THE AIRBUS

way

E N V I R O N M E N T

Contents

Contents
1 AIRBUS COMMITMENTS
CEO statement Corporate Policy on Environment, Health, Safety (EHS)

1
1 2

EXECUTIVE SUMMARY ABOUT AIRBUS 2 CARING ABOUT ENVIRONMENT, HEALTH AND SAFETY
Implementing an efficient organisation Developing sound Management Systems Innovating throughout the life cycle of the product Dialogue with stakeholders

4 6 9
10 11 14 17

MANUFACTURING SITES PERFORMANCE

Manufacturing activities Saving natural resources Energy Water Reducing pollutants release Air emissions Water discharge Waste management

19
20 22 22 23 24 24 26 27

PRODUCT PERFORMANCE
Regulations Noise Emissions Cabin comfort

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30 32 34 36

GLOSSARY

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Airbus commitments

Part 1

Airbus commitments
CEO statement

Our desire to communicate publicly on the challenges we face stem from a strong and longstanding commitment to addressing EHS issues effectively.

Nol Forgeard Airbus President and Chief Executive Officer

P A G E

Welcome to Airbus first Environment, Health and Safety (EHS) report, which we are proud to issue just one year after Airbus incorporation as a single unified company in July 2001. Over the years, Airbus has continuously improved its EHS performance through research into new processes, materials and technologies and by designing aircraft that minimise their environmental impact over their entire life cycle. We have also strived to continuously reduce the impact of our manufacturing activities and have long supported ICAO wholeheartedly in defining the international legal framework for air transport. Our desire to begin communicating publicly on the challenges we face in this area stem from this strong and long-standing commitment to addressing EHS issues effectively. Since the incorporation of Airbus in 2001, we have taken a number of actions to streamline and consolidate EHS activities to enhance our performance still further. We have established a single and comprehensive EHS policy and we have set up an environmental affairs department at corporate level to enforce this policy and manage EHS issues with human resources more efficiently. We have also identified and harmonised best practices on a company-wide basis and we have begun to collect and consolidate data from our activities all over the world, identifying key environmental indicators, measuring our performance and setting targets for the future. Nonetheless, this is just the beginning of an ongoing process to which we are committed. And, as we progress, we will be broadening the scope of our reporting in future editions of this document. Airbus products form the backbone of a highly efficient public transport system that supports the global economy, generating social and economic welfare worldwide. The most recent and eloquent example of this is our all-new double-deck A380, an aircraft capable of carrying about twice as many passengers as the A340 one of the most environmentally friendly aircraft on the market for an even lower environmental impact. Incorporating all the latest advances, the A380 will constitute a technology platform for all future aircraft and will go a long way to solving increased air traffic congestion while answering the demand for mobility. Indeed, the air transport industry as a whole has a collective responsibility to research, develop and promote all actions which minimise its impact on the environment and ensure a sustainable future for all stakeholders. I believe that Airbus has every reason to be proud of its achievements in this area so far, and I have no doubt that we will have every reason to take pride in our future contribution to this common goal.

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Airbus commitments

Corporate Policy on Environment, Health, Safety

EHS

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Preamble
Airbus existence directly depends on its economic results and on the continuous improvement of its performance in all fields. Mental and physical health, occupational safety and the respect of the environment are integral parts of Airbus fundamental performance. Airbus maintains a commitment towards sustainable development through the involvement and contribution of all stakeholders, the continuous optimisation of its product portfolio, and the establishment of advanced formal management systems for EHS.

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, Commitments
We go beyond the mere fulfilment of legal obligations and are committed to the continuous improvement of our performance in all areas of EHS. We endeavour to evaluate the impact and risk of every aspect of our activities and products on EHS. We set targets for EHS improvements and measure achievements in order to continually improve our performance and face future challenges by all reasonably practical means. We research, develop and promote innovative solutions with the aim of improving our EHS performance over all phases of the product life cycle for the benefit of all our stakeholders. We promote and uphold a high level of care for the health and well-being of our employees and we involve our employees and staff representatives in the layout of their workplaces and other EHS activities. We design work systems, products and services according to health, safety, ergonomics and environmental requirements in all phases of the product life cycle. We assess potential actions for improvement and engage in appropriate legislative review processes and actively participate in stakeholder forums. We make our stakeholders and the public aware of our EHS Policy and provide comprehensive information about the protection of EHS. We provide our employees with appropriate training. We foster an EHS culture and encourage personal initiatives. Our subcontractors and suppliers commitment to respecting this Airbus Policy is a relevant criterion for their selection. The involvement of all employees, not only the management, in the adoption and implementation of this Policy, is an important criterion in the evaluation of individual performance and results.
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, Implementation
All Airbus Functions, National Entities and Subsidiaries are responsible for the consistent implementation of this Policy. They guarantee the establishment of appropriate implementation directives and the availability of the necessary resources, especially with regard to personnel and the suitability of their skills for the job. Periodic assessments will be performed on a worldwide basis to monitor the implementation of the EHS Policy. This Policy will be reviewed regularly in accordance with the Airbus Strategic Plan.

