International Industry Working Group

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International Industry Working Group (IIWG)
50th Meeting
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-
1
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): www.airbusworld.com
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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 new B757-200 version 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 www.boeing.com.cmo
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
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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/13 Embraer170 / 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.
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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
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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
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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
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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.
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-
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: www.ecac.ceac.org/nla-forum
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.
Localizer LLZ Study
Mr. Dupont also reported that B747 and A310 tests at CDG revealed that the
A380 will not disturb the LLZ course, and as such will not harm airport
operations during low visibility operations.
Jet blast study
Mr. Dupont also reported that studies have revealed that no damage to the
runway edge lights is expected from A380 take-offs at its rotation point.
Discussion: Has the cost of introduction of the A380 at airports become
clear?
It is felt that airports do not typically give an adequate answer to this
question. One can learn that the introduction costs have been a burden to an
airport or it turns out to be a positive investment. The experience at CDG has
been that original costs were estimated to be 220 MEuro where it was below
100 MEuro in reality. At LHR new stands have been built but the cost is really
not entirely attributable to the A380, as these stands will be used by other a/c
as well.
FAA A380 airport studies
Mr. Bennett/FAA reported that studies are going on and results are awaited
from Group V airports A380 taxiway studies. Airports have requested a
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waiver to accept the A380 that has been agreed upon by the FAA. Airports
need to list conditions of such taxi operations, such as dedicated routes to
follow, use of a taxi camera, taxiway centre lights, shoulder width as for group
VI and a speed limit of 15 NM. (See www.faa.gov Engineering Brief (EB)
63). After a 5 years evaluation period the FAA will decide on a change from
the standards, e.g. adapting the speed limit.
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Mr. Chevallier/ADP presented WP/19 - A380 accommodation at CDG
In March 2007 Air France will be delivered its first A380 that will have
reached a number of 13 by 2009. CDG Terminal 1 will have 2 connection
gates + 1 remote stand available for the A380. At CDG 2 (AFR terminals) 5
connection gates + 6 such gates at the new concourse + 2 remote stands. In
the cargo zone 4 possible A380 stands are planned. The A380 will also have
access to the Fedex zone at the airport. Facilities at CDG will be further
expanded for code F aircraft. Extra A380 stands planned for 2012.
Two alternative routes will be provided between each terminal and the
runways. The OFZ will be 135 m (code F) and will not influence existing
clearances. Taxiway upgrades (fillets etc) will be ready in 2006. Orly is
requested to be an alternate A380 airport. Conditions: no widening of rwy
shoulders (based on TSL test); remote parking.
3.4 Other Major Characteristics Matters
CTOL/VTOL Developments
CTOL document containing trends in aircraft design characteristics has been
renamed the Commercial Aircraft Design Characteristics (CADC) Manual,
and is available on the Airbus and Boeing public websites.
Discussion: IIWG members expressed the need to incorporate fuel cell
characteristics in the CADC.
ACTION IIWG/50-5:
Fuel cell to become a new subject
for future IIWG meetings as an
engine manufacturer topic.
4. Environmental/Energy Matters
Mr. Dupont/Airbus presented WP/23 - A380 Wake Vortex Issues
In 2003 an International A380 Wake Vortex Steering Group was created,
residing under JAA and Eurocontrol. The following tasks have been
formulated with the aim to prove that no increased horizontal separation is
required.
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1. Document the methodology used for the determination of current
standards for existing aircraft; 2. Establish risk assessment; 3. Select an
appropriate methodology; 4. Review financing issues and availability of
sufficient resources to carry out the work; 5. Evaluate the A380 in comparison
with other heavy aircraft using the agreed methodology; 6. Report the findings
to JAA and Eurocontrol. (See: www.wakenet.com)
A technical WG has started the evaluation of the A380 Wake Vortex using the
agreed methodology. Results will be presented to the SG by mid 2005 for
final report to ICAO; ICAO ready to publish Guidance Material end of 2005.
Discussion: What has Airbus done (e.g. wind tunnel research) to make the WV
less sensitive? Answer: Airbus has studied empennage and horizontal tail
spans to diminish the effect on wake formation.
Boeing is not included in the WG, although the task force is making reference
to “other heavy aircraft”. Boeing would suggest letting the WG be more of an
industry working group instead of only an Airbus WG. Airbus replied that the
data will be distributed and is willing to invite Boeing to participate if the
company is willing to share their info as openly as possible. Embraer
requested to be invited as well.
-
MOZAIC / CARIBIC / IAGOS Report
Mr. Jan Schumacher/Airbus presented WP/24 - Atmospheric research in
Europe.
MOSAIC: In 1993 Airbus started measurements of ozone and water vapor in
service aircraft. In a second phase NOx and CO were measured. These have
been finished now. The European Commission does not support the project
financially anymore, but data gathering is still taking place from equipped
aircraft and for airlines that want to contribute voluntary.
Data collected from 200 airports, 21000 flights, 162000 hrs of flight from 5
Airbus aircraft (3 DLH, 1 AFR and 1 AUA). 45 % of the data collected from
North Atlantic flights. Interpretations of the collected data appeared difficult
and as a consequence no conclusions could be made.
CARIBIC: This project started in 2003 as a follow up of Mosaic and aimed at
Regular Investigation of the atmosphere Based on an Instrument Container
mounted in Civil Aircraft. Only 1 or 2 flights a month.
