 92 % of the international traffic enters SA via JNB, only 7 % of the traffic flies directly to CPT. This year a growth of 14 to 18 % in traffic has been reported for the 3 major airports in SA.

ACSA and South African Airways established a partnership to further develop and steer air traffic growth.

African leaders recently established a new program, called NEPAD, for sustainable economic development in Africa. The program is driven by new élans “the future of Africa is black” and “we cannot be second for ever”. It is recognized that safety is a determining factor to success.
JNB is building a new pier to accommodate 4 A380. In 2028 the airport is anticipated to handle 40 million pax and 95 mvts/hr are envisaged on a parallel runway system.

CPT

Construction of a rail link from the airport to the city centre is planned. Also the construction of a second, parallel runway is planned, which allows a mid field terminal building.

Durban

Site development for a complete new Durban airport is on the political agenda, although ACSA has a different opinion.

Durban is now developing swiftly into an airport for LCC. Last year traffic increased with 15 %.

- European Airport Operations Overview

Mr. Van der Veldt/IATA presented WP/31 – European Airport Operations Overview

Mr. Van der Veldt/IATA provided an overview of airport operation activities in Europe in which IATA is cooperating with ACI and Eurocontrol aimed at ensuring safe and efficient airport operations whilst making the best use of existing airport infrastructure by means of several projects like Airport Collaborative Decision Making; A-SMGCS and Airport Capacity Enhancement. (See: http://www.eurocontrol.int/airports/ ).
In the last couple of years new runways had come into operation at the airports of MAN, CDG, HEL, ARN, AMS and more to come in BCN (30 Sept 2004) and MAD (2 parallel runways in 2005). ZRH and BRU airport are struggling with either the demise of their home carriers and environmental restrictions imposed by political measures. Parallel runway operations in segregated mode will increase in Europe and ATC at such airports need to be prepared without delay for such operations. Mr. Van der Veldt presented some traffic figures encompassing the period 1988 – 2004. It can be noted that airports have adapted their declared runway capacities with the growth in traffic without building new runways, e.g. AMS went up from 76 mvts/hr until 108 mvts/hr. At the major European airports pax volumes more than doubled in the said period.
7. Airport Security Issues

No Airport Security Issues were reported.

8. New Membership Issue

At the meeting side-line, an informal request was made to the Chairman and Vice Chairman to consider membership of the Airport Operations Unit of Eurocontrol. In the mid nineties a representative of the ECAC Airport Bureau participated in the IIWG meeting. In 1997 the activities of the Airport Bureau was handed over to Eurocontrol. The leadership of IIWG decided to accept this membership on a trial basis.

9. Date and Place of Next Meeting
Mr. Jim Little on behalf of the Airport Authority Hong Kong invited IIWG to convene its 51^st Meeting in Hong Kong in May 2005. Mr. Gervais thanked the Airport Authority of HKG for this kind offer.
10. 50^th Meeting Commemoration

Mr. Udo Woffram/ADV provided a retrospection of 35 years of joint industry efforts to optimize civil aviation (see WP/20 IIWG Memories / Historical Review)

It all started when airlines announced to buy the B747 aircraft. Airports modified their airports hastily to accommodate the Jumbo-jet while there were no appropriate ICAO SARPS existing. At the end of the sixties, the IWG in the USA and the London WG in Europe were formed to work on the accommodation of the B747. Not long after, on 9 September 1970, the IIWG was borne.
For that time it was a totally new forum of communication in which all three partners of the aviation, i.e. aircraft manufactures; airlines and airports, were present.
During its life the IIWG worked on many issues of which some permanent items were/are: Product development info; IATA and Boeing traffic forecast; Support to ICAO SARPS revision and development; aircraft/airport compatibility issues; Environmental issues, including engine design.
IIWG deliverables: NAS 3601 - Manual of Aircraft Characteristics for Airport Planning; CTOL/STOL - Commercial Aircraft Trend document; R&D reports on airfield pavement loading; Trade-off studies on double deck loading; Wing span increase and Engine noise reduction.
Conflict issues: Noise policies; Aircraft performance improvements; Wingspan increase; Baggage handling; Promotion of carry on baggage concepts.
Unresolved projects: ICAO global systems planning; STOL aircraft operations; Airport noise certification; Fog dispersal technologies; Folded wings for NLA; MLS multi-path landing techniques; Wayport concept to manage hubbing.
Mr. Ed Gervais/Boeing followed on with a reminiscence of the introduction of the B747-100 to the world’s airports by means of a movie (see WP/21). Subjects of importance at that time, like runway length requirements, taxiway intersection fillets, jet blast, landing gear design and pavement loading, were very similar to the introduction of the A380 today.

Certificate a.o.

Members of the IIWG received a pencil and a certificate signed by Mr. Rao/ICAO, Mr. O’Brien/IATA, Mr. Powell/BAA and Mr. Gervais/Boeing commemorating the 50^th anniversary of the Meeting. Host ACSA presented Members with special clock bearing the African continent.
11. Adjournment

Mr. Gervais closed the meeting, thanking Members for their contribution, and he thanked the ACSA for the excellent arrangements and generous hospitality throughout the meeting days.