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Executive summary

Executive summary

P A G E

This report covers all Airbus manufacturing sites in France, Germany, Spain and the United Kingdom as well as the performance of Airbus products. All the environmental indicators published herein have been measured, calculated, collected and consolidated in accordance with applicable standards. Health and safety performance indicators are not presented in this report as company-wide harmonisation of reporting procedures for this data is still underway.

THE AIRBUS WAY Environment

Fast facts
Company name Established Based Ownership Business segment Scope of environment report Reporting period Net Turnover (Revenue) Orders in 2001 Deliveries in 2001 Order backlog end 2001 Number of employees AIRBUS December 1970 Toulouse, France EADS (80%), BAE SYSTEMS (20%) Aircraft manufacturer Manufacturing sites (France, Germany, Spain, UK) and product performance 01/01/2001-31/12/2001 20.5 billion euro 375 aircraft (4,399 cumulative) 325 aircraft (2,824 cumulative) 1,575 aircraft 45,000

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KEY ENVIRONMENTAL INDICATORS

Total energy consumption (GWh) (page 22) Normalised energy consumption (MWh/seat) Total water consumption (million m3) (page 23) Normalised water consumption (m3/seat) Total direct CO2 emissions (thousand tonnes CO2 equivalent) (page 24) Normalised direct CO2 emissions (tonnes CO2 equ./seat) Total VOC emissions (tonnes) (page 24) Normalised VOC emissions (tonnes/seat) Total amount of water discharge (million m3) (page 26) Normalised amount of water discharge (m3/seat) Total amount of overall waste (thousand tonnes) (page 27) Normalised amount of waste (tonnes/seat)

2000
1,286 23.1 1.7 30 157 2.8 2,350 0.042 0.59 10.7 58.6 1.1

2001
1,433 24.4 1.7 29 176 3.0 2,226 0.038 0.59 10 63.7 1.1
P A G E

A340-600 sets new standards in 2001

The new A340-600, the largest Airbus model to date, weighs almost three times as much as the first Airbus aircraft, the A300. Nonetheless, it features a superior environmental performance. The A340-600 has higher margins with regard to ICAO noise and emissions limits and is even quieter in absolute terms than its predecessors, which themselves set new environmental standards when they entered into service.

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Gold Award for Health and Safety - UK

In 2001, the Royal Society for the Prevention of Accidents (ROSPA) awarded its prestigious gold medal for Occupational Health and Safety to Airbus Broughton site. The Broughton site was judged by a panel of experts to have sustained high standards in occupational health and safety.

Award for Exemplary Industrial Safety - Germany

The German Industrial Safety Office rewarded Airbus Deutschland for its exemplary self-monitoring industrial safety control system, implemented in Hamburg. Only 14% of the companies evaluated for the first time were able to fulfil the strict critera for the award.

Pollutec Environmental Trophy - France

In December 2001, Airbus was awarded the 2001 Pollutec Environmental Trophy, acknowledging Airbus work in the control and elimination of volatile organic compounds (VOC) from its French industrial sites. This significant achievement resulted from the development of clean technologies and low VOC-containing products.

First Prize for Excellence in Environmental Performance - Spain

Airbus Puerto Real site was awarded first prize for its excellence in environmental performance by the Regional Government of Andalucia. This achievement reflects the strong commitment of Airbus Spanish sites to implementing environmental management systems.

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About Airbus

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About Airbus

Airbus designs, manufactures, assembles, sells and supports the most modern and comprehensive aircraft family available on the market, to customers and operators all over the world. A leading manufacturer in the market for commercial aircraft seating more than 100 passengers, Airbus has booked some 4,400 orders from some 180 customers and delivered more than 2,800 aircraft since it first entered the market in 1970. With a turnover of 20.5 billion euro in 2001, Airbus now consistently captures half of all commercial airliner orders a position it is committed to maintaining in the future. Based in Toulouse, France, and jointly owned by EADS (80%) and BAE SYSTEMS (20%), Airbus is a truly global organisation, directly employing some 45,000 people of over 30 different nationalities.

