International Industry Working Group (IIWG)
50thMeeting
Cape Town, Republic of South Africa
18-20 August 2004
Draft Final Meeting Report version 12 Nov 2004
1. Opening of Meeting / Adoption of Agenda
Mr. Gervais/Chairman welcomed all 34 participants to the 50th IIWG meeting and offered his thanks to Mr. Maseko and Mr. Bassetti of Airport Company South Africa (ACSA) for organizing the meeting. Mr. Gervais regretted the absence of engine manufacturers. He also expressed his disappointment of the absence of Mr. Norm Witteveen, consultant and nominated representative of a number of US airports on behalf of ACI-North America, whose travel could not be arranged. He also welcomed Mr. Luiz Chiesse/Embraer from Brazil to his first meeting. At an appropriate moment, time will be spent on the commemoration of this “golden” meeting.
Mr. Gervais informed the meeting that Mr. O’Brien/IATA, long time Secretary to the IIWG, had been assigned to other responsibilities in his company and was no longer be able to attend the meetings. Mr. Van der Veldt/IATA stepped in as Acting Secretary to the meeting.
The full list of meeting attendees, as well as apologies, is noted in Attachment A. The list of IIWG/50 Working Papers and/or presentations can be found in Attachment B and are available on request from their presenters.
2. Approval of Report from IIWG/49 (held at IATA HQ in Montreal)
The report was accepted with the following corrections:
See page 6: Mr. Bennett/FAA mentioned that the correct explanation of the term MOS stands for: Modification of Standards.
3. Aircraft and Aero-engine Developments
3.1 Review of Major Characteristics of Current and Future Commercial Aircraft and their impact on Airport Planning and Operations
-Airbus
Mr. Vincent Rivoire/Airbus presented WP/11 - Airbus Product update also available on CD-ROM, containing also Airbus corporate report on environmental issues. He reported the latest info as of 2004 on the Airbus family of aircraft, such as the first delivery of the A340-300E (Enhanced) and of the A330-200E, and the A380 engine flight test on a test bed. Airbus products have now reached a total of 192 customers worldwide. Airbus is reducing the amount of training required to qualify for its fly-by-wire family (incl. A380) by way of the type rating sharing or cross crew qualification, which allows mixed fleet flying, whilst doing differential training.
The first delivery of the A318 took place in 2003. Its version, with PW6000 engines, is expected to have its first flight end of 2004.
The differences between the A319 & 318 are that two fuselage plugs are removed; range of 3250 NM; 107 pax; ground handling: revised cargo doors; turnaround time less than 30 min. Challenging airports operations include short runway operations and steep approaches of 5 degrees at some specific locations.
A340-500/-600: First deliveries in 2002/2003 with 125 aircraft ordered to date. The aircraft has an additional (centre) landing gear, in total 12 wheels (3x4). The aircraft has ultra long-range capabilities. Taxi camera system is optional on –500, standard on -600
A340-300E (Enhanced): contains improvements from A340-500 series. First delivery took place in March 2004. Performance: more hot and high airport capabilities; 100 NM more range and/or additional payload.
A340-600 increased gross weight version: MTOW: 380 ton. First delivery is expected mid 2006, it will bring an additional 500 Nm range or +7t payload. Noise levels have a margin with ICAO Chapter 3. The aircraft has a standard camera system built in as a taxi aid. The ACN levels, compared to the 368t MTOW version, have only increased by about 0.5 count thanks to an optimization of the load distribution on the landing gear posts, resulting from new oleo spring curves.
Future Developments
Airbus future aircraft capability and technology developments are based on a mapping of key driving requirements. Current products are mostly derived from a single concept matching equally these requirements. Conversely, long term capabilities must be able to investigate challenging, “extreme case” sets of requirements. Airbus has defined 4 representative concept champions/market needs, i.e. money buster; pro-active green; pax friendly, value of speed. These concepts are for example focusing the development of capabilities and technologies for V shaped tail, simpler flaps, engine noise shielding and improvements in material technology.
For more technical data, like Aircraft characteristics for Airport Planning, consult (after sign-on process):
Discussion:
Could the A318 operate at the London City airport? Answer: Yes, with some limitations under wet runway conditions. Detailed operations still under discussion with airport authorities, with a flight test program.
What is the long-term view of Airbus of the aviation market? Increasing point to point to the detriment of hub-centered operations? It will be a balanced development with both business concepts living together.
