airbus ground ops pres

A380 Ground Operations & Environment Briefing for ACI - BNE - Ref. L00PR0404013 - Issue 1

Ground Operations & ServicingGround Operations & ServicingIntroductory briefing to ACIIntroductory briefing to ACIToulouse, 28Toulouse, 28thth May 2004May 2004

Presented by:

Dr. Thilo StilpManager Ground Operations & Env.A380 Programme, BNEJ

A380 Ground Operations & Environment Briefing for ACI - BNE - Ref. L00PR0404013 - Issue 1 Page 2© A

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A380 Key Points for Airports – Ground Operations

• Efficient use of available Ramp Space

90'0 10 20 30 40 50 60 70 80 90

Bridges

Deplaning/Boarding&LPS

LD-3 cargo FWD

LD-3 cargo AFT

Freight

Bulk

Catering @D2R

Catering @D4R

Catering @D1R

Catering @D5R

Catering @D7R

Catering @D9L

Cleaning

Potable Water

Waste Water

Refuelling

Turn-Round Time in minutesA380-800 Baseline1a @ 555 pax - 2 MD bridges & Dedicated Deck Catering

Equipmentpositioning / removal

2

14

31

29

39

0

0

30

21

20

48

2

2 2

37

2118

0 0

22 2 7

1 5

36

4• No increase in stand-blocking time à turnaround time same as B747

• Use of existing Ground Handling and Service Equipment


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Ramp Operational Environment & SafetyObjectives

• To design A380 with and for Airlines:4 through a continuous comprehensive dialogue with airlines and airports;4 to better match airlines’ operating procedures and airports’ constraints;4 to offer the optimum operational capability on ground;

• The A380 can be operated on ground as any aircraft:4 Maneuvering capability on Code E / Group V airports;4 Adaptable Turn-Round Time, comparable to 747, potential for quicker;4 Use of standard Ground Handling & Servicing equipment;4 Aircraft design for airport efficiency;

• Major focus on Ramp safety:4 Human safety taken into account through design process;4 Design features care about reduction of aircraft damage risk.

Objectives for A380 Ground Operations


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Ground Operations & ServicingGround Servicing

Agreed with airlines to ensure access and Agreed with airlines to ensure access and compatibility with existing GSE …compatibility with existing GSE …

GPU PCA

H/P air

Refuel connector Refuel

controlpanel

Potable water Toilet

system

6 14 7 4 3 4

4

1

8

4

3

4

3

7 2

9

1

3

4 3

5

106 14 12

13 11

3 10 11

1 Pressure refuel connectors2 Hydraulic reservoir servicing panel

(reservoir filling and pressurization)3 Engine oil filling4 VF generator oil filling5 Toilet and waste service panel6 Ground electrical power7 Low pressure preconditioned air8 Yellow hydraulic ground connector9 Green hydraulic ground connector10 Potable water service panel11 APU oil filling12 High pressure air engine start13 Refuel / defuel control panel14 Oxygen system

Servicing points location OptimizedServicing points location Optimized


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Main Servicing points & Indicative heightMain Servicing points & Indicative heightss

Assumptions:Assumptions:• Aircraft at 290t (~OWE)• “Conservative” manikin height: 1.63m (1.88m w/t hands extended)

Ground Power: 2741mmGround Power: 2741mm H/P Air: 1939mmH/P Air: 1939mm L/P Air: 2205mmL/P Air: 2205mm Potable Water: 2333mmPotable Water: 2333mm Waste Water: 3505mmWaste Water: 3505mm


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1 Pressure refuel connectors 4 connectors (2 @ each wing) Nominal Block Fuel: 261,200 l (usable fuel 315,289l)Supply pressure @ 40 psi (2.5in Ø)

2 Toilet (waste water) service panel 2,096 l (4in Ø drain valve, 1in Ø rinse couplings)

3 Potable water service panel 1,700 l, optional 2,270 l (3/4in Ø coupling)

4 Ground electrical power 2 x 90kVA up to 4 x 90 kVA (4 connections @ 90kVA each)

5 Low pressure preconditioned air 4 connections @ 1.625 kg/sec eachMax flow rate at 390kg/min (8in Ø)Max output pressure 120mbar (min ≈ 50mbar)