IAGIOS: Project Integration of routine Aircraft measurements Into a Global
Observing System. This project starts at the end of 2004 and should run with
more than 10 aircraft and more than 10 years of measurements. Iberia is
supporting with an A340.
-
ICAO environmental issues
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Mr. Arturo Benito/Iberia made a verbal presentation on recent ICAO
environmental meetings and actions, which he attended.
CAEP Meeting, Jan 2004, Montreal: Concluded that there is no need to
review stringency measures. Will work on further review of the Balanced
Approach to limit noise impact around airports. Certification procedure of
aircraft noise under review to simplify certification process and try to achieve
certification measurements.
Mr. Benito reported the continuing threat from European MP’s calling for a
total ban of night flights. As a consequence the European Commission has
ordered a study to consider both the impact of night flights and economic
benefits for the community it will be finished at the end of this year.
Aviation impact on climate change: scheme to be developed for emission
trading.
The Kyoto Protocol was not signed by a sufficient number of states. Emission
trading scheme does not include the transport sector yet. ACI will support the
inclusion of airports/transport in emmisions trading. These subjects are on the
agenda of the Environmental Summit to be held in 2005.
Discussion: Mr. Wolffram/ADV reported that Germany is looking at the
revision of its Air Law and is aimed at protecting people better that live
around or near to airports. It will also include night noise contours instead of
24 hrs noise zones.
ADV and ACI fear more stringent, i.e. 5 dBA lower noise settings required at
airports. ADV/ACI believe that this development will be counter productive to
the anticipated traffic increase. Newly required noise settings will be close to
background noise levels.
Mr. Chevallier/AdP reported about increasing political attention paid in
France to NOx and mentions that some trade off is necessary to make
environmental improvements. NOx emission production at airports is difficult
to prove due to the variety of aircraft performances, e.g. max thrust take-off
etc.
There is a European Directive on emission levels, which is applicable to all
Community airports. The Aviation sector should demonstrate that something
can be done (e.g. introduce incentives) to improve the situation as NOx
quantities will increase from both road and air transport.
What can be done to the fuel itself to reduce the emission of NOx? Hardly
possible, the best way is to burn less fuel.
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Runway De-Icing Issues
No specific reports were presented. However, Mr. Gervais/Boeing reported
that in Northern States of the US the top layer of concrete pavements that are
under constant exposure of de-icing fluids are slowly showing some negative
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impacts. In the next two years research money will be redirected to look at the
reported problems.
5. Airport Technology
5.1 Airport and Systems Capacity – New Developments
- Mr. Anthony Van der Veldt / IATA presented the activities at European
airports in the context of the European Action Plan for the Prevention of
Incursions. (WP/1). To down-load the European Action Plan for the
Prevention of Runway Incursions and runway safety awareness materials he
advised www.eurocontrol.int/eatm/agas/runwayincursions/material.html
He also mentioned the very successful workshop on Low Visibility
Operations held on 21-22 June in Brussels in which 160 persons from airports,
airlines, air navigation service providers, international organizations and
industry
participated.
He
advised
to
look
into
www.eurocontrol.int/eatmp/events/lvp.html where the program and
presentations are to be found.
Discussion: Some members expressed their worry on the perceived gap in
quality of charts available on the flight deck. Mr. Noordeloos/AAS advocated
the need for harmonized and standardized solutions from the established
Local Runway Safety Team at each airport.
Mr. Bennett/FAA endorsed this and made a reference to the USA where
pavement marking proposals have been denied due to its non compliance with
standards.
-
Mr. Mr. Powell/BAA discussed the UK White Paper containing a 30 years
strategy of air transport development in the UK, issued in December 2003
(WP/2). The big capacity issue is in the SE of the UK, where 5 major airports,
STN (north), LHR (west), LGW (south) and Luton (north west) and London
City are located. The number of pax is anticipated at 400 million in 2020 and
500 million in 2030.
White Paper overview: Make best use of existing rwys; Need for two new
rwys in the SE; No strong case for a new hub; New rwy at STN to be
delivered first; New rwy at LHR after STN; Encourage growth of regional
airports.
Stringent environmental conditions and controls; New noise conditions and
controls; Emissions related charges to address Local Air Quality (LAQ);
Climate change addressed by emissions trading.
STN: Intends to operate beyond 50 movements/hr in mixed mode operations
on a single runway and hopefully will achieve 52 to 54 mvts/hr. Max capacity
35 million ppa (single rwy airport); A widely spaced runway configuration
operated in either segregated or mixed mode planned for 2012; limits on the
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size of noise affected area are being imposed. BAA and the Regulator need to
identify a funding framework to ensure its delivery.
LHR: Terminal 5 (T5) is under construction, capacity 30 million pax, and will
be occupied by BA. There is a strong economic case for a parallel rwy at
LHR. The air quality at LHR issue is seen as a grave concern as to the ability
to build a new rwy and the UK government is not confident about meeting the
law standards before 2015. BAA is to develop a consultation process to
increase existing rwy capacity, possibly applying full mixed mode operations
to the existing runways
LGW: is operating at 50 movements/hr and services 30 million pax (2003)
and expected 40 million. There is a strong economic case for rwy
development however the UK government will not overturn the 1979
agreement. If a 2nd parallel runway at LHR is not possible, then a new rwy is
likely at LGW (but after 2019).
