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Southampton 4

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

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Southampton 4

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  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 A388, 2 Bridges , Lift at D1 90 MD servicing A388, 2 Bridges, Lift at D1 or D2 90 +UD catering A388, 3 Bridges, Lift at D1 or D2 80 +UD catering 85 744, 2 Bridges 99 744, 1 Bridge 0 60 120 180 Turn-Round Time (min) 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 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

  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) 131 107 98 97 97 89 62 US Airways 50 Continental United Delta American Northwest Sothwest JetBlue 11% 19% 21% 11% 17% 9% 10.5% 2% 2003 Revenue Average Operating Cost of major airlines=100

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

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

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

  17. This document and all information contained herein is the sole property of AIRBUS UK LTD. No intellectual property rights are granted by the delivery of this document or the disclosure of its content. This document shall not be reproduced or disclosed to a third party without the express written consent of AIRBUS UK LTD. This document and its content shall not be used for any purpose other than that for which it is supplied. The statements made herein do not constitute an offer. They are based on the mentioned assumptions and are expressed in good faith. Where the supporting grounds for these statements are not shown, AIRBUS UK LTD will be pleased to explain the basis thereof.

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