What about the development and future introduction of liquid hydrogen? Did Airbus look into it? Yes, significant investigation run in past years under European research framework programs.
What does an airport friendly, champion aircraft look like? Prime consideration is safety as well as airport compatibility (i.e. offering fast turn around times), but they have also focused on ATM issues.
-Boeing
Mr. Dave Neilson/Boeing presented WP/12 Boeing 7E7 Dreamliner Update and reported that to date 4 airlines had ordered a total of 150 aircraft.
He outlined that the B7E7 aircraft is 13 % lighter; has a 20 % better fuel performance; produces 20 % less carbon dioxide emissions, 35 % fewer NOx emissions and is 60 % quieter than competition aircraft.
The B7E7 is comparable with the B767-300 in a 200 tri-class seats configuration. The B7E7 is part of three family members, i.e. B7E7 SR would have 300 dual class seats and the B7E7 stretch, 250 tri-class seats, creating new non-stop routes and new airport city pairs. The aircraft has a wingspan of about 60 m and is placed within ICAO Code E; it has a length of 55.5 m which is comparable to the B767-300 or A340 –300. Sill heights are slightly higher than the B767, and the aircraft has 8 abreast seating. The cabin is more spacious due to its form, which allows every pax to stow her/his carry-on luggage under the seats.
The B7E7 first flight is planned for early 2007, with certification and delivery in 2008. Its noise contours are significantly reduced when compared to comparable size aircraft due to considerable improvement in engine technology.
He further outlined developments of the B747-cargo Large Cargo Freighter, which will see its upper deck extended (high). The newB757-200version can now be equipped with winglets optional (not standard), which will extend the wingspan by about 3 m. However, the aircraft has no customers yet. The B737 can also be made available for retrofit of similar winglets.
Boeing forecasts are available on the Boeing website at
Discussion: What kind of electrical supply is needed for the B7E7 when served on the ground? It needs 3 90 kVA’s supplies. Mr. Powell/BAA informed that his company is investing in minimum 2 90kVA units. When the APU is u/s then the extra required 90 kVA power may need to be arranged by the aircraft operator or the handling agent.
Would it be possible to show a comparison of B7E7 approach noise footprints similar to the one showed for the take-off phase? This is not ready for publication yet.
What is the trend in checking-in bags? Do we see in the future that all luggage is carried on board by the pax? The demand for big overhead bins is increasing as pax ask for more space.
Mr. Powell explained that London STN (home of LCC EasyJet) was seeing a significant negative impact on the security system process due to increased carry-on bags.
Is the industry looking at retrofitting engines for existing aircraft? Mr. Neilson/Boeing answered that wings are designed to carry specific engines, so it is not reasonable to suppose that other engines can easily be put on the existing wings, without significant wing modifications, which might influence the aircraft performance considerably.
How can one convince the engine manufactures to work on and deliver efficient, less fuel hungry engines? Overall thrust is the driver and not the fuel consumption.
ACTION IIWG/50-1: Mr. Neilson/Boeing is requested to provide clarification on NOx emissions during take-off, cruise and landing for the B7E7 and if possible also approach noise contours for IIWG/51 meeting.
-Embraer
Mr. Luiz Chiesse/Embraer presented WP/13Embraer170 / 190 Product Overview.
Embraer market research revealed a big gap between 70 and 110 seat aircraft in the USA. In Europe this gap is smaller.
Embraer 175 expected: 4Q 2004; Embraer 190: expected 3Q 2005 certification and Embraer 195 expected 2Q 2006.
Embraer 170 will be first delivered to LOT and Alitalia Express; and be certified by the FAA and EASA. 28 aircraft will come into service soon.
The aircraft has a so-called “double bubble” cross sections, which gives a spacious cabin feeling; it has a 4 abreast seating and a large aisle. It also has big overhead bins to carry roll-on bags. The Turn Around Time is shorter than 20 min for all four family members.
The aircraft have digital avionics with central maintenance possibilities, data down-loadable on a laptop.
Airplane characteristics Manual for airport planning is ready and will also become available on the web within a couple of months (3Q 2004).
ACTION IIWG/50-2: Mr. Chiesse/Embraer is requested to inform IIWG of website access location to view the airport planning manuals.
Discussion: What kind of engines is offered? There is only one choice, i.e. GE. Mr. J-M Chevallier/AdP showed interest in obtaining aircraft characteristics for the Embraer 195 for future AdP development.
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.
-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:
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.