ATTACHMENT A

Attendance List for IIWG/50

18-20 August 2004, Cape Town, Republic of South Africa
1.Edward GERVAIS Chairman Boeing [e-mail]

2.David R. POWELL Vice Chairman BAA [e-mail]

3.Anthony van der VELDT Secretariat IATA [e-mail]

Airports

4. Bongani MASEKO ASCA (Host) [e-mail]

5. Carmine BASSETTI ASCA [e-mail]

6. Bryan THOMPSON ASCA [e-mail]

7. David SCHOULTZ ACSA [e-mail]

8. Kris REDDY ACSA [e-mail]

9. Kobus NEL ACSA [e-mail]

10.Riaan SWANEPOEL ACSA [e-mail]

11.George URIESI ACSA [e-mail]

12.Garry WICKHAM Sydney Airport [e-mail]

13.Koos NOORDELOOS Amsterdam Airport [e-mail]

14.Kiyoshi SAKUMA New Tokyo Intl. [e-mail]

15.Yusuke KATO New Tokyo Intl. [e-mail]

16.Frank HOLLY Washington Airport [e-mail]

17.Richard P. DEITOS Washington Airlines Committee [e-mail]

18.Johann BERNHARD Muenchen Airport [e-mail]
19.Reinhard JIRKOVSKY Vienna Intl. Airport [e-mail]

20.Roger WUTHRICH Geneva Intl. Airport [e-mail]

21.James LITTLE Airport Auth. HKG [e-mail]

22.Jean-Marie CHEVALLIER Aeroports de Paris [e-mail]

23.Udo Wolffram ADV German Airports [e-mail]

ICCAIA

24.Willy Pierre DUPONT AIRBUS [e-mail]

25.Vincent RIVOIRE AIRBUS [e-mail]

26.Jan SCHUMACHER AIRBUS Germany [e-mail]

27.David J. NIELSON BOEING [e-mail]

28.Kaz KONYA BOEING [e-mail]

29.Luiz Sergio CHIESSI EMBRAER [e-mail]

CAA

30.David L. BENNET FAA [e-mail]

31.L.W. NDIWAITA ICAO Nairobi (first day)[e-mail]

Airlines

32. Arturo BENITO Iberia [e-mail]

33. Simon ARTHUR British Airways [e-mail]

34. Christian SCHMITT Lufthansa [e-mail]

APOLOGIES

Airports

David GAMPER ACI - World

Richard MARCHI ACI – North America

Norman WITTEVEEN ACI – North America

Ibramhim ZANTOUT Fraport

Sunil HARMAN San Diego County Regional airport

William SPAETH Washington Airport

Michel MAKHLOUTA Airport Auth. HKG

Jaideep VASWANI Los Angeles World Airports

Aat LINWATTANA BKK Intl. Airport - Don Muang

Raimund BROZAT Fraport

Aircraft and Engine Manufacturers

Richard L. ALTMAN Pratt & Whitney

Alistair COAST-SMITH Rolls-Royce Plc

Pierre BRY SNECMA

Barry MaCKINNON Bombardier – Aerospace

Airlines

John CONLON British Airways

Pethai BOONYAVES Thai Airways International

CAA

George I. LEGARRETA FAA

Michiel VREEDENBURGH ICAO

Brandon CHAPMAN NATS Ltd.

Arun Rao ICAO HQ Montreal

ATTACHMENT B
Presentations
1. Anthony van der Veldt European Action Plan on the Prevention of rwy incursions

2 Dave Powell Airport Development in the UK *

3 Jan Schumacher Capacity and Delay at European Airports *

4 Jan Schumacher Air Traffic Alliance Report *

5 W-P Dupont P.E.P. Status Report

6 Ed Gervais National Airport Pavement Test Update

7 Ed Gervais ACN Update

8 Ed Gervais RJ Wheel Loads Update (for Barry MacKinnon)

9 Kaz Konya Report on ARFF Concerns Regarding Composites

10 W-P Dupont Large / Fast ARFF Vehicles

11 Vincent Rivoire Airbus Product Update

12 Dave Nielson Boeing 7E7 Overview

13 Luiz Chiessi Embraer 170 / 190 Overview

14 Reinhart Jirkovsky Vienna Airport Development

15 Roger Wuthrich Geneva Low Cost Carrier Terminal Proposal

16 W-P Dupont A380 Airport Compatibility Report

17 Christian Schmitt A380 Boarding / Deboarding: An Airline View *

18 W-P Dupont A380 Regulatory Issues Report

19 J-M Chevallier A380 Accommodation at CDG

20 Udo Wolffram IIWG Memories / Historical Review *

21 Ed Gervais Reminiscence: The Introduction of the 747-100 *

22 Jim Little Development Plans at Hong Kong International

23 Willy-Pierre Dupont A380 Wake Vortex Issues

24 Jan Schumacher MOZAIC / CARIBIC / IAGOS Report *

25 Frank Holly Metropolitan Washington Airports Development Plans*

26 Garry Wickham Sydney Airport Briefing

27 Kiyoshi Sakuma Status of Narita Interim Runway *

28 Yusuke Kato Airline Re-Allocation Plan for Narita Airport *

29 Dave Powell London Heathrow - Terminal 5 Development *

30 Carmine Basetti South African Airport Developments *

31 Anthony vander Veldt European Airport Operations Overview*
Presentations marked with an * were not available in printed copy at the meeting but can be requested from the presenter directly, as all presentations can. The IIWG Rule of Thumb is that presenting of papers outside the meeting is dependent on the allowance of the speaker/author.