6 High pressure air engine start ≈2.4 kg/sec via 2 connections (@ ≈ 3.2 bars)3 connections available (3in Ø)

11 Pressure refuel connectorsPressure refuel connectors 4 connectors (2 @ each wing) 4 connectors (2 @ each wing) Nominal Block Fuel: 261,200 l (usable fuel 315,289l)Nominal Block Fuel: 261,200 l (usable fuel 315,289l)Supply pressure @ 40 Supply pressure @ 40 psipsi (2.5in (2.5in ØØ))

22 Toilet (waste water) service panelToilet (waste water) service panel 2,096 l2,096 l (4in (4in ØØ drain valve, 1in drain valve, 1in ØØ rinse couplings)rinse couplings)

33 Potable water service panelPotable water service panel 1,700 l, optional 2,270 l 1,700 l, optional 2,270 l (3/4in (3/4in ØØ coupling)coupling)

44 Ground electrical powerGround electrical power 2 x 90kVA up to 4 x 90 2 x 90kVA up to 4 x 90 kVA kVA (4 connections @ 90kVA each)(4 connections @ 90kVA each)

55 Low pressure preconditioned airLow pressure preconditioned air 4 connections 4 connections @ 1.625 kg/sec each@ 1.625 kg/sec eachMax flow rate at 390kg/minMax flow rate at 390kg/min (8in (8in ØØ))Max output pressure 120mbar (min Max output pressure 120mbar (min ≈≈ 50mbar)50mbar)

66 High pressure air engine startHigh pressure air engine start ≈≈2.2.44 kg/seckg/sec via 2 connections (@ via 2 connections (@ ≈≈ 3.2 bars)3.2 bars)3 connections available (3in 3 connections available (3in ØØ))

Ground Servicing RequirementsGround Servicing Requirements(Preliminary Information*)

* Complete information to be available by end of 2004 (to update* Complete information to be available by end of 2004 (to update IATA AHM 904, Ed. ’05)IATA AHM 904, Ed. ’05)


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Ground Operations & Servicing

Baseline Servicing & TurnBaseline Servicing & Turn--round Timeround Time


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Ground Operations & ServicingBaseline Servicing

All ground servicing equipment for baseline A380 servicingAll ground servicing equipment for baseline A380 servicingexist today …exist today …

Upper deck catering vehicleUpper deck catering vehicle üü

Ground Power UnitsGround Power Units üü

Passenger boarding bridgesPassenger boarding bridges

Main deck catering vehiclesMain deck catering vehicles

üü

üü

Lower deck bulk cargo loaderLower deck bulk cargo loader

Lower deck cargo loaderLower deck cargo loader

Main deck cleaning vehiclesMain deck cleaning vehicles üü

üü

üü

Fuel vehiclesFuel vehicles

Lavatory servicingLavatory servicing

Potable water VehiclePotable water Vehicle

Air start unitsAir start units

PrePre--conditioned Airconditioned Air üü

üü

üü

üü

üü

Tow tractorTow tractor üüBaseline Ground Servicing• Main Deck Boarding via M1 & M2• UD Catering at door U1R

Baseline Ground ServicingBaseline Ground Servicing•• Main Deck Boarding via M1 & M2Main Deck Boarding via M1 & M2•• UD Catering at door U1RUD Catering at door U1R


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PaxPax & Cargo & Cargo DoorsDoors

Main Deck servicing similar to existing Main Deck servicing similar to existing widewide--body aircraft …body aircraft …

Indicative* PaxDoor sill heights

B747 MD: ~ 5m A380 MD: ~ 5.1mB747 UD: ~ 7.8m A380 UD: ~ 7.9m

Indicative* Cargo Door sill heights

B747 LD: ~3.1m A380 LD: ~3.1mB747 Bulk: ~3.3m A380 Bulk: ~3.1m

* Depend on CG location & weight

Main deck door 1 & 2 separation comparable to existing aircraft

Aft lower deck cargo door

Bulk cargo door

Forward lower deck cargo door


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A380 cabin architecture promotes 747A380 cabin architecture promotes 747--400 comparable turn400 comparable turn--round times …round times …


