Airbus Ground Ops Pres

Presented by:
Dr. Thilo Stilp

Manager Ground Operations & Env.
A380 Programme, BNEJ
Ground Operations & Servicing

Introductory briefing to ACI
Toulouse, 28th May 2004
A380 Ground Operations & Environment Briefing for ACI - BNE - Ref. L00PR0404013 - Issue 1
A380 Key Points for Airports – Ground Operations
• Use of existing
Ground Handling
and Service
Equipment
• Efficient use of available

Ramp Space
Turn-Round Time in minutes
A380-800 Baseline1a @ 555 pax - 2 MD bridges & Dedicated Deck Catering
0 10 20 30 40 50 60 70 80 90
90'
• No increase in stand-blocking
Bridges
2 2
Deplaning/Boarding&LPS
14 2 2 4
LD-3 cargo FWD
31 37
LD-3 cargo AFT
22 2 7
Freight
0 0
Bulk 18 21
time à turnaround time same as

Catering @D2R 29
Catering @D4R
39
Catering @D1R
0
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Catering @D5R
0
Catering @D7R
36
Catering@D9L
1 5
B747
Cleaning
30
PotableWater 21
Waste Water
20
Refuelling Equipment
48
positioning / removal
A380 Ground Operations & Environment Briefing for ACI - BNE - Ref. L00PR0404013 - Issue 1 Page 2
Ramp Operational Environment & Safety
Objectives
Objectives for A380 Ground Operations

• 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.

Ground Servicing
Servicing points location Optimized
6 14 7 4 3 4 3 10 11
PCA Refuel Potable

GPU connector Refuel Toilet
control water
H/P air system
4 3 panel
1
8 Agreed with airlines to ensure access and
4
3
compatibility with existing GSE …
7 2 13 5 11
1 Pressure refuel connectors
2 Hydraulic reservoir servicing panel
(reservoir filling and pressurization)

3 Engine oil filling
4 VF generator oil filling
5 Toilet and waste service panel
6 14 12 10 6 Ground electrical power
4 7 Low pressure preconditioned air
3 8 Yellow hydraulic ground connector
9 Green hydraulic ground connector
9
10 Potable water service panel
1
11 APU oil filling
12 High pressure air engine start
4 3
13 Refuel / defuel control panel
14 Oxygen system
Ground Servicing
Main Servicing points & Indicative heights

heights
Ground Power: 2741mm H/P Air: 1939mm L/P Air: 2205mm Potable Water: 2333mm Waste Water: 3505mm
Assumptions:
• Aircraft at 290t (~OWE)
• “Conservative” manikin height: 1.63m (1.88m w/t hands extended)

Ground Servicing
Ground Servicing Requirements

(Preliminary Information*)
11 Pressure
Pressurerefuel
refuelconnectors
connectors 44connectors
connectors(2
(2@
@each
eachwing)
wing)
Nominal
NominalBlock
BlockFuel:
Fuel:261,200
261,200l l(usable
(usablefuel
fuel315,289l)
315,289l)
Supply
Supplypressure
pressure@@4040psi
psi(2.5in
(2.5inØØ)
)
22 Toilet
Toilet(waste
(wastewater)
water)service
servicepanel
panel 2,096
2,096l l(4in
(4inØØdrain
drainvalve,
valve,1in
1inØØrinse
rinsecouplings)
couplings)
33 Potable water service panel
Potable water service panel 1,700 l, optional 2,270 l
1,700 l, optional 2,270 l (3/4in Øcoupling)
(3/4in Ø coupling)
44 Ground
Groundelectrical
electricalpower
power 22xx90kVA
90kVAup
upto
to44xx90
90kVA
kVA
(4
(4connections
connections@
@90kVA
90kVAeach)
each)
55 Low
Lowpressure
pressurepreconditioned
preconditionedair
air 44connections
connections@
@1.625
1.625kg/sec
kg/seceach
each
Max
Maxflow
flowrate
rateatat390kg/min
390kg/min(8in
(8inØØ)
)
Max
Maxoutput
outputpressure
pressure120mbar (min≈≈50mbar)
120mbar(min 50mbar)
66 High
Highpressure
pressureair
airengine
enginestart
start ≈≈2.4
2.4
2.4 kg/sec
kg/secvia
via22connections (@≈≈3.2
connections(@ 3.2bars)
bars)
33connections
connectionsavailable
available(3in
(3inØØ)
)
* Complete information to be available by end of 2004 (to update IATA AHM 904, Ed. ’05)
Baseline Servicing & Turn-

