1. Southampton 4 P Bradshaw EDXCW

2. © AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. A Versatile X- Section Designed around a comfortable 10 + 8 abreast economy class... Flexible for any configuration 4-10 abreast on the main deck, 4-8 abreast on the upper deck 48.0"72.0" 57.0"27.0" 48.0"20.0" 54.0" 57.0"39.0" 54.0" 23.0" 20.0" 24.0" 42.0"

3. © AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. A380-800 3 class layout

4. © AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Examples of Comfort ‘Standards’ A320:  155.5 inch x-section width  Floor to ceiling height: 85 inch  In cabin baggage bin volume=2 cubic feet per PAX  2.27 x greater freight hold X-sectional area than MD-80.  In 3+3 abreast; 20.7 inch width per PAX, 19 inch wide aisle Boeing 727/ 737/ MD-80:  148 inch x-section width  Floor to ceiling height: 84 inch  In cabin baggage bin volume=1.8 cubic feet per PAX  1.75 x greater freight hold X-sectional area than MD-80.  In 3+3 abreast; 19.7 inch width per PAX, 18 inch wide aisle

5. © AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Where to Start ?

6. © AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Performance & Cost Refine Config Configuration: Size, Position... OK? Design Weights, Engine Size, C Lmax, YesNo Space Allocation (Fuel Volume, LG, Hi-Lift...) Component WeightsAerodynamics ‘Actual’ V ‘Targets’ (  Wing area,  MTOW,..) Initial Cardinal Geometry Minimise Cost The Iterative Design Process Component WeightsAerodynamics

7. © AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Process & Performance There are many entry points to the process – none are right or wrong, but key is teamwork and comms, to ensure efficient running of multiple loops within loops, using shared & common assumptions – discuss & agree. OAD Integration – Component level sizing loops are key: Excellent wing concept on a poor overall aircraft won’t work ! Set up spreadsheets to facilitate quick turnaround of data – get the process right, otherwise you’ll waste time later in the many iterations. Initial focus should concentrate on generating data for trades - studies sensitivities;  Initial ‘guesstimates’ on design weights (MTOW/ OWE/ Fuel/ PL).  Performance evaluation at key points in flight envelope to meet required P-R; –TOFL & BFL –First segment & second segment ROC requirements –ICA – Top of climb thrust available to give 300 fpm ROC margin –Fuel volume calcs for ‘assumed’ aero efficiency & weights Don’t complicate the solution unless absolutely certain its needed.

8. © AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Wing Sizing –Overall economic measures (DOC, COC) can now be assessed (Need FB, variation in a/c cost+profit, maintenance cost, cabin crew, cockpit crew..). At same time develop understanding of component level sizing & links to OAD; Wing planform versus drag & economics;  TR, Span, t/c, S – which gives the best multidisciplinary balance?  Ensure fuel volume requirement + reserves (200 nm diversion, 5% trip fuel allowance, 30 minute hold @ 1500 ft AGL) is met, ideally wholly in wing.  Value of Weight versus Drag in Economics terms – to inboard load or not?  Is aero benefit of elliptical lift distribution more powerful than BM relief due to more inboard position of CoP?

9. © AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Wing Sizing & Integration contd.  Ensure LG leg integration feasibility (NLG, BLG, MLG volume requirements for sensible leg positions & tyre sizes (growth version ?) & numbers ? (ACN – pavement loading). –Greater root chord? –Inner TE kink? –Thicker section @ root? –Gulled wing? (local increase in dihedral at root) –Re-twist at root?  Powerplant position: –+/ - 5 degree disc burst cones for fuel tank boundaries and feeds to engine – assume infinite energy –MLG longitudinal position on NLG collapse to ensure engine clearance.

10. © AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. LG Positioning Ensure wing & LG integration with rest of aircraft;  NLG impact on high speed landing (A/C attitude too nose down on touchdown?) – resolve through body setting angle or more powerful high lift devices.  Tail tip on loading – MLG too far forward.  Wing (& MLG) too far aft – rotation @ T/O may be difficult.  Longitudinal constraints: Tail-scrape on rotation (LG length or longitudinal position/ rear fuselage shape/ ‘strength’ of High Lift Devices)  Lateral constraints: x-wind landing, turnover angle theta < 30 degrees typically  Position NLG & MLG to retain at least 5% MTOW over NLG in static balance about CG, to ensure steering feasibility.

11. © AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Overall Aircraft Concepts……Airbus Examples

12. © AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Shaping the Champions The Flying Truck The Payload Driven The Pro-Green The Value of Speed The Simple Flying Bus

13. © AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. This document and all information contained herein is the sole property of AIRBUS UK LTD. No intellectual property rights are granted by the delivery of this document or the disclosure of its content. This document shall not be reproduced or disclosed to a third party without the express written consent of AIRBUS UK LTD. This document and its content shall not be used for any purpose other than that for which it is supplied. The statements made herein do not constitute an offer. They are based on the mentioned assumptions and are expressed in good faith. Where the supporting grounds for these statements are not shown, AIRBUS UK LTD will be pleased to explain the basis thereof.