Main Deck Boarding/Deplaning…Main Deck Boarding/Deplaning…

Imbalanced door usage: Imbalanced door usage: D1 restrictions and choking of D1 restrictions and choking of

flow to aft cabin due to D2 congestionflow to aft cabin due to D2 congestion

Standard A380 boarding

Standard 747 boarding

Balanced door usage: Balanced door usage: Simultaneous and separate Simultaneous and separate

boarding flowsboarding flows

M1M1 M2M2 ØØ Similar number of passengers aft Similar number of passengers aft of door 2L on both aircraftof door 2L on both aircraft

ØØ Same Same critical pathcritical path and therefore and therefore same boarding/deplaning timessame boarding/deplaning times

D1D1 D2D2

M1M2


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Baseline A380 555 Baseline A380 555 paxpax layout & Servicinglayout & Servicing

UPPER DECKUPPER DECK

U1L

U1R

U2L

U2R

U3L

U3R

CateringCatering

M1L M2L M3L M4L M5L

M1R M2R M3R M4R M5R

MD PassengerMD PassengerBoardingBoarding

MD PassengerMD PassengerBoardingBoarding

CateringCatering

CateringCatering

CateringCatering

MAIN DECKMAIN DECK

M2 Trolley LiftM2 Trolley Lift(to serve U1 Galley)(to serve U1 Galley)

M5 Trolley LiftM5 Trolley Lift(to serve U3 Galley)(to serve U3 Galley)

CleaningCleaning

Cleaning/CateringCleaning/Catering


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Baseline TurnBaseline Turn--round Time (90min)round Time (90min)

90'0 10 20 30 40 50 60 70 80 90

BridgesDeplaning/Boarding&LPS

LD-3 cargo FWD

LD-3 cargo AFT

FreightBulk

Catering @M2R

Catering @M4RCatering @M1R

Catering @M5L

Catering @U1RCatering @U3L

Cleaning

Potable WaterWaste Water

Refuelling

A380-800 Turnaround Time in minutes555 pax standard layout - PBB at M1L and M2L, main and upper (U1R) deck servicing

2

14

31

3236

020

30

21

2048

2

22

37

21180 0

22 27

2036

4

Equipment positioning / removal

Critical Path

Baseline access ensures 747Baseline access ensures 747--400 comparable turn400 comparable turn--round times …round times …


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Comparing the Ramp Environment Comparing the Ramp Environment in 2D …in 2D …

B747B747--400400

More efficient & less congested ramp environment …More efficient & less congested ramp environment … Source: Boeing


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… The Ramp Environment in 3D… The Ramp Environment in 3D… all GH/servicing operations performed in parallel… all GH/servicing operations performed in parallel


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UpperUpper Deck CateringDeck Catering


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Ground Operations & ServicingUpper Deck Catering

• UD catering offers airlines complete cabin layout flexibility with 747-400 comparable turn-round times (TRT);

• Several possibilities to cater A380 UD investigated at early stage

• Clear handler and airline preference to have UD catering based on vehicle based process as for MD Catering

– Vehicles capable of 8m operations are in daily operation today;

– 9m capable vehicles are used for maintenance with translating platforms/cabs

Lufthansa 8m capableSeat change vehicle

9m capable maintenance vehicle with translating platform

Upper Deck catering vehicle combines existing practices and technologies

Current 8m high servicing operations paved the way Current 8m high servicing operations paved the way for upper deck catering …for upper deck catering …


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Ø Investigate vehicle positioning accuracy and interaction with other GSE;

Ø Obtain operational feedbackfrom drivers;Ø Identify and develop training needs;Ø Improve operating procedures and operator safety.

Airbus facilitated six working group meetings held Airbus facilitated six working group meetings held since February 2001since February 2001 & constructed a 1:1 scale & constructed a 1:1 scale MockMock--up in TLS to:up in TLS to:

Participants:Participants:Ø Airlines: AFR, UAE, QFA, SIA, DLH, VIR, MAS Ø Manufacturers: Koegel Kamag, FFG, Doll, Beilhack,

Sovam, UMW, Byron, Bardawil, AMSS, Inutsuka, Smith, Saxon, TLD;

Ø Catering Companies: LSG, Gate Gourmet, Alpha, Cara, Servair, Qantas Flight Catering, Emirates Abela, SATS (SIA);