Turn-round Time

Baseline Servicing
Baseline Ground Servicing
• Main Deck Boarding via M1 & M2 Tow tractor ü
• UD Catering at door U1R Passenger boarding bridges ü
Main deck catering vehicles ü
Upper deck catering vehicle ü
Main deck cleaning vehicles ü
Lower deck cargo loader ü
Lower deck bulk cargo loader ü
Ground Power Units ü
Pre--conditioned Air
Pre ü
Air start units ü

Potable water Vehicle ü
Lavatory servicing ü
Fuel vehicles ü
All ground servicing equipment for baseline A380 servicing

exist today …
Baseline Servicing
Pax & Cargo Doors

Indicative* Pax
Door sill heights
B747 MD: ~ 5m A380 MD: ~ 5.1m
B747 UD: ~ 7.8m A380 UD: ~ 7.9m
Main deck door 1 & 2 separation

comparable to existing aircraft
Indicative* Cargo
Door sill heights
Bulk Aft lower deck Forward lower deck B747 LD: ~3.1m A380 LD: ~3.1m
cargo door cargo door cargo door B747 Bulk: ~3.3m A380 Bulk: ~3.1m
Main Deck servicing similar to existing

* Depend on CG location & weight wide--body aircraft …
wide

Baseline Servicing
Main Deck Boarding/Deplaning…
Standard
A380 boarding
M1 M2 Ø Similar number of passengers aft

Balanced door usage: of door 2L on both aircraft
Simultaneous and separate Ø Same critical path and therefore
boarding flows same boarding/deplaning times
Standard
747 boarding
D1 D2
Imbalanced door usage:

D1 restrictions and choking of

flow to aft cabin due to D2 congestion
M2
M1
A380 cabin architecture promotes 747-

747 -400 comparable turn-
turn-
round times …
Baseline Servicing
Baseline A380 555 pax layout & Servicing

Catering
UPPER DECK
U1R U2R U3R
U1L U2L U3L
Catering M2 Trolley Lift Catering M5 Trolley Lift

Cleaning/Catering
(to serve U1 Galley) (to serve U3 Galley)
MAIN DECK
M1R M2R M3R M4R M5R
M1L M2L M3L M4L M5L
MD Passenger MD Passenger Cleaning Catering

Boarding Boarding

Baseline Servicing
Baseline Turn-
Turn- round Time (90min)
A380-800 Turnaround Time in minutes
555 pax standard layout - PBB at M1L and M2L, main and upper (U1R) deck servicing
0 10 20 30 40 50 60 70 80 90
Bridges 2 2 90'
Deplaning/Boarding&LPS 14 22 4
LD-3 cargo FWD 31 37
LD-3 cargo AFT 22 27
Freight 0 0
Bulk 18 21
Catering @M2R 32
Catering @M4R 36
Catering @M1R 0
Catering @M5L 20 20
Catering @U1R 36
Catering @U3L
Cleaning 30
Potable Water 21 Equipment positioning / removal

Waste Water 20
Refuelling 48
Critical Path
Baseline access ensures 747-

747 -400 comparable turn-
turn- round times …
Baseline Servicing
Comparing the Ramp Environment in 2D …
B747-- 400
B747
Source: Boeing
More efficient & less congested ramp environment …

Baseline Servicing
… The Ramp Environment in 3D

… all GH/servicing operations performed in parallel
Upper Deck Catering


Upper Deck Catering
Lufthansa 8m capable 9m capable maintenance vehicle Upper Deck catering vehicle combines
Seat change vehicle with translating platform existing practices and technologies
• 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
Current 8m high servicing operations paved the way

for upper deck catering …
Upper Deck Catering
Airbus facilitated six working group meetings held

since February 2001 & constructed a 1:1 scale
Mock--up in TLS to:
Mock
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.
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

Upper Deck Catering
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 INUTSUKA
INUTSUKA prototype
prototype
aircraft mock-up; UD
UD catering
catering vehicle,
vehicle,
Tokyo,
Tokyo, Jan.
Jan. 04
04
Ø Desired safety clearances achieved
between vehicle, aircraft and adjacent
GSEs using basic visual aids;
aids
Ø Two prototype vehicles already tested
(Inutsuka & Beilhack); Serial production
possible by end of 2004…