Airbus product line is divided into four aircraft families: The highly popular single-aisle A320 Family (A318/A319/A320/A321) ranging in capacity from 107 to 185 seats; the reliable A300/A310 Family (220-266 seats); the market-leading A330/A340 widebody Family (253-380 seats); and the all-new A380 Family of doubledeck superjumbos (555 seats). Airbus aircraft share the highest possible degree of commonality in airframes, on-board systems, cockpits and handling characteristics, which significantly reduces operating costs for airlines. Airbus has five main design offices and 16 manufacturing facilities in Europe, grouped into four whollyowned subsidiaries, Airbus France, Airbus Deutschland, Airbus Espaa

and Airbus UK, and relies on a network of 1,500 suppliers around the world. Each Airbus site not only produces a complete section of the aircraft but also offers a particular domain of expertise. Fully equipped sections of Airbus aircraft are then transported to Toulouse or Hamburg for final assembly. This unique industrial concept based on centres of competence around Europe has proved to be extremely efficient. Airbus also has subsidiaries in the United States, China and Japan, spare parts centres in Hamburg, Frankfurt, Washington, Beijing, and Singapore, training centres in Toulouse, Miami, and Beijing and 120 field service offices around the world.

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Airbus, a global company

Hamburg Frankfurt

Toulouse

Beijing Tokyo

Washington D.C.

Miami

Singapore

KEY
Subsidiaries Spares Centres Training Centres Customer Services Representatives
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Seats 550 500

The Airbus product line

A380

450

A340-600
400

350

A340-500 A330-300 A300-600 A340-300 A310-300 A321 A320

300

250

A330-200

200

150

100

A319 A318

50

2,000

4,000

6,000

8,000

Range (Nm)

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Caring about environment, health and safety

Airbus is totally committed to ensuring that air transport continues to be one of the safest, most efficient and environmentally friendly means of mass transportation. Consequently, Environmental, Health and Safety (EHS) considerations have long been a key priority in the management of its activities, and are integrated in the development of all new techniques, products and processes. This ensures an ongoing and steadfast commitment to improving EHS performance at all levels of the company.

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1. Implementing an efficient organisation

Airbus Corporate Environmental Affairs department directly reports to the Executive Vice-President for Government Relations, Communication and External Affairs. The Executive Vice-President Human Resources is responsible for ensuring appropriate co-ordination of Health and Safety issues and implementation of related policies. Both Environmental Affairs and Human Resources are in charge of defining and updating Airbus Corporate Policy on Environment, Health, Safety. They work closely with

all functions concerned (e.g. Customer Affairs, Engineering, Manufacturing, Procurement, Product Policy, etc.) as well as the national entities to ensure the consistent integration of EHS measures in all Airbus activities and over the full life cycle of the products. A Steering Committee composed of representatives of key Airbus functions and the four national entities (France, Germany, Spain and UK) has also been set up to approve strategic orientations for EHS issues.

Each national entity, subsidiary and relevant function is fully responsible for implementing the EHS Policy and contributing to achieve environmental goals. EHS officers are appointed at Airbus 16 manufacturing sites around Europe to manage EHS issues at a local level.

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2. Developing sound Management Systems

Airbus is working towards the implementation of an Airbus-wide Environmental Management System (EMS) based on the ISO 14001 standard. This will ensure that consistent measures for the improvement of Airbus environmental performance are systematically adopted in all sectors of activity and covering the entire life cycle of the product. Prior to incorporation of Airbus, EMS and Health and Safety fell under the responsibility of Airbus national entities who administered a continuous improvement approach. Now, following the ISO 14001 certification process undertaken in a certain number of sites, Airbus is evaluating the extension of this standard on a company-wide basis. Airbus is also fully committed to the continuous improvement of its Health and Safety performance.

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2002
Corporate EHS Policy implementation launched. 3 sites (Filton, UK, Saint Nazaire, France and Puerto Real, Spain) in the final stages of ISO 14001 certification process.

2004
Corporate EMS finalised. 50% of EMS requirements deployed in Airbus manufacturing sites.

2006
100% of EMS requirements deployed Airbus-wide.