Ø Other Organisations: ISO, IATA, BAA


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110cm 160cm 110cm

Initial positioning tests, Toulouse, Nov.2003

Initial positioning tests, Toulouse, Nov.2003

Progress:Progress:Ø UD Catering technical feasibility

established;

Ø Initial vehicle positioning tests started in November 2003 using existing vehicles;

Ø Positioning aids (cameras) tested successfully with passive target on aircraft mock-up;

ØØ Desired safety clearances achieved Desired safety clearances achieved between vehicle, aircraft and adjacent between vehicle, aircraft and adjacent GSEsGSEs using basic visual aidsusing basic visual aids;

Ø Two prototype vehicles already tested (Inutsuka & Beilhack); Serial production possible by end of 2004…

ØØ IATA AHM to be updated with new IATA AHM to be updated with new Functional Specifications (AHM 926) for Functional Specifications (AHM 926) for UD Catering Vehicles (Edition 2005)UD Catering Vehicles (Edition 2005)

INUTSUKA prototype UD catering vehicle,

Tokyo, Jan. 04

INUTSUKA prototype UD catering vehicle,

Tokyo, Jan. 04

NoteNote: Manufacturers involved also confirmed that conversion of PRM vehicles for UD access is simple (due to lower payload involved) with single or double scissors …


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Direct Upper Deck AccessDirect Upper Deck Access


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Baseline (Main Deck) AccessBaseline (Main Deck) Access

M3 M4 M5

U1 U2 U3

M1 M2

NorgateNorgate

TEAMTEAM

FMTFMT

FMCFMC

• Baseline boarding/deplaning for the A380 is via doors M1L and M2L on the main deck;

• Depending on aircraft layout and bridge configuration, UD accessmay bring a TRT benefit but mainly serves as a service and service and product differentiator for airports and airlinesproduct differentiator for airports and airlines ;

• Several scenarios exist for access to the UD with the simplest alternative being the upgrading of the second main deck bridge to have an 8m capability;

• Over-the-wing (OTW) bridges serving B747s or single-aisle aircraft and fully automated bridge arrangements already in use;

•• ISO 7718 & 16004 under review to account for UD bridgesISO 7718 & 16004 under review to account for UD bridges

Ground Operations & ServicingUpper Deck Direct Access

SchipholSchiphol


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Alternative ways for Boarding/DeplaningAlternative ways for Boarding/Deplaning

Ground Handling Activities need to Ground Handling Activities need to “catch up” with potentially reduced “catch up” with potentially reduced

TRTsTRTsProduct & Service DifferentiationProduct & Service Differentiation

OTW stands should be used by all OTW stands should be used by all other qualifying wideother qualifying wide--body aircraftbody aircraft

Better stand utilization with OTW Better stand utilization with OTW (increased apron dynamic capacity)(increased apron dynamic capacity)

Terminal processes need to ensure Terminal processes need to ensure absence of bottlenecks internallyabsence of bottlenecks internally

Product & Service Differentiation Product & Service Differentiation for both their customer Airlines & for both their customer Airlines &

passengerspassengers

Cabin Layout & Boarding Cabin Layout & Boarding Procedures have significant impact Procedures have significant impact

to final outcometo final outcome

ChallengesChallengesOpportunitiesOpportunities

Air

po

rts

Air

po

rts

Air

lines

Air

lines

M1/U1

M2/U1

M1/M4/U1OverOver--thethe--wing (OTW) bridgewing (OTW) bridge Direct UD access possible with limited bridge Direct UD access possible with limited bridge upgrading, or other technical solutions …upgrading, or other technical solutions …


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ØØ LHR (T5)LHR (T5)

ØØ BKK IIBKK II

ØØ SIN (T1/T2)SIN (T1/T2)22

ØØ DXB (S2/S3)DXB (S2/S3)22

ØØ CDGCDG

ØØ JNBJNBØØ JFK (T4)JFK (T4)ØØ PVGPVG

ØØ PEKPEKØØ KIXKIXØØ HKGHKG22

Airports with plansAirports with plans 11 for 3for 3--bridge arrangements:bridge arrangements:

Ø Airlines: Virgin, Lufthansa, Singapore, Qatar, Air-France, Emirates, Qantas, Malaysia;

