P Bradshaw EDXCW Southampton 4

Low Cost Operator TRT (Hub vs. Destination) TRT process TRT –time in between „blocks on“ and „blocks off“ Passenger deplaning/ boarding Cargo unloading/ loading Refuelling process Catering Cabin Cleaning Freshwater service Lavatory water service Inspection/ maintenance Security check Deicing Data for many different airports and airlines available for analysis

A380 Turn Around Times comparable with B747 Turn-Round Time (min) 99 85 80 90 60 120 180 744, 1 Bridge 744, 2 Bridges A388, 3 Bridges, +UD catering A388, 2 Bridges, A388, 2 Bridges , MD servicing Lift at D1 Lift at D1 or D2 Turn around with a door 2 trolley lift and only main deck access for boarding, deplaning and catering has been removed for this audience – it is 123 minutes and is available from the web on the airport planning manual. If an operator were to expect normally to need to turn around without upper deck catering access in a TRT critical environment, we would recommend a layout with door 1 trolley lift. 744 TRT is limited by the large numbers of passengers using door 2 – all business and all economy – together with the need to cater a large galley block at door 2 and to exchange trolleys with upper deck galley via trolley lift which is also at door 2. Turn-round time V ramp scenario and lift positions

Camera Display Conventional oversteering Belly and fin cameras improve accuracy Pilot’s view better than B747

U-Turn Width U-turn width = 56.5 m A380 compatible with Group V and VI turns A380 manoeuvrability similar to 777-300 Assumptions: FAA Group VI Runway No differential thrust No differential braking Main Gear axle/bogie steering Nose Gear effective turn angle 63° Comparison: 747-400 = 48.8 m - 160 ft 777-300 = 56.8 m - 180 ft

Manoeuvres on Group V airports RWY to TWY TWY to TWY Oversteering allows 90° turns on Group V airports

Fuel Costs and Economics

Fuel Prices cents/ USG; 1998 – early 2004

2004 – 2005 Jet Fuel Price

Airline Revenue & Airline Operating Cost; 1974 – 2001 (Evans & Gibson)

The Low-Cost Competition: USA Figure 1 Operating Cost/ Available Seat Mile; Christenson et al (2004) 131 62 89 97 107 98 50 US Airways JetBlue Delta American Northwest United Continental Sothwest Average Operating Cost of major airlines=100 2003 Revenue 11% 21% 19% 10.5% 9% 17% 2%

Level of Product Definition Accuracy Mismatch Between Parameters – Scanlan et al (2002), & Hirt (1976) Parameter Accuracy Level of Product Definition 100 % Abstract 0 % Detailed Aerodynamic Performance Structural Performance Manufacturing Cost Accuracy gap for a given level of definition, from Manufacturing cost to Structural & Aerodynamic perfomance Typically simple parametric methods used Detailed Costing Methods Hirt’s Gap (1976)

Direct Operating Cost – Typical Breakdown Missions for Analysis: Design Mission P-R (Size) DOC Study Mission is average P-R fuel cost 23% flight crew cost 24% capital cost 29% insurance 4% maintenance 11% navigation charges 7% landing fees 2%

Some Sanity Checks Effect of Engine wear: Equivalent to 4 – 6% FB increase. Weights: (To check Niu/ Raymer/ Roskam/ Shevell/ Torenbeek) Covers Weight  W/S, b3, c/t, /  Top Cover: 7000 srs Al (550 Mpa FTU) Bottom Cover: 2000 srs Al (300 MPa FTU) with fatigue reduction. Ribs & Spars approx 25% wing weight Covers approx 45% - 50% wing weight FLE & Moveables approx 5% - 10% FTE & Movables approx 15% - 20% Disk burst: All subject to rational analysis to decrease cone size if possible; Turbine blades: +/- 15º Compressor blades: 1/3rd of a disk; +/ - 3 º Intermediate fragment; +/ - 5 º

Cabin Layout & Comfort

Volume/ Space on board BIGGER outside BIGGER inside Push the walls! 747-400 +35 % in seating capacity In 2 distinct cabins (UD & MD) Usable floor surface : 49% more spacious than 747-400 BIGGER inside 233’’ Wide-body 259’’ 160’’ Two ultra-wide cabins for superior comfort and versatility 241’’ Push the walls! Full flexibility and widebody comfort on all decks 21st Century comfort

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