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Caring about environment, health and safety

Reducing hazardous materials

Airbus goes much further than merely ensuring compliance of each of its facilities with European, national and local requirerments and is voluntarily promoting the reduction of all hazardous substances through the development of sustainable clean technologies. The use of any new chemical or material is conditioned by a comprehensive toxicological and environmental analysis by an appropriate committee of experts, such as CESAR (Comit dEvaluation des Substances Risque) in France, which is now being extended to the entire company. To support the safe and efficient management of all hazardous material related issues, Airbus has developed information systems such as GISA in Germany (Gefahrstoff-InformationsSystem Airbus), FHS in France (Fiches Hygine et Scurit), BCLS (British Aerospace COSHH Library Systems) in the UK. Hazardous material tracking, already performed at each national level, will also be harmonised on a company-wide basis.

Case study

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New environmentally friendly alternatives are continuously under investigation to replace aircraft manufacturing materials and techniques that could be considered potentially hazardous for health or for the environment. Going beyond regulations, Airbus has established its own lists of banned or highly restricted chemicals such as asbestos, Ozone Depleting Substances (ODS), Volatile Organic Compounds (VOC), cadmium or hexavalent chromium (CrVI), and has defined voluntary phase-out or reduction programmes for these chemicals. Airbus production aircraft no longer contain any asbestos parts.

Carbon fibres risk assessment

Spain Airbus Spanish centres of excellence in composites have developed highly advanced automated techniques and procedures for the manufacturing of composites, which dramatically reduce potential exposure of workers to organic fibres. Employees are kept fully informed about individual protection equipment and working procedures.

Ensuring a safe work place

All work places are carefully evaluated to identify any potential risks for employees, operators or contractors and necessary prevention and protection measures are defined and implemented in accordance with this risk analysis. Safety and ergonomics are integrated in the design of all work places and in the construction of facilities to ensure the best working conditions for employees. Employees undergo regular and thorough medical examinations to detect any problems and to promote healthier lifestyles.

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Case studies

Information training sessions for external contractors

France Prior to any intervention on-site, each external contractor or industrial partner systematically attends a training session on industrial safety. These sessions are used as an opportunity to provide them with a general framework for safe and efficient management of any joint activities. Each trainee is provided with a booklet outlining internal rules and prevention plans.

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Environment REPORT

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New textbook on handling hazardous materials
Germany Airbus Deutschland holds training sessions every six months for employees who handle hazardous materials. These sessions, formerly implemented on an individual basis, are now systematised in a 42-page training document. Prepared by a project team of industrial safety and environmental protection specialists in cooperation with the works council, the booklet covers all issues, from the identification of hazardous materials and their effects to effective protection and behaviour in case of incidents. It will be used by management to inform and assist their employees.

Raising employee awareness

The ability to integrate EHS into daily work has become an important criterion for the evaluation of individual and management performance.

Employee training
Specific EHS training is provided at each manufacturing site to ensure that the corporate EHS Policy is properly understood and applied by all employees. Specific EHS training of employees and shop floor management is a key to the successful implementation of the EHS Policy. In 2001, about 75,000 hours of EHS training were given to Airbus employees. Both general safety awareness and specific workstationrelated information is regularly provided to enable employees and management to be efficiently involved in and support the risk analysis process. This training is also provided to external and on site contractors prior to any intervention.

ENvironmental Reference On-line Library (ENROL)

A central integrated information system is currently under development, based on the various pre-existing Airbus databases for EHS information. It will centralise all the latest validated and relevant data and will provide an interactive tool for all environmental information sharing. This will improve awareness and anticipation of EHS issues throughout the company and throughout the product life cycle, ensuring that decision makers are kept fully informed. ENROL will be accessible to all Airbus employees.

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THE Environment AIRBUS WAY REPORT Environment

3. Innovating throughout the life cycle of the product

Airbus is renowned for being a highly innovative company, having introduced a host of advances in aircraft design that have become industry standards. Innovation is worthwhile only when it provides a real benefit. Thus, innovation is often the result of long-standing research programmes that provide benefits not just in an immediate future but over a long period of time. Airbus takes EHS concerns into account right from the earliest stage of product and process design. This approach ensures that all products and processes are not only compliant with regulations, but also with stakeholder expectations. Airbus has long devoted significant time and budget to environmentrelated research and development projects that address key issues such as aircraft noise or emissions reduction. Our purpose in this chapter is not to draw up an exhaustive list of the research programmes in which Airbus is financially and technically involved but rather to illustrate how research and development can bring benefits to the three main life-cycle pillars which are design, manufacturing and operations. Three telling examples are described overleaf.