Ø Manufacturers: FMT, FMC, ThyssenKrupp, Indal, TEAM, Norgate, Daewoo Eng, OTIS, Bukaka;

Ø Airports: BAA-LHR, JFK, ATH, ADP-CDG, Fraport, MUC, JED, ICN, DXB, AMS, (BKK);

Ø Other Organisations: CAAS, KTL, IATA, PCI

Airbus facilitated two working groups since June 2003; Airbus facilitated two working groups since June 2003; Parties involved comprise:Parties involved comprise:

1 Based on information provided toAirbus to date (list may not beexhaustive)

2 At EIS

Progress:Progress:Ø Bridge manufacturers have presented design solutions during

the working groups;Ø Technical feasibility of OTW & automated multiple bridge

designs established;Ø Realised benefits depend on cabin configuration and boarding

procedures chosen by airlines;Ø Airport terminal processes & ground handling activities need

to assure absence of potential bottlenecks

NoteNote: UD stair conceptual designs available from some manufacturers


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Pushback/TowingPushback/Towing


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Ground Operations & Servicing4. TowingGround Operations & ServicingPushback/Towing

Ø Airlines:AFR, DLH, SIA and VIR;

Ø Manufacturers:Douglas, Goldhofer, TLD, Schopf, Koegel Kamag, FMC, Bliss Fox;

Ø Other Organisations: ISO and SAE

Progress:Progress:Ø Tractors are already in service that can be ballast up

to 70t, e.g. in FRA

Ø Airbus Towbarless Towing Vehicle Assessment Criteria document is being finalised;

Ø New Towing Fitting category/standard defined and formally published;

ØØ At least three manufacturers will have a production At least three manufacturers will have a production towbarless model ready in 2004 (Douglas, Goldhofer towbarless model ready in 2004 (Douglas, Goldhofer and TLD)and TLD);

Airbus facilitated three working group meetings Airbus facilitated three working group meetings held since December 2001, involving:held since December 2001, involving:

A380 capable tow tractors available …A380 capable tow tractors available …


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Ramp NoiseRamp Noise


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Ground Operations & ServicingRamp Noise

• Recommendations for ramp noise levels defined in ICAO Annex 16, Vol 1, Att C:• The noise levels caused by installed APU & associated aircraft systems used during

normal ground operation should not exceed:4 85dB(A) at cargo and passenger doors and at any servicing location;4 90dB(A) on a rectangle of 20 metres around the aircraft

Rectangle of noise survey measurement positions as per ICAO

20m perimeter


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Anti/DeAnti/De--icingicing


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Ground Operations & ServicingAnti/de-icing

Courtesy of

DeDe--icersicers currently on the market have the reach & currently on the market have the reach & the tank capacity to dethe tank capacity to de--ice the A380 …ice the A380 …

DeDe--icing Vehiclesicing Vehicles

• Tank capacity: 6000, 8000 or 10000 lt.• Overall length: 9.5-11.1m (depending on tank size)


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Ground Operations & ServicingAirplane Characteristics Manual

http://www.airbus.com/product/a380_planning.asphttp://www.airbus.com/product/a380_planning.asp

For more specific Technical Information on For more specific Technical Information on both A3800both A3800--800 & 800 & --800F you may visit:800F you may visit:

… to obtain the full document on… to obtain the full document on“Airplane Characteristics for Airport PlanningAirplane Characteristics for Airport Planning”

(next update of document in June ’04)


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A380 Key Points for Airports –Environment

• Meet most stringent limits for Noise and Emission to allow sustainable growth

Fuentes: Lufthansa, AECMA, Airbus


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Technology for lower noise

• New high by-pass ratio engines

Trent 900 GP7200

EnginesEngines

• Optimisation of high lift systems

• Acoustic treatment of nacelles

Airframe/NacellesAirframe/Nacelles

• Better climb performanceand lower approach speed

• Flight Management System to optimise take-off and noise abatement procedure

PerformancePerformance

Half the noise energy Half the noise energy of a 747of a 747--400400


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A380-800 / Trent 900 Nominal Noise StatusStatus as of October 2003

Significantly lower noise than the 747Significantly lower noise than the 747--400 400

--3db = halving of noise energy3db = halving of noise energy

88

90

92

94

96

98

100

102

104

106

108

Sideline Flyover Approach Londondeparture

Londonarrival

Cumulativevs Stage 4

Nom

inal

noi

se le

vel (

EP

Nd

B)

-22

-20

-18

-16

-14

-12

-10

-8

-6

-4

-2

0

Cu

mu

lati

vev

sst

age

4 (E

PN

dB

)Stage 3

Stage 3Stage 3

QC2 upper limit

QC1 upper limit

QC4 upper limit

Objective

747-400 and 400ER noise bands. All engine variants - based on Type certificate data sheet (TCDS) data.