Discussion: Why is the White Paper not advocating for a strong second hub?
The consultation process has taken into account all the views of interested
parties.
The Community does not want to have a rwy in the back yard. Major airlines
do not want to see the first investments for a new rwy at STN and opt for LHR
to be further developed without delay.
-
Mr. Schumacher/Airbus presented several papers published by Eurocontrol on
capacity, congestion and delays issues in the ECAC area.
Eurocontrol is forecasting 16 million flights in 2020 in ECAC area and is
advocating a total system capacity approach (gate to gate).
1. (WP/3) Annual CODA report of 2003 reporting En-route delay situation.
Delays have been improved considerably.
2. (WP/4) Performance Review Report (PRR/7) issued April 2004 second
report informs about the ATM performance of Air Navigation Service
Provides in the ECAC area. Delays at airports are increasing relative to
en-route delays.
3. (WP/4) Air Traffic Alliance (ATA) is an integrated team of
representatives of three companies, i.e. EADS, Airbus and Thales, aimed
at 1. (accelerated) implementation of the future ATM system in Europe; 2.
meeting the challenge of a seamless and inter operable air transport
system, bringing together new operational ATM concepts between aircraft
and ground and 3. addressing the need for improved safety; increased
capacity and reduced delays for the global air transport system.
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Discussion: ATA program is available on web site: www.airtrafficalliance.com/ata Mr. Benito/Iberia explained the increasing delays at the
airports caused by repercussions of single events. He also mentioned that the
European Commission is trying to develop a policy in which delays, incurred
by pax, will be compensated by the airlines.
5.2 Airport Pavement Management
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Airbus / LCPC / STBA Pavement Experimental Programme (PEP)
Mr. Dupont/Airbus presented the progress made of the PEP (WP/5) in
Toulouse. Airbus is performing a 5 year program to test rigid and flexible
pavements. The static and fatigue wheel load test configurations of A380 and
B747 undercarriages on dowelled rigid pavements have been finished. Tests
were performed on two sub-grade strengths, i.e. 80 and 25 MN/m3 (just in
between ACN/PCN subgrade category A & B, and B & C strengths).
Interpretation of the experimental results appeared to be difficult due to
environmental effects. Also discontinuities at the slab boundaries contributed
to the interpretation problems of the results. As a consequence a modeling
process is required which has to be validated and calibrated. The final report is
expected at the end of 2004.
Mr. Dupont/Airbus presented the Airbus position on the alpha factor for 4 and
6 wheel main gears following the FAA NAPTF test results. He mentioned that
the 4 wheel alpha factor should not be changed, but a decision for the 6 wheel
alpha factor is still pending.
Some members of the ICAO ACN Study Group endorse a connect between
the 4 and 6 wheel results that lead to an alpha factor .736 or .732, which is
higher than the standing alpha factor of .72.
If the alpha value is set at .726, then this will create no change for ACN values
of the A380 Cargo aircraft. The ACN values for the B777 will increase if the
alpha value is set higher than 0.72.
-
Mr. Edward Gervais/Boeing presented WP/6 - National Airport Pavement
Facility Test (NAPTF) update
Some of the FAA Rigid pavement test sections have showed corner cracking
after 30 to 40 passes. It took a long time to build the test pavement sections in
order to mimic actual airport in-situ situations. Three different test pavements
were loaded by 1200, 4500 and 7500 cycles of dual tandem and triple tandem
loads (55.000 lbs per wheel) so as to observe typical pavement service life.
The cycles caused thin visible cracks. The test result data is being used to
revise FAA multi-layer design and finite-element pavement design, but not for
revising the calculation of ACN values. Most of the test pavements are
lasting longer than the design technique would indicate (they have not fully
failed yet).
14
Discussion : Mr. Wickham/SydneyAirport asked whether the non-failure of the
pavements could be caused due to thermal effects ? The test pavements are all
situated in-doors, however seasonal temperature changes do occur and
temperature is monitored every two hours, but obviously, these conditions do
effect the FAA tests pavement.
-
Mr. Gervais/Boeing presented WP7 – ACN update
Mr. Gervais informed IIWG members about the results of the FAA National
Pavement Test Facility project (costing 50 million USD) concerning the
determination of a six wheeled gear alpha factor for flexible pavements. He
showed that the Pass per Coverage ratio is lower for six wheel gear than for
four wheel gears, and he explained how the subbase material that was used in
the NAPFT has is been determined to be equivalent (for comparison reasons)
to the subbase material of the “original” Multiple Wheel Heavy Gear Load
(MWHGL) pavement tests (which are the basis for the US Corps of Engineers
CBR Method). A conversion factor of between 1.4 and 1.6 was established to
make the subbase materials equivalent. When one plots alpha factor vs
coverages, for the six wheel landing gear using the 1.4 conversion factor, the
alpha factor at 10.000 coverages is 0.72. Based on the results of the FAA
NAPFT, the ICAO ACN Study Group is advising ICAO on the alpha factor
for six wheeled gears. Half of the Study Group members advised on the
retention of an alpha value of 0.72; the other half advised on a higher value,
i.e. 0.736. If no consensus can be reached amongst the ACN SG members, the
ACN SG will be called upon for another meeting.