RESEARCH & DEVELOPMENT DESIGN

Development of DFE* procedures and tools to ease incorporation of EHS criteria into design. Systematic EHS assessment prior to investment or procurement. Continuous optimisation to reduce weight, fuel consumption, noise and emissions.

OPERATIONS
Fuel burn optimisation. Fuel conservation measures. Optimisation of noise abatement procedures. Support of maintenance processes and consumables.

MANUFACTURING
Development of new processes with lower impact on the environment. Analysis of pollution reduction through comparative life-cycle assessments of new alternatives. Incorporation of EHS characteristics into design of new buildings.

* Design for Environment.

Environmentally efficient aircraft

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Operations
The SOURDINE (Study of Optimisation procedURes for Decreasing the Impact of NoisE around airports) project is the first step towards the definition, validation and use of noise abatement procedures, concentrating on new arrival and departure procedures. Its objectives are to: Identify short-term improvements (reduced flap settings, delayed landing gear lowering, higher speed descent) applicable to most existing aircraft. This phase includes a study of the aircraft, air traffic control and airport operational, safety and economical constraints. Study the feasibility of new procedures at particularly sensitive airports selected. Some of these flight procedures may require additional certification or modification to existing aircraft avionics and/or air traffic control equipment or may need new tools or equipment to be developed. Specify and develop associated automation tools.

Design
Active Control) and RAIN (Reduction of Airframe and Installation Noise), together with the purely researchoriented DUCAT investigation of duct acoustics and radiation. In parallel with the ongoing X-Noise programmes, a four-year demonstrator programme called SILENCE was launched in April 2001 to validate the technologies developed. SILENCE involves a consortium of 51 European companies and is the largest ever European aircraft noise research project. The European Commission funds 50% of the total budget of more than 100 million euro.

X-Noise, a cluster of research projects involving 32 organisations in nine European countries, was launched at the beginning of 1998. It aims to deliver technologies for an aircraft noise abatement of six decibels over eight years. Such an achievement would reduce the size of a noise footprint on the ground by more than half. At the root of this co-ordinating cluster are three research programmes initiated by aircraft and engine manufacturers. They are known as RESOUND (Reduction of Engine SOurce noise through Understanding and Novel Design), RANNTAC (Reduction of Aircraft Noise by Nacelle Treatment and

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Manufacturing
Reduction at source is the preferred approach to limit the various impacts from our manufacturing operations. Innovative clean solutions currently being developed with European research centres and suppliers allow Airbus to combine a sustained elimination of pollutants with technical improvements. Design to fulfil the most stringent EHS requirements, new solvent-reduced or free cleaning operations (waterbased processes, cryogenic CO2 pellet blasting, pre-impregnated wipes, etc.), low VOC coating processes, new chemical milling maskant, dry machining, chromiumfree surface treatments now qualified are being implemented throughout the company. Various tools to assist designers have also been developed such as TUKAIR and the Design For Environment (DFE) procedure.

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MOZAIC

Besides traditional industrial and technological research, Airbus is also involved in purely scientific research programmes, such as MOZAIC (Measurement of OZone and water vapour by AIrbus in-service airCraft). Indeed, as many uncertainties remain in certain subjects such as atmospheric chemistry, it is essential to improve knowledge so that the technical advances address and solve the right issues. The MOZAIC programme was initiated in 1993 by Airbus, European scientists, and airlines, with the support of the European Commission. Its goal is to help understand the chemical composition and evolution of the Earths atmosphere through the automatic and regular collection of data, using five A340 aircraft on commercial flights all over the world. The huge amount of data collected over a statistically relevant time period

helps to improve studies of the chemical and physical processes in the atmosphere, and to validate global chemistry transport models, which make it possible to forecast the evolution of the atmosphere. MOZAIC is now in its third phase. During MOZAIC-I (January 1993June 1996) fully automatic devices measuring Ozone (O3), and water vapour (H2O) were developed, installed aboard five commercial A340s, and flown in normal airline revenue service. MOZAIC-II (October1996September 1999) continued the measurements of O3 and H2O in order to increase the amount and statistical relevance of available data. This project also included a feasibility study for new fully automatic airborne devices to measure CO and NOy, two other very important trace gases.