A380-800 560 t MTOW 386 t MLW, Trent 900 70klb


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A380-800 / GP7200 Nominal Noise StatusStatus as of October 2003

--3db = halving of noise energy3db = halving of noise energy

88

90

92

94

96

98

100

102

104

106

108

Sideline Flyover Approach Londondeparture

Londonarrival

Cumulativevs Stage 4

Nom

inal

noi

se le

vel (

EP

Nd

B)

-22

-20

-18

-16

-14

-12

-10

-8

-6

-4

-2

0

Cu

mu

lati

vev

sst

age

4 (E

PN

dB

)Stage 3

Stage 3Stage 3

QC2 upper limit

QC1 upper limit

QC4 upper limit

Objective

747-400 and 400ER noise bands. All engine variants - based on Type certificate data sheet (TCDS) data.

Significantly lower noise than the 747Significantly lower noise than the 747--400 400 A380-800 560 t MTOW 386 t MLW, GP7200 70klb


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Noise Comparison A380 vs. B747-400

- 11 dB(Limit 304)

n.a.

n.a.

n.a.

A380 vs. Chapter 4

- 21,7 dB(Limit 314)

- 5,0 ... - 13,7 dB297,3 ... 306,0**

292,3CumulativeNoise

- 4,1 dB(Limit 105)

- 10,4 dB(Limit 106)

- 7,2 dB(Limit 103)

A380 vs. Chapter 3

- 1,4 ... - 3,2 dB102,3 ... 104,1**

100,9Approach(EPNdB)

- 1,8 ... - 6,0 dB97,4 ... 101,6**95,6Flyover(EPNdB)

- 2,1 ... - 4,5 dB 97,9 ... 100,3**95,8Sideline(EPNdB)

+ 163 t (+41%)+ 167 Pax (+43%)

396,9 t388 Pax*

560 t555 Pax

Weight

Pax

A380 vs.B747-400

B747-400A380-800 B747-400

MTOW 394t*A380-800MTOW 560t

85dB Noise Contour for take-off at FRAas calculated by Deutsche Lufthansa with input of Boeing and Airbus data for same t/o conditions

© of DLH, 2004Significantly more quiet than B747-400

even with 40% more passengers

*As currently in service at Lufthansa German Airline** current range over various MTOW and engine versions


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A380 acoustic design Low noise operations – Optimised NADP function

• CAEP/5 approved implementation of NADP1 « Close-in » and NADP2 « Distant »

• Non-optimal handling of NADP trajectories is one reason for frequent noise limit infringements

• A380 will have a new automatic flight function to reliably & continuously handle NADP with optimum noise trajectories, taking into account:

4 Ambient conditions4 Airport constraints & areas to be protected4 Actual aircraft parameters


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A380 acoustic design Low noise operations – Optimised NADP1

Maximiseheight

Minimisenoise

Avoid noiseincrease

ClimbFast

Distance from brake release

Noi

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BA)

Hei

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Optimised NADP1

Optimisedthrust

Thrustramp

About 20 km

>2dB benefit relativeto standard NADP1

Standard NADP1


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Better than adopted future ICAO limitationsBetter than adopted future ICAO limitations

A380-800 Emissions Status

0

10

20

30

40

50

60

70

80

90

100

NOx HC CO Smoke

GP 7270Trent 970

% o

f 199

9 IC

AO

An

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16,

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A380 Ground Operations & Environment Briefing for ACI - BNE - Ref. L00PR0404013 - Issue 1

A380 Wake Vortex

A380 / Wake Vortex May 2004

Presented by Dr. Thilo Stilp, Manager Ground Operations & EnvironmentA380 Programme


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Context (1)

• Rectangular wing: wake vortex are air masses drawn into rotation due to the pressure difference between pressure side and suction side of the wing

• Due to the freestream velocity, the vortices organize in vortex tubes

• Wake vortices can be very energetic: vortex strength (circulation) for an aircraft is, to first approximation:

Γ = Mg / (ρUsb) [m2s-1]

Context: what are wake vortices?