Ø IATA AHM to be updated with new
Functional Specifications (AHM 926) for
UD Catering Vehicles (Edition 2005)
Note Manufacturers involved also confirmed that
Note: 110cm 160cm 110cm
conversion of PRM vehicles for UD access is simple

(due to lower payload involved) with single or double Initial
Initial positioning
positioning tests,
tests,
scissors … Toulouse,
Toulouse, Nov.2003
Nov.2003
Direct Upper Deck Access


Upper Deck Direct Access
FMT
• Baseline boarding/deplaning for the A380 is via doors M1L and
M2L on the main deck;
• Depending on aircraft layout and bridge configuration, UD access
may bring a TRT benefit but mainly serves as a service and
product 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
Norgate
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 bridges TEAM
Baseline (Main Deck) Access

U1 U2 U3 FMC
Schiphol
M1 M2 M3 M4 M5
Alternative ways for Boarding/Deplaning
Opportunities Challenges
Ground Handling Activities need to

“catch up” with potentially reduced
Airlines
TRTs
M2/U1 Product & Service Differentiation
Cabin Layout & Boarding
Procedures have significant impact
to final outcome
Product & Service Differentiation

Terminal processes need to ensure
M1/U1 for both their customer Airlines &
absence of bottlenecks internally
Airports
passengers
Better stand utilization with OTW OTW stands should be used by all
(increased apron dynamic capacity) other qualifying wide-
wide-body aircraft
Over--the
Over the--wing (OTW) bridge M1/M4/U1 Direct UD access possible with limited bridge
upgrading, or other technical solutions …

Airbus facilitated two working groups since June 2003; Airports with plans 1 for 3-
3-
Parties involved comprise: bridge arrangements:
Ø Airlines: Virgin, Lufthansa, Singapore, Qatar, Air-France, Ø LHR (T5)
Emirates, Qantas, Malaysia;
Ø BKK II
Ø Manufacturers: FMT, FMC, ThyssenKrupp, Indal, TEAM,
Norgate, Daewoo Eng, OTIS, Bukaka; Ø SIN (T1/T2)2
Ø Airports: BAA-LHR, JFK, ATH, ADP- CDG, Fraport, MUC, Ø DXB (S2/S3)2
JED, ICN, DXB, AMS, (BKK); Ø CDG
Ø Other Organisations: CAAS, KTL, IATA, PCI
Ø JNB
Progress: Ø JFK (T4)
Ø Bridge manufacturers have presented design solutions during Ø PVG
the working groups; Ø PEK
Ø Technical feasibility of OTW & automated multiple bridge
designs established; Ø KIX

Ø Realised benefits depend on cabin configuration and boarding Ø HKG2
procedures chosen by airlines; 1 Based on information provided to
Ø Airport terminal processes & ground handling activities need Airbus to date (list may not be
to assure absence of potential bottlenecks exhaustive)
2 At EIS
Note: UD stair conceptual designs available from some manufacturers
Note
Pushback/Towing

4. Towing
Pushback/Towing
Airbus facilitated three working group meetings
held since December 2001, involving:
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:
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;
Ø At least three manufacturers will have a production
towbarless model ready in 2004 (Douglas, Goldhofer
and TLD);
TLD)
A380 capable tow tractors available …

Ramp Noise

Ramp 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
20m perimeter
Rectangle of noise survey measurement positions as per ICAO
Anti/De--icing
Anti/De

Anti/de-icing
De--icing Vehicles
De
• Tank capacity: 6000, 8000 or 10000 lt.

Courtesy of
• Overall length: 9.5-11.1m (depending on tank size)
De--icers currently on the market have the reach &

De
the tank capacity to de-
de-ice the A380 …
Airplane Characteristics Manual
For more specific Technical Information on

both A3800-
A3800 -800 & -800F you may visit:
http://www.airbus.com/product/a380_planning.asp
… to obtain the full document on