The European Commission recently published the following information:

The role of nitrogen oxides in producing ozone and methane is now much better quantified and a great deal of progress has been made in the evaluation of the climate effects of aircraft line-shaped contrails. The contribution of both to climate change is found to be smaller than previous estimations.

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A third phase, MOZAIC-III, is running under the EU 5 th Framework Programme with the aim to: install, certify and fly a new set of instruments (CO, NOy, aerosols, Data Acquisition System); continue and extend the studies in upper troposphere/lower stratosphere to improve and validate models;

improve knowledge on the impact of subsonic aircraft. 25 groups of European and American scientific institutes are now associated in the interpretation of data. By November 2001, 17,600 flights representing 128,000 flight hours of measurements had been performed over continents (Europe, North America,

Asia, South America, Africa) and the Atlantic ocean. 90% of the measurements correspond to cruise altitudes (9-12 km). For more information on MOZAIC, please refer to: http://www.aero.obs-mip.fr/mozaic

4. Dialogue with stakeholders

Like any major company, Airbus business is conditioned by the expectations of a large number of stakeholders.
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SOCIETY
In a global economy, an efficient air transport system must improve people's standard of living not just by responding to an ever increasing demand for mobility but also by ensuring enhanced environmental protection. The system must therefore deliver the economic and social benefits of increased mobility in an environmentally responsible manner.

AUTHORITIES
To respond to the ever increasing demand for environmentally friendly goods and processes, authorities must find short term solutions while maintaining stable standards in line with a long life cycle industry.

SHAREHOLDERS
Shareholders scrutinise environmental performance, health and safety policies and associated procedures, especially since they are increasingly reflected in company ratings (ethical funds).

EMPLOYEES
Awareness, information and appropriate training are essential for employees to adopt a responsible, caring approach to their daily activity and thus to participate fully in the continual improvement of their companys environmental performance. Particular emphasis is placed on the key contribution of employees and staff representatives.

CUSTOMERS
Airlines face increasing environmental constraints in their daily operations, despite the continual introduction of new, more environmentally friendly aircraft into their fleets. As air transport is a long life cycle industry, increasingly stringent standards must be anticipated so that an aircraft can continue to be operated over its expected economic life.

PASSENGERS
Passengers key concerns are safety and service, alongside a quiet and comfortable cabin environment.

Airbus stakeholders
All of these stakeholder expectations must be known and taken into account by Airbus and its suppliers. Since the incorporation of Airbus as a single company, a global procurement policy has been developed and is being implemented company-wide. This procurement policy enforces environmental performance requirements for suppliers that are relevant criteria for their selection.

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Manufacturing sites performance

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Manufacturing sites performance

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Manufacturing sites performance

1. Manufacturing activities
Alongside the impacts that arise from any industrial activity, there are four main aspects of manufacturing at Airbus that potentially have an impact on the environment: metal and composite working; surface finishing and treatments; component and parts assembly; final assembly. The most significant elements of these are outlined below. All our efforts are devoted to containing, reducing and even eliminating these overall impacts through efficient abatement, the implementation of clean technologies and regular monitoring.

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Metals Cutting oils Water Energy

METAL WORKING
Machining Shaping Heat treating Non Destructive Testing

Metallic scrap VOC Waste

Resins Fibres Polymers Prepregs Water Energy

COMPOSITE WORKING
Lay up Resin Transfer Moulding Non Destructive Testing

Composite scrap VOC Waste Effluents

Solvents Greases Chemicals Water Energy

SURFACE TREATMENT
Degreasing Descaling De-oxidising Anodising Plating Chemical milling Passivating Quenching Etching Pickling

VOC Waste Effluents CO2 NOx SOx Waste Effluents

Water Energy Sealants Greases Solvents Paints Water Energy

COMPONENT ASSEMBLY
Sealing Bonding Painting Cleaning Touch-up Riveting Welding

VOC Waste Effluents

Sealants Solvents Paints Water Energy

FINAL ASSEMBLY
Sealing Bonding Painting Cleaning Touch-up Riveting

VOC Waste Effluents

Inputs

Outputs

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AIRBUS UK
Broughton Filton

Sixteen Airbus manufacturing sites

AIRBUS DEUTSCHLAND
Stade Buxtehude Hamburg
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Nordenham

AIRBUS FRANCE
Maulte Saint Nazaire Nantes Toulouse

Bremen Varel Laupheim

AIRBUS ESPAA
Getafe Illescas Puerto Real

KEY
Metal working Composite working Surface treatment Component assembly Final assembly

Since its incorporation in July 2001, Airbus has been working hard to determine a set of key indicators that enable the evaluation, on a company-wide basis, of the environmental impact of its manufacturing activities.