Discussion:
Mr. Vincent Rivoire/Airbus commented that there is a mix of data between
MWHGL test results and the NAPTF results, and that the discrepancy in the
proposed alpha-factors comes from different interpretations for the
compilation of the huge amount of data collected, not from the quality of the
data themselves. Mr. Rivoire is of the opinion that aircraft manufacturers
want a fair prediction of pavement loading effects, as this is partly influencing
the design, then cost, of the undercarriage. There is a need for new pavement
damage assessment calculation techniques based on multi layered elastic
modeling and capturing main geometrical effects of bogie footprint and they
hope that ICAO in the long term will support development of such new models
for the benefit for everybody.
Mr. Chevallier/AdP appreciated the FAA making the NAPFT results public.
He reminded that the original alpha factor for the six wheeled undercarriages
was set at 0.788 and that the range of values being discussed today (0.72 –
0.736) already reflects a very significant improvement. However, he observed
that the temporary agreed alpha factor of 0.72 adopted in 1995 seems to be
on the optimistic side. He also stated that although no significant damage had
occurred from heavy aircraft with 6 wheeled undercarriages, the real heavy
version (+ 15% MTOW) has started operations in May 2004 only.
15
He hoped that a new system to determine ACN values will be more reliable
and user friendly, and will create a better understanding from among its
users.
According to Mr. Gervais/Boeing ICAO had asked Mr. Dick Alhvin to rewrite
the ICAO pavement design manual with the aim to explain better the
ACN/PCN system methodology.
Garry Wickham/Sydney Airport observed that alpha factor vs coverages
curves seems to flatten beyond 10.000 coverages, indicating that the pavement
design thickness is not effected beyond a certain number of load repetitions.
-
On behalf of Mr. Barry Mackinnon/Bombardier Mr. Gervais/Boeing presented
WP/8 - RJ Wheel Loads Update.
5.3 Aircraft / Loading Bridge Interface Matters/new developments
Mr. Gervais/Boeing reported on the use of over the wing bridges for small
aircraft. The biggest issue on this subject is to lower the risk of wing damage.
5.4 Aircraft Ground Operations – New Developments
No developments were reported.
5.5 Aircraft Dimensions – Impact on Airport Planning -NAS 3601 issues
Aircraft Characteristics Manuals for Airport Planning (standardized following
NAS 3601) are well used and appreciated deliverables from the IIWG.
However there is a need to provide new aircraft data as from the early design
phase so as to bring airports up to speed in their own planning process.
ACTION IIWG/50-6:
Turn pad design to be included in
ICAO Manual
- IIWG members to propose new
aircraft characteristics for
standard reproduction
5.6 Rescue and Fire-Fighting Issues
Mr. Kaz Konya/Boeing presented WP/9 - Report on ARFF Concerns
Regarding Composites.
Composites are fibers embedded in resin material and their use is increasing in
air frame structures. Composites are used due to their significant performance
increase (superior weight and strength gains); lower fuel burn; no material
fatigue and reduced corrosion. Composites are being used in 50 % of the
B7E7 airframe. Mr. Konya reported that composites are fire resistant, selfextinguishing, and retain their strength in heat.
16
Potential hazards from broken/burning composites: Fire fighters need personal
protective equipment (PPE) and a self-contained breathing apparatus (SCBA).
Vapor released is not different from conventional aircraft material.
ARFF measures for composite fire crash: PPE and SCBA currently used at
airport are appropriate. Extinguish fire with foam/water combination.
Summary: There appears to be no new risk from increased use of composite
materials when on fire. Fuel-fed fire and smoke remain the primary dangers
that is similar for all aircraft. Continuing research on all aspects of composites
including ARFF and health effects are underway.
Discussion: Is there a difference between a conventional fuel tank and a
composite fuel tank? Is there any difference in behavior when burst due to
accident? Boeing is not familiar with this issue and will further look into the
question.
ACTION IIWG/50-7:
Boeing to look into possible
different behavior of conventional
/ composite fuel tank when burst
due to heat.
Mr. Dupont/Airbus reports (WP/10) on research made regarding large and
fast fire fighting vehicles. As of 1 Jan 2005 ICAO requires Cat 10 water level
at airports for Code F airplanes. Rescue and Fire Fighting charts for the
A380 will be finalized by the end of 2004. No conclusion could be made yet
on the size and number of vehicles needed for the A380.
ACTION IIWG/50-8:
High speed RFFS vehicles
proposal Mr. Dupont presentation
at IIWG/51.
Mr. Bennett/FAA informed that new standards are being investigated for
water quantities with the aim to align with ICAO classification and standards.
As a consequence this would mean a significant increase in water quantity
over existing FAA index E standards). Mr. Bennett also reported that in this
respect the FAA is far from making any changes due to the public
communications that are required after the special Working Committee has
advised the FAA on this sensitive issue.
6. Other Airport Developments
Members commented on developments at their airport or about their airline, as
follows:
-
Vienna (VIE)
17
Mr. Reinhard Jirkovsky/Vienna Airport presented WP/14 Vienna Airport
Development.
He reported a pax increase of 7 % in 2003 whilst aircraft movements grew by
5.5 %. In 2004 to date the growth figures are 19 and 14 % respectively, which
is mainly due to LCC. VIE forecasts an average pax growth of 4.5 % in 2004.
Actual 12 million ppa with a long term forecast of 20 million in 2020.
Cargo facilities planned to be doubled in the next few years.
