Southampton 4

P BradshawEDXCW

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Low Cost Operator TRT (Hub vs. Destination)

Data for many different airports and airlines available for analysis

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

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A380 Turn Around Times comparable with B747

Turn-Round Time (min)

99

85

80

90

90

0 60 120 180

744, 1 Bridge

744, 2 Bridges

A388, 3 Bridges, +UD catering

A388, 2 Bridges, +UD catering

A388, 2 Bridges , MD servicing Lift at D1

Lift at D1 or D2

Lift at D1 or D2

Turn-round time V ramp scenario and lift positions

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Conventional oversteering

Belly and fin cameras improve accuracy

Pilot’s view better than B747

Camera Display

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Assumptions:FAA Group VI RunwayNo differential thrustNo differential brakingMain Gear axle/bogie steeringNose Gear effective turn angle 63°

U-Turn Width

Comparison:747-400 = 48.8 m - 160 ft777-300 = 56.8 m - 180 ft

• U-turn width = 56.5 m

• A380 compatible with Group V and VI turns

• A380 manoeuvrability similar to 777-300

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RWY to TWY TWY to TWY

Manoeuvres on Group V airports

Oversteering allows 90° turns on Group V airports

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Fuel Costs and Economics

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Fuel Prices cents/ USG; 1998 – early 2004

Variation in Price of Jet Fuel

0

20

40

60

80

100

120

140

Oct-98 Apr-99 Nov-99 May-00 Dec-00 Jun-01 Jan-02 Aug-02 Feb-03 Sep-03 Mar-04

Date

Pric

e of

Jet

Fue

l (ce

nts/

US

gal)

Exel ATA Dom ATA Int unknown

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2004 – 2005 Jet Fuel Price

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

Airline Revenue & Aircraft Cost, 1974 - 2001

0

50

100

150

200

250

Year

A/C

Cos

t/ Se

at/ (

$/ 1

000)

, Rev

enue

/ Se

at M

ile (C

ents

x 5

0)

A/C Seat Cost(1982 US$)

Revenue perSeat Mile (1967US cents * 50)

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The Low-Cost Competition: USAFigure 1 Operating Cost/ Available Seat Mile; Christenson et al (2004)

131

62

8997

107 98 97

50

US

Airw

ays

JetB

lue

Del

ta

Am

eric

an

Nor

thw

est

Uni

ted

Con

tinen

tal

Soth

wes

t

Average Operating Cost of major airlines=100 2003 Revenue

11% 21%19% 10.5%9%17%11% 2%

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Accuracy Mismatch Between Parameters – Scanlan et al (2002), & Hirt (1976)

Par

amet

er

Acc

urac

y

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 MethodsHirt’s Gap (1976)

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Direct Operating Cost – Typical Breakdown

fuel cost23%

flight crew cost24%

capital cost29%

insurance4%

maintenance cost11%navigation

charges7%

landing fees2%

Missions for Analysis:

-Design Mission P-R (Size)

-DOC Study Mission is average P-R

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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 weightCovers approx 45% - 50% wing weightFLE & Moveables approx 5% - 10%FTE & Movables approx 15% - 20%

• Disk burst: All subject to rational analysis to decrease cone size if possible;

Turbine blades: +/- 15ºCompressor blades:

– 1/3rd of a disk; +/ - 3 º– Intermediate fragment; +/ - 5 º

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Cabin Layout & Comfort

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Volume/ Space on board

BIGGER outside

BIGGER inside

747-400747-400+35 % in seating capacityIn 2 distinct cabins (UD & MD)Usable floor surface :49% more spacious than 747-400

Two ultra-wide cabins for superior comfort and versatility

160’’160’’

241’’241’’

233’’Wide-body

259’’Wide-body

Push the walls!Full flexibility and widebody comfort on all decks

21st Century comfort

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