Normalisation of indicators per unit of production (total number of seats produced) was determined as being the most meaningful method of normalisation.

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2. Saving natural resources

Airbus makes every effort to conserve non-renewable resources such as minerals, metals and fossil fuels and, where possible, favours the use of perpetually renewable resources such as solar energy. Airbus also takes great care to preserve and protect potentially renewable resources such as air and water.

1. Energy
The depletion of fossil energy sources is one of the major sustainability concerns to be faced in the coming years.

Impacts
57% of the energy currently used by Airbus comes from gas, 40% from electricity and 3% from heating oil.

3%

Actions for improvement

Airbus continually looks for opportunities to replace non-renewable energy sources with more environmentally friendly and efficient alternatives. Moreover, Airbus promotes day-to-day energy savings through information, training and by encouraging, when possible, the use of new energy sources such as Combined Heat and Power stations (CHP) and solar (see case studies overleaf). Our work to date has enabled us to stabilise our normalised energy consumption, while nonetheless significantly increasing our production in 2001 and extending our infrastructure for new programmes.

57%

40%

Electricity consumption Gas consumption

Heating oil consumption

Energy breakdown
(2001 all manufacturing sites)

25 20

2,000

1,500 15 10

MWh/seat

1,000 5 0 500

1999
Normalised

2000
Total

2001

Energy consumption
(all manufacturing sites)

GWh

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Case studies

New Combined Heat and Power (CHP) Plant

France Two new gas and steam turbine power plants with an individual co-generation capacity of up to 5.4 MWh were installed at Airbus Toulouse site to produce hot water. The CHP plant produces 40% less CO2 emissions than conventional sources of heat and power and produces no soot or SOx emissions.

Development of solar energy

Spain Solar power is a clean renewable source of energy. Technological means of harnessing this natural and locally abundant source of energy for industrial purposes are currently under investigation in Spain.

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2. Water
Stringent European regulations severely limit and control the use of water for certain activities.

Case study

Impacts
The main industrial processes that use water are surface treatments, non-destructive testing for both metal and composites, and cleaning during assembly.

Actions for improvement

Our efficient use and recycling of water have enabled us to reduce consumption by around 8%, when taking increased production into account. This progress reflects Airbus ongoing commitment to reduce water consumption.

Water reduction
UK A water reduction project is currently being progressed at Filton in order to upgrade the facilities of the surface treatment area to enable constant recycling of the water used. This should lead to a reduction in water usage for this process of 80%.

35 30

2.0

1.5 25 20 15 1.0

m3/seat

0.5 10 5 0.0

1999
Normalised

2000
Total

2001

Water consumption
(all manufacturing sites)

Million m3

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3. Reducing pollutants release

Airbus makes every effort to limit and control the release of air emissions from its industrial processes and infrastructure, to preserve water quality and to minimise waste.

1. Air emissions
Tonnes CO2 equiv./seat

Industrial air emissions can contribute to changes in both local air quality (urban smog, acid rain) and the global atmosphere (climate change, ozone depletion).

200

150

100

Impacts
Greenhouse gas emissions Greenhouse gas emissions are mainly generated by the heating and power systems of industrial infrastructure. Gas and heating oil are fossil fuels, which release carbon dioxide (CO2) as a result of their combustion. Carbon dioxide is considered one of the main greenhouse gases responsible for climate change and is targeted for reduction as part of the UNEPKyoto protocol.

Volatile Organic Compounds (VOC) emissions In the aeronautic industry, the main processes responsible for VOC emissions are surface treatments (cleaning, degreasing) and coating operations. VOC emissions are mainly composed of current organic solvents (ketones or esters, hydrocarbons, alcohols, etc.). Generally considered as ozone precursors, they can contribute to the formation of urban smog, through tropospheric photochemical processes. Recent European regulations have, therefore, set targets for a dramatic reduction in VOC emissions from all industrial activities.

50

1999
Normalised

2000
Total

2001

Direct CO2 emissions

(all manufacturing sites)
Direct CO2 emissions were calculated from energy consumption using IPCC emission factors.