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Wake Vortex - From Generation to Encounter

Heavy>136 t

B747

Leading aircraft

Followed by

Heavy Medium Small

0 4 5 6 7Separation, miles

A380

A321

• Current classification of aircraft by MTOW only

• A380 has 36% higher MTOW than B744

Adequacy of current rules must be addressed


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Airbus A380 Wake Vortex Research

4Airbus research activities focussed on:1. development and improvement of tools to understand, predict and characterize wake vortices

– participation to European research programs (EUROWAKE, C-WAKE, AWIATOR…)

– dedictated research programs on CFD, experimental facilities (wind tunnel,catapult, water tank) and LIDAR

2. development of tools and methods to assess safety of separation distances

– flight simulator capabilities developed in European S-Wake Program– dedicated Airbus projects to develop safety assessment methoddolgy


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International A380 Wake Vortex Steering Group

• Application of safe separation standards is the responsibility of the National Air Safety Authorities.

• These authorities need guidance on the adequacy of the currently existing separation standards for the introduction of the A380 into the air traffic system

• In Mid 2003 an International A380 Wake Vortex Steering was formed under the joint chairmanship of the Joint Airworthiness Authorities (JAA) and Eurocontrol4Members: JAA, FAA, ICAO, EUROCONTROL, Airbus4Objective: “Provide information and data supporting findings that

can be used by States to assure the safety of aircraft operations with the A380”


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A380 Wake Vortex Steering Group

VESA

(FAA)

(Airbus)


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ASAT and VESA are parts of a two step approach


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LEADING AIRCRAFT FOLLOWER AIRCRAFTATM SITUATIONWEATHER CONDITIONS

• A/C geometry

• A/C configuration

• Flight conditions

• Cross wind

• Turbulence level

• Shear layers

• ...

• Flight Phase

• Procedures

• Traffic density and spacing

• ...

• A/C Geometry & Configuration


• Flight mode

• Encounter geometry

CHARACTERISTICS OF THE ‘YOUNG’ VORTEX

CHARACTERISTICS OF THE ‘AGED’ VORTEX

ROLL-UP

Vortex Movement

and Aging

1-2min; 3-6NM

SAFETY ASSESSEMENTSAFETY ASSESSEMENT

Wake Vortex - Influencing parameters

More than one parameter affecting Vortex characteristics & safety level of separation distance ….


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Overall methodology as adopted by A380 Wake Vortex SG

Output

• Encounter Severity

VESAInput

• Geographic location (airport)

• Flight phase

• Traffic mix

• Meteorological conditions

• Etc, etc, ….

Data from ASAT-VESA

• Encounter probability

• Encounter conditions (vortex characteristics, encounter geometry, …)

Methodology for A380 wake vortex risk assessment

Combination of ASAT and VESA


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• A/C geometry



• Cross wind


• Shear layers

• ...

• Flight Phase

• Procedures


• ...



• Flight mode




ROLL-UP

Vortex Movement

and Aging

1-2min; 3-6NM




ASAT


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• A/C geometry



• Cross wind


• Shear layers

• ...

• Flight Phase

• Procedures


• ...



• Flight mode




ROLL-UP

Vortex Movement

and Aging

1-2min; 3-6NM




VESAASAT


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A380 Wake Vortex status

• A380 Wake Vortex is currently addressed by International Steering Group (SG)4First time that wake turbulence of a new aircraft is addressed by

independent flight safety experts• SG results will be provided to the National Air Safety Authorities

for guidance on A380 integration into current air traffic system• Airbus actively supports the SG

4research activities have focussed to provide tools and methods for scientific based safety assessment

4Airbus tools selected as part of the overall methodology• Airbus respects the work of the SG but is confident that

investigation will confirm that A380 can safely operate under existing separation rules

airbus ground ops pres

Documents