A new Control Tower is being built with a height of 109 m, which will come
into full operation in Feb 2005. Investment: 32 MEuro. The total investment
over the period 2004 – 2008 is 722 MEuro. VIE is planning for a 3rd runway
(by 2012), parallel to rwy 11/29 at a distance of 2220 m which allows
independent parallel operations and a mid field terminal. Capacity up to 28
Million ppa with Terminal extension project and two extra piers.
Accommodation is planned for A380 freighters.
Political issues: Mediation procedure compulsory in the search of reasonable
solutions before the start of the runway project. An environmental impact
study is requested as well.
A 16 min train link to the City is in operation and check in procedures can be
done down town.
Discussion: Time distance from main terminal to new terminal can be done
within 30 min transfer time.
-
Geneva (GVA)
Mr. Roger Wuthrich/GVA presented WP/15 Geneva Low Cost Carrier
Terminal
Pax traffic (8 million ppa) at GVA increased by 6 %, which is a remarkable
achievement for a catchment area of 2 million people, but this is influenced by
the LCC Easyjet.
GVA airport is working on introducing a simplified aviation concept at
minimal services to the customers. Today T2 is only used for ski-charter
flights during the winter season. This terminal is now being transformed in
low cost/minimal services, i.e. no escalator, self check-in. Pax need to carry
bags through passport control, and later on, split into cabin bags and lower
deck bags. Pax will follow their own way up by staircase into a waiting room
with shops and restaurants. Pre-embarkment is done without seat numbering.
Discussion: How will disabled pax find their way ? They will stay on the
ground level and join the aircraft from there. However, use can be made of an
escalator. Terminal will offer 8 aircraft stands. Pax will be walking to the
aircraft over the tarmac. However, to avoid pax get lost on the tarmac they
need to be chaperoned? Yes, this is an airline responsibility. Terminal is
heated in winter time but not cooled during the summer. IIWG members asked
18
whether this kind of unusual pax discomfort is helping the airlines to lower
their costs really? LCC are asking for lower charges and this is what is
offered to them in consultation.
De-icing will be done at the gate.
It is only the pax fee that is different for this terminal. Yes, while the landing
fees do not change. The normal fee is 19 SFR pp, with this terminal the fee is
reduced with 5 to 8 SFR pp. IATA does want to see that less charges are
offered to a selected group of airlines, but is of the opinion that less charges
should be introduced for every airline. Decision to go ahead with this new
terminal at GVA has not been taken yet.
Mr. Powell/BAA informed that at STN BAA is monitoring the LCC’s pax flow.
Ryanair does not allocate seat numbering to their pax. This causes pax to go
straight to the aircraft to get a preferable seat and swiftly bypassing the
shops.
Is food selling increasing at STN? No it is not.
-
Frankfurt (FRA)
Mr. Wolffram/ADV provided a verbal outline of Fraport developments.
Fraport entered into a critical phase with respect to the new 4th rwy (only for
landings i.e. approx. 2600 m). The local government introduced a mediation
process, although the law does not require such a process.
Construction approval of the new runway is dependent on the results of a risk
assessment study on 3rd party lives based on the probability that an aircraft
crashes on a chemical factory that is located in the approach area of the new
runway.
Mr. Wolffram/ADV reported that two States have regulations so far, i.e. one is
the UK and one the Netherlands that had developed a methodology for such
kind of risk assessments. In the UK safety areas/contours have been
established around runways/airports. Germany has not yet decided on the
methodology to be followed, although the UK methodology seems to be the
more pragmatic.
Discussion: Mr. Bennett/FAA reported that the FAA tasked MITRE to assess
the risk of an approaching aircraft colliding with a taxiing aircraft
circumnavigating the runway threshold. The FAA is prohibiting any
concentration of people in the vicinity of a runway. The first results of the
report are awaited in September 2004 and it is anticipated that the probability
gets very low.
It was envisaged as a result of such risk assessments runway protection zones
could be changed. Mr. Powell/BAA informed that an airport employee car
park was recently considered to be at a higher risk than a car park for pax at
19
one particular airport, due to a high concentration of airport employees in the
car park during the shift changeover.
ACTION IIWG/50-9:
-
Risk assessment developments
are becoming a routine subject
for future IIWG Agendas.
Hong Kong Chep Lap Kok (HKG)
Mr. James Little/HKG airport presented WP/22 - Development Plans at Hong
Kong International Airport
In 2004 pax growth at HKG is expected to reach 38 million. Mr. Little showed
a break down of aircraft stand utilization by aircraft type.
The need for code C aircraft stands is increasing. Stand occupation peaks
during the early night hours.
HKG will extend its terminal buildings with a new north East pier. A new
north satellite concourse will most likely be connected by bus service since a
tunnel from the main terminal building would disrupt on-going operations and
the engineering costs appear to be expensive.
The decision on these two options has not been taken yet.
HKG has the largest international cargo turn over in the world and shipped
2.7 million tons of cargo in 2003. Additional cargo stand facilities are
planned to reach 5 million tons.
HKG develops the so-called Sky City Master Plan of which phase 1 is
consisting of one exhibition centre, a 14.000 seat (sport) arena and a terminal
building .
HKG is promoting itself through easing the immigration procedures for
people living in the Delta area (main land China) and arriving at the airport
via ferry boat. A new Disneyland facility close to the airport is planned to
open in 2006.