“Airplane
Airplane Characteristics for Airport Planning”
Planning
(next update of document in June ’04)
A380 Key Points for Airports –Environment
• Meet most stringent

limits for Noise and
Emission to allow
sustainable growth
Fuentes: Lufthansa, AECMA, Airbus
Technology for lower noise
Engines Airframe/Nacelles Performance
Trent 900 GP7200
• New high by-pass ratio • Optimisation of high lift • Better climb performance
engines systems and lower approach
speed
• Acoustic treatment of
nacelles • Flight Management
System to optimise
take-off and noise
abatement procedure
Half the noise energy

of a 747-
747-400
A380-800 / Trent 900 Nominal Noise Status

Status as of October 2003
- 3db = halving of noise energy
108 0
Stage 3 747-400 and 400ER noise bands. All
106 -2
Stage 3 engine variants - based on Type
certificate data sheet (TCDS) data.
104 -4
Stage 3
Cumulative vs stage 4 ( EPNdB)
Nominal noise level ( EPNdB)
-6
102
-8
100 QC4 upper limit
-10
98
QC2 upper limit -12
96
-14
Objective
94 QC1 upper limit -16
92
-18
90 -20
88 -22
Sideline Flyover Approach London London Cumulative
departure arrival vs Stage 4
Significantly lower noise than the 747-

747-400
A380-800 560 t MTOW 386 t MLW, Trent 900 70klb
A380-800 / GP7200 Nominal Noise Status
Status as of October 2003
- 3db = halving of noise energy
108 0
Stage 3 747-400 and 400ER noise bands. All
106 Stage 3 -2
engine variants - based on Type
certificate data sheet (TCDS) data.
-4
104 Stage 3
Cumulative vs stage 4 ( EPNdB)

Nominal noise level ( EPNdB)
-6
102
-8
100 QC4 upper limit
-10
98
QC2 upper limit -12
96
-14
Objective
94 QC1 upper limit -16
92
-18
90 -20
88 -22
Sideline Flyover Approach London London Cumulative
departure arrival vs Stage 4
Significantly lower noise than the 747-

747-400
A380-800 560 t MTOW 386 t MLW, GP7200 70klb
Noise Comparison A380 vs. B747-400

A380- B747-400 A380 vs. A380 vs. A380 vs.
800 B747-400 Chapter 3 Chapter B747-400 A380-800
4 MTOW 394t* MTOW 560t
Weight 560 t 396,9 t + 163 t (+41%)

555 Pax 388 Pax* + 167 Pax
Pax (+43%)
Sideline 95,8 97,9 ... 100,3** - 2,1 ... - 4,5 dB - 7,2 dB n.a.
(Limit 103)
(EPNdB)
Flyover 95,6 97,4 ... 101,6** - 1,8 ... - 6,0 dB - 10,4 dB n.a.
(Limit 106)
(EPNdB)
Approach 100,9 102,3 ... - 1,4 ... - 3,2 dB - 4,1 dB n.a.

104,1** (Limit 105)
(EPNdB)
Cumulative 292,3 297,3 ... - 5,0 ... - 13,7 dB - 21,7 dB - 11 dB

306,0** (Limit 314) (Limit 304)
Noise
*As currently in service at Lufthansa German Airline

** current range over various MTOW and engine versions
© of DLH, 2004
Significantly more quiet than B747-400
85dB Noise Contour for take-off at FRA
even with 40% more passengers as calculated by Deutsche Lufthansa with
input of Boeing and Airbus data for same t/o
conditions
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 conditions
4 Airport constraints & areas to be protected
4 Actual aircraft parameters
A380 acoustic design

Low noise operations – Optimised NADP1
Height
Maximise Minimise Avoid noise Climb

height noise increase Fast
Thrust
Optimised ramp
thrust
About 20 km
Noise (dBA)
>2dB benefit relative

to standard NADP1
Standard NADP1
Optimised NADP1
Distance from brake release

A380-800 Emissions Status
100
90
Vol II Requirement (CAEP4)
% of 1999 ICAO Annex 16,
80
70
60
GP 7270
50
Trent 970
40
30
20
10
0
NOx HC CO Smoke
Better than adopted future ICAO limitations
A380 / Wake Vortex May 2004
Presented by
Dr. Thilo Stilp, Manager Ground Operations & Environment
A380 Programme
A380 Wake Vortex
A380 Ground Operations & Environment Briefing for ACI - BNE - Ref. L00PR0404013 - Issue 1
Context (1)
Context: what are wake vortices?
• 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) [m2 s-1 ]
Wake Vortex - From Generation to Encounter
Followed by
Leading aircraft Heavy Medium Small
Heavy
>136 t
A321
B747
A380
0 4 5 6 7
Separation, miles
• Current classification of aircraft by MTOW only

• A380 has 36% higher MTOW than B744
Adequacy of current rules must be addressed
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
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 Eurocontrol
4Members: JAA, FAA, ICAO, EUROCONTROL, Airbus

