1. P Bradshaw
EDXCW
Southampton 4

2. 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

3. 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

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

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

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

7. Fuel Costs and Economics

8. Fuel Prices cents/ USG; 1998 – early 2004

9. 2004 – 2005 Jet Fuel Price

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

11. 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%

12. 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)

13. 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%

14. 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

15. Cabin Layout & Comfort

16. Volume/ Space on board BIGGER outside BIGGER inside Push the walls!
+35 % in seating capacity
In 2 distinct cabins (UD & MD)
Usable floor surface :
49% more spacious than
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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