Southampton 4

P Bradshaw

EDXCW

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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 servicingLift 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

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 TWYRWY to TWY TWY to TWYTWY 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

Pri

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of

Je

t F

ue

l (c

en

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S g

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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

Co

st/ S

eat/

($/

100

0), R

even

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S

eat

Mile

(C

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A/C Seat Cost(1982 US$)

Revenue perSeat Mile (1967US cents * 50)

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The Low-Cost Competition: USA

Figure 1 Operating Cost/ Available Seat Mile; Christenson et al (2004)

131

62

8997

107 98 97

50

US

Air

way

s

JetB

lue

Del

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Am

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an

No

rth

wes

t

Un

ited

Co

nti

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tal

So

thw

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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

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Acc

urac

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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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