-
Metropolitan Washington Airports Authority
Mr. Frank Holly/MWCA presented WP/25 – Washington Dulles Airport
Developments
Washington Dulles is a hub airport serving 20 million ppa (June 2004 figure)
and is expected to grow until 26 million ppa (forecasted June 2005 figure).
Due to the LCC Independence Air, Dulles will become the 7th busiest airport
in the world. Actually the airport has 3 runways and two new runways are
planned to come into operation soon. Investment program of the airport up to
2009 is 4.7 billion USD.
A major overhaul project of runway 12/30 had just been finalized. The
runway was out of service for 4 months and the pavement base course was
renewed totally.
20
An environmental impact study is required for the planned two new runways,
but little resistance is expected from local residents.
Dulles will be ready to accept the A380. The new runways will have a width
of 45 m, but will have additional shoulder width.
-
Sydney (SYD)
Mr. Garry Wickham/SYD airport presented WP/26 – Sydney airport
briefing
Mr. Wickham/Sydney Airport reported on the National Friction R&D Test
Program (NFTP) in Australia that started early 2003 after encountering
significant friction problems at SYD airport. Although the Australian CAA
(CASA) did not require maintenance friction tests, Sydney airport initiated a
friction program to overcome the reported problems and surprisingly found no
improvements of runway friction characteristics at all after rubber removal.
The frequency of friction testing was increased using various friction
measurement vehicles. The NFTP involves runway friction maintenance tests
and calibration- and harmonization of friction tests.
The goal is to obtain a fair understanding of friction measurement results/data
in order to provide safe runway operations and to be able to take cost effective
measures. Sydney airport is using the Grip tester for friction measurements.
A study into boarding/de-boarding of NLA revealed a preference for 1
bridge connection at the upper deck and 2 at the lower deck. However,
Sydney did not make a decision yet as negotiations on cost recovery continue.
The A380 will make use of a 45 m width runway at SYD consisting of 7,5 m
wide shoulders. In this respect CASA is following the advice of the A380
Aircraft Compatibility Group (AACG) to consider shoulder improvements
only.
Asphalt Pavements - Bitumen R&D.
Mr. Wickham informed IIWG members that asphalt mix design has become a
big issue in Australia due to reported pavement problems. Mr. Gervais/Boeing
explained that one possible cause could be the change in oil crude. In the past
Saudi-Arabian crude was used in asphalt mix design and since this type is not
used any more in pavements, many locales in the USA have shown early
distresses.
-
Narita International Airport (NRT)
Mr. Kiyoshi Sakuma/NRT International airport presented WP/27 – Status of
Narita Interim Runway and Mr. Yusuke Kato/NRT presented WP/28 Airline Re-allocation Plan for Narita Airport.
The Interim runway, open since 2002, only allows 12 mvts/hr (medium type
of aircraft) due the presence of private property in the extended centerline of
the runway. After two years of operation there is a wish to operate B777
aircraft that needs discussion with the surrounding communities. In 2003
NRT has a slot capacity of 200.000 aircraft mvts/year. Since 5 August 2004
21
further ground movement restrictions exist for the B777-300 ER and the
A340-600 aircraft to use rwy 16L/34R due to clearance limitations on taxiway
B.
Terminal challenges
Mr. Kato explained that 66 % of code sharing flights at NRT took place in
different terminals. Solutions were found to relocate alliance and code sharing
partners into the same terminal, which will take place during the summer of
2006, after the reconstruction of T1 south wing. Also T1 and T2 have
different traffic peaks, which were found to create inefficient airport
operations. NRT launched an improvement program striving for balanced
terminal use aimed at alleviation of taxiway operations.
-
London Heathrow T5
Mr. Dave Powell/BAA presented a video (WP/29) of LHR Terminal 5
Construction Developments
T5 is planned to be ready in 2008.
Discussion: How are the investment costs recovered, in other words who or
which airlines are paying? Costs are recovered through the normal charging
mechanisms.
-
Airports in South Africa
Mr. Carmine Basetti/ACSA presented WP/30 - South African Airport
Developments
Mr. Basetti gave an overview of air traffic in Africa. The Central- and
Southern parts of Africa handle 43 million ppa. South Africa takes 25 million
ppa of which 23 million fly through ACSA airports.
ACSA comprises 7 international airports in SA, with 3.8 million ppa on the
trunk route between JNB and CPT. 92 % of the international traffic enters SA
via JNB, only 7 % of the traffic flies directly to CPT. This year a growth of 14
to 18 % in traffic has been reported for the 3 major airports in SA.
ACSA and South African Airways established a partnership to further develop
and steer air traffic growth.
African leaders recently established a new program, called NEPAD, for
sustainable economic development in Africa. The program is driven by new
élans “the future of Africa is black” and “we cannot be second for ever”. It is
recognized that safety is a determining factor to success.
JNB is building a new pier to accommodate 4 A380. In 2028 the airport is
anticipated to handle 40 million pax and 95 mvts/hr are envisaged on a
parallel runway system.
22
CPT
Construction of a rail link from the airport to the city centre is planned. Also
the construction of a second, parallel runway is planned, which allows a mid
field terminal building.
Durban
Site development for a complete new Durban airport is on the political
agenda, although ACSA has a different opinion.
Durban is now developing swiftly into an airport for LCC. Last year traffic
increased with 15 %.