4Objective: “Provide information and data supporting findings that
can be used by States to assure the safety of aircraft operations
with the A380”
A380 Wake Vortex Steering Group
(FAA)
VESA
(Airbus)
ASAT and VESA are parts of a two step approach

Wake Vortex - Influencing parameters
More than one parameter affecting Vortex characteristics & safety level of
separation distance ….
LEADING AIRCRAFT WEATHER ATM SITUATION FOLLOWER AIRCRAFT
CONDITIONS
• A/C geometry • Cross wind • Flight Phase • A/C Geometry & Configuration
• A/C configuration • Turbulence level • Procedures • Flight conditions
• Flight conditions • Shear layers • Traffic density and spacing • Flight mode
• ... • ... • Encounter geometry

ROLL-UP SAFETY
SAFETY ASSESSEMENT
ASSESSEMENT
Vortex Movement
CHARACTERISTICS OF CHARACTERISTICS OF
THE ‘YOUNG’ VORTEX and Aging THE ‘AGED’ VORTEX
1-2min; 3-6NM
Overall methodology as adopted by A380 Wake Vortex SG
Methodology for A380 wake vortex risk assessment
Combination of ASAT and VESA
Input Data from Output

• Geographic ASAT-VESA VESA • Encounter
location (airport) • Encounter Severity
probability
• Flight phase
• Encounter
• Traffic mix conditions
(vortex
• Meteorological characteristics,
conditions encounter
geometry, …)
• Etc, etc, ….
CONDITIONS
• A/C configuration
• Flight conditions
• Turbulence level
• Shear layers
ASAT
• Procedures • Flight conditions
• Traffic density and spacing • Flight mode

ROLL-UP SAFETY
SAFETY ASSESSEMENT
ASSESSEMENT
Vortex Movement
1-2min; 3-6NM

CONDITIONS
• A/C configuration
• Turbulence level
• Shear layers
ASAT
• Procedures
VESA
• Traffic density and spacing • Flight mode

ROLL-UP SAFETY
SAFETY ASSESSEMENT
ASSESSEMENT
Vortex Movement
1-2min; 3-6NM
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

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Presented by:

Dr. Thilo Stilp

Ground Operations & Servicing

A380 Key Points for Airports – Ground Operations

• Efficient use of available

time à turnaround time same as

Objectives for A380 Ground Operations

• Major focus on Ramp safety:

Ground Operations & Servicing

Servicing points location Optimized

PCA Refuel Potable

(reservoir filling and pressurization)

Main Servicing points & Indicative heights

Ground Operations & Servicing

Ground Servicing Requirements

Baseline Servicing & Turn-

Ground Operations & Servicing

Main deck catering vehicles ü

Upper deck catering vehicle ü

Main deck cleaning vehicles ü

Lower deck cargo loader ü

Lower deck bulk cargo loader ü

Ground Power Units ü

Air start units ü

Potable water Vehicle ü

All ground servicing equipment for baseline A380 servicing

Pax & Cargo Doors

Main deck door 1 & 2 separation

Main Deck servicing similar to existing

Ground Operations & Servicing

M1 M2 Ø Similar number of passengers aft

Imbalanced door usage:

D1 restrictions and choking of

A380 cabin architecture promotes 747-

Baseline A380 555 pax layout & Servicing

U1L U2L U3L

Catering M2 Trolley Lift Catering M5 Trolley Lift

M1L M2L M3L M4L M5L

MD Passenger MD Passenger Cleaning Catering

Ground Operations & Servicing

Potable Water 21 Equipment positioning / removal

Baseline access ensures 747-

Comparing the Ramp Environment in 2D …

Ground Operations & Servicing

… The Ramp Environment in 3D

Upper Deck Catering

Ground Operations & Servicing

• UD catering offers airlines complete cabin layout flexibility

Current 8m high servicing operations paved the way

Airbus facilitated six working group meetings held

Ø Catering Companies: LSG, Gate Gourmet, Alpha,

Ground Operations & Servicing

possible by end of 2004…

conversion of PRM vehicles for UD access is simple

Direct Upper Deck Access

Ground Operations & Servicing

Baseline (Main Deck) Access

Ground Handling Activities need to

Product & Service Differentiation

Ground Operations & Servicing

designs established; Ø KIX

Ground Operations & Servicing

Ø New Towing Fitting category/standard defined and