-
European Airport Operations Overview
Mr. Van der Veldt/IATA presented WP/31 – European Airport Operations
Overview
Mr. Van der Veldt/IATA provided an overview of airport operation activities
in Europe in which IATA is cooperating with ACI and Eurocontrol aimed at
ensuring safe and efficient airport operations whilst making the best use of
existing airport infrastructure by means of several projects like Airport
Collaborative Decision Making; A-SMGCS and Airport Capacity
Enhancement. (See: http://www.eurocontrol.int/airports/ ).
In the last couple of years new runways had come into operation at the
airports of MAN, CDG, HEL, ARN, AMS and more to come in BCN (30 Sept
2004) and MAD (2 parallel runways in 2005). ZRH and BRU airport are
struggling with either the demise of their home carriers and environmental
restrictions imposed by political measures. Parallel runway operations in
segregated mode will increase in Europe and ATC at such airports need to be
prepared without delay for such operations. Mr. Van der Veldt presented some
traffic figures encompassing the period 1988 – 2004. It can be noted that
airports have adapted their declared runway capacities with the growth in
traffic without building new runways, e.g. AMS went up from 76 mvts/hr
until 108 mvts/hr. At the major European airports pax volumes more than
doubled in the said period.
7. Airport Security Issues
No Airport Security Issues were reported.
8. New Membership Issue
At the meeting side-line, an informal request was made to the Chairman and
Vice Chairman to consider membership of the Airport Operations Unit of
Eurocontrol. In the mid nineties a representative of the ECAC Airport Bureau
participated in the IIWG meeting. In 1997 the activities of the Airport Bureau
was handed over to Eurocontrol. The leadership of IIWG decided to accept
this membership on a trial basis.
9. Date and Place of Next Meeting
23
Mr. Jim Little on behalf of the Airport Authority Hong Kong invited IIWG to
convene its 51st Meeting in Hong Kong in May 2005. Mr. Gervais thanked
the Airport Authority of HKG for this kind offer.
10. 50th Meeting Commemoration
Mr. Udo Woffram/ADV provided a retrospection of 35 years of joint industry
efforts to optimize civil aviation (see WP/20 IIWG Memories / Historical
Review)
It all started when airlines announced to buy the B747 aircraft. Airports
modified their airports hastily to accommodate the Jumbo-jet while there were
no appropriate ICAO SARPS existing. At the end of the sixties, the IWG in
the USA and the London WG in Europe were formed to work on the
accommodation of the B747. Not long after, on 9 September 1970, the IIWG
was borne.
For that time it was a totally new forum of communication in which all three
partners of the aviation, i.e. aircraft manufactures; airlines and airports, were
present.
During its life the IIWG worked on many issues of which some permanent
items were/are: Product development info; IATA and Boeing traffic forecast;
Support to ICAO SARPS revision and development; aircraft/airport
compatibility issues; Environmental issues, including engine design.
IIWG deliverables: NAS 3601 - Manual of Aircraft Characteristics for
Airport Planning; CTOL/STOL - Commercial Aircraft Trend document; R&D
reports on airfield pavement loading; Trade-off studies on double deck
loading; Wing span increase and Engine noise reduction.
Conflict issues: Noise policies; Aircraft performance improvements;
Wingspan increase; Baggage handling; Promotion of carry on baggage
concepts.
Unresolved projects: ICAO global systems planning; STOL aircraft
operations; Airport noise certification; Fog dispersal technologies; Folded
wings for NLA; MLS multi-path landing techniques; Wayport concept to
manage hubbing.
Mr. Ed Gervais/Boeing followed on with a reminiscence of the introduction of
the B747-100 to the world’s airports by means of a movie (see WP/21).
Subjects of importance at that time, like runway length requirements, taxiway
intersection fillets, jet blast, landing gear design and pavement loading, were
very similar to the introduction of the A380 today.
Certificate a.o.
24
Members of the IIWG received a pencil and a certificate signed by Mr.
Rao/ICAO, Mr. O’Brien/IATA, Mr. Powell/BAA and Mr. Gervais/Boeing
commemorating the 50th anniversary of the Meeting. Host ACSA presented
Members with special clock bearing the African continent.
11. Adjournment
Mr. Gervais closed the meeting, thanking Members for their contribution, and
he thanked the ACSA for the excellent arrangements and generous hospitality
throughout the meeting days.
25
ATTACHMENT A
Attendance List for IIWG/50
18-20 August 2004, Cape Town, Republic of South Africa
1.Edward GERVAIS
2.David R. POWELL
3.Anthony van der VELDT
Chairman
Boeing Edward.Gervais@boeing.com
Vice Chairman BAA Dave_Powell@baa.com
Secretariat
IATA Vandervela@iata.org
Airports
4. Bongani MASEKO
5. Carmine BASSETTI
6. Bryan THOMPSON
7. David SCHOULTZ
8. Kris REDDY
9. Kobus NEL
10.Riaan SWANEPOEL
11.George URIESI
ASCA (Host)
ASCA
ASCA
ACSA
ACSA
ACSA
ACSA
ACSA
12.Garry WICKHAM
13.Koos NOORDELOOS
14.Kiyoshi SAKUMA
15.Yusuke KATO
16.Frank HOLLY
17.Richard P. DEITOS
18.Johann BERNHARD
Sydney Airport
Garry.wickham@syd.com.au
Amsterdam Airport
Noordeloos@schiphol.nl
New Tokyo Intl. AirportKi-sakuma@naa.jp
New Tokyo Intl. AirportYu-kato@naa.jp
Washington Airport Auth.Frank.holly@mwaa.com
Washington Airlines Committee Dick.DeiTos@mwaa.com
Muenchen Airport GmbHjohann.Bernhard@munich-airport.de
19.Reinhard JIRKOVSKY
20.Roger WUTHRICH
21.James LITTLE
22.Jean-Marie CHEVALLIER
23.Udo Wolffram
Vienna Intl. Airport
Geneva Intl. Airport
Airport Auth. HKG
Aeroports de Paris
ADV German Airports
r.jirkovsky@viennaairport.com
ICCAIA
24.Willy Pierre DUPONT
25.Vincent RIVOIRE
26.Jan SCHUMACHER
27.David J. NIELSON
28.Kaz KONYA
29.Luiz Sergio CHIESSI
AIRBUS
AIRBUS
AIRBUS Germany
BOEING
BOEING
EMBRAER
Willy-Pierre.Dupont@airbus.com
CAA
30.David L. BENNET
31.L.W. NDIWAITA
FAA
david.Bennett@faa.gov
ICAO Nairobi (first day)Icao@icao.unon.org
Airlines
32. Arturo BENITO
33. Simon ARTHUR
34. Christian SCHMITT
Iberia
British Airways
Lufthansa
Bongani@airports.co.za
Carmine@airports.co.za
Bryant@airports.co.za
Davids@airports.co.za
Kris@airports.co.za
Kobus@airports.co.za
Riaans@airports.co.za
Georgeu@airports.co.za
roger.wuthrich@gva.ch
littlej@hkairport.com
Jean-marie.chavallier@adp.fr
Wolffram@adv-net.org
Vincent.rivoire@airbus.com
jan.Schumacher@airbus.com
david.j.nielson@boeing.com
kaz.konya@boeing.com
lchiessi@embraer.com.br
abenito@iberia.es
simon.r.Arthur@britishairways.com
Christian.Schmitt@dlh.de
26
APOLOGIES
Airports
David GAMPER
Richard MARCHI
Norman WITTEVEEN
Ibramhim ZANTOUT
Sunil HARMAN
William SPAETH
Michel MAKHLOUTA
Jaideep VASWANI
Aat LINWATTANA
Raimund BROZAT
ACI - World
ACI – North America
ACI – North America
Fraport
San Diego County Regional airport
Washington Airport
Airport Auth. HKG
Los Angeles World Airports
BKK Intl. Airport - Don Muang
Fraport
Aircraft and Engine Manufacturers
Richard L. ALTMAN
Pratt & Whitney
Alistair COAST-SMITH
Rolls-Royce Plc
Pierre BRY
SNECMA
Barry MaCKINNON
Bombardier – Aerospace
Airlines
John CONLON
Pethai BOONYAVES
British Airways
Thai Airways International
CAA
George I. LEGARRETA
Michiel VREEDENBURGH
Brandon CHAPMAN
Arun Rao
FAA
ICAO
NATS Ltd.
ICAO HQ Montreal
27
ATTACHMENT B
Presentations
1. Anthony van der Veldt
European Action Plan on the Prevention of rwy
incursions
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
Airport Development in the UK *
Capacity and Delay at European Airports *
Air Traffic Alliance Report *
P.E.P. Status Report
National Airport Pavement Test Update
ACN Update
RJ Wheel Loads Update (for Barry MacKinnon)
Report on ARFF Concerns Regarding Composites
Large / Fast ARFF Vehicles
Airbus Product Update
Boeing 7E7 Overview
Embraer 170 / 190 Overview
Vienna Airport Development
Geneva Low Cost Carrier Terminal Proposal
A380 Airport Compatibility Report
A380 Boarding / Deboarding: An Airline View *
A380 Regulatory Issues Report
A380 Accommodation at CDG
IIWG Memories / Historical Review *
Reminiscence: The Introduction of the 747-100 *
Development Plans at Hong Kong International
A380 Wake Vortex Issues
MOZAIC / CARIBIC / IAGOS Report *
Metropolitan Washington Airports Development Plans*
Sydney Airport Briefing
Status of Narita Interim Runway *
Airline Re-Allocation Plan for Narita Airport *
London Heathrow - Terminal 5 Development *
South African Airport Developments *
European Airport Operations Overview*
Dave Powell
Jan Schumacher
Jan Schumacher
W-P Dupont
Ed Gervais
Ed Gervais
Ed Gervais
Kaz Konya
W-P Dupont
Vincent Rivoire
Dave Nielson
Luiz Chiessi
Reinhart Jirkovsky
Roger Wuthrich
W-P Dupont
Christian Schmitt
W-P Dupont
J-M Chevallier
Udo Wolffram
Ed Gervais
Jim Little
Willy-Pierre Dupont
Jan Schumacher
Frank Holly
Garry Wickham
Kiyoshi Sakuma
Yusuke Kato
Dave Powell
Carmine Basetti
Anthony vander Veldt
Presentations marked with an * were not available in printed copy at the meeting but can be
requested from the presenter directly, as all presentations can. The IIWG Rule of Thumb is that
presenting of papers outside the meeting is dependent on the allowance of the speaker/author.
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