0.050 0.040 0.030

3,000

2,500

2,000 0.020

Tonnes/seat

0.000

1,000

1999
Normalised

2000
Total

2001

VOC emissions
(all manufacturing sites)
The values reported above include an average overall estimate of VOC emissions for some Airbus manufacturing sites.

Tonnes

0.010

1,500

Thousand tonnes

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Ozone Depleting Substances (ODS) emissions Few cleaning operations still use ODS, which are being phased out under the Montreal Protocol and EC regulations. Airbus has already eliminated almost all ODS solvents, with a very few exceptions that fall within the tolerated limits and are essential for precision cleaning (cleaning of pipes with HCFC 141b in Saint Nazaire, France). These exceptions are covered by a European exemption for aerospace applications until 2008. However, Airbus is already seeking cleaner alternatives that will eliminate these remaining substances from its manufacturing processes altogether.

compounds and the specification of VOC contents in various products. VOC reduction schemes were defined in 2000 for all French facilities, to help achieve an overall emissions reduction of around 50% by 2005. This innovative strategy towards sustainability, and the VOC reduction already achieved, were recognised by the French Minister for Environmental Protection in December 2001. Airbus France received an award as part of the Ninth Economic and Clean Technologies Trophies at the Pollutec Exhibition, organised by the French environmental agency (ADEME). Airbus uses its experience to help establish guidelines for emissions reduction with the French aerospace association and national environmental agency. These guidelines encourage and support the adoption of best practices in the aerospace industry.

Actions for improvement

Airbus has established a companywide approach to support source reduction, through the development of low VOC containing

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Case studies
VOC reduction plans
France In 2000, Airbus facilities achieved a 10% VOC emissions reduction. Airbus has elaborated a comprehensive VOC reduction plan and clean technologies development plan to meet emission targets. These plans have been validated by local environmental authorities. Some are already undergoing industrial implementation. Replacement of solvent-based paint for parts by a water soluble paint. Replacement of handwipe cleaning for panels by an aqueous-based system with zero VOC emissions. Replacement of perchlorethylenebased chemical milling maskant by two components maskants (less than 5% residual VOC). Replacement of handwipe cleaning for titanium engine pylons by a VOC emissions-free cryogenic process.

Water-based varnishes go into production

Germany Airbus Deutschland has put tremendous effort into researching low VOC water-based varnishes for the aircraft inner structure. These varnishes have now been qualified and are ready for use in production. With this new family of varnishes, Airbus will be able to paint around 2/3 of an aircraft using an environmentally friendly solventreduced process.

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Case studies

2. Water discharge
Airbus strives to preserve water quality through permanent control measures and the treatment of its industrial effluents.

Metallic flow reduction

France The introduction of new surface treatment processes, such as the chromium-free pickling system in Nantes, have generated a reduction in the overall quantity of heavy metal discharges of 30% in six years.

Impacts
These effluents originate mainly from surface treatments or work carried out in the paintshops.

Actions for improvement

Internal detoxification stations provide appropriate treatment to eliminate contaminants before water is discharged. All water discharges meet the local legal requirements, particularly in terms of heavy metals content (e.g. cadmium or CrVI) and organic pollution (COD/BOD) which are regularly monitored. Considering the increase in production, water discharge has slightly decreased since 1999 thanks to the dissemination and implementation of best practices throughout Airbus.

12 10 8

0.80 0.70 0.60

6 4 0.50 0.40 0.30

2 0

Million m3

m3/seat

Reverse osmosis
Germany Reverse osmosis has been successfully developed in Bremen for the surface protection bath (electroplating of aluminium) as an ecological way to reduce waste water.

1999
Normalised

2000
Total

2001

Water discharge
(all manufacturing sites)

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3. Waste management
The management of waste products is a key environmental concern for Airbus and we are tackling this by minimising waste production at source.

Impacts
There are two main categories of waste: industrial non-hazardous waste and special waste. While special waste (hazardous sludge, used treatment baths) must be disposed of through specialised companies that are certified to do so, industrial non-hazardous waste can be disposed of through normal means (e.g. incineration facilities).

Actions for improvement

To minimise the impact of waste created by Airbus and reduce disposal costs, Airbus aims to substantially reduce waste production through the development of clean technologies, selective waste collection and training of employees. While our performance in 2001 shows an increase in the amount of waste generated, this is mainly due to an increase in production. Considerable effort is nonetheless being made to reduce waste production in the future.

1,200

80

60 800 40 400 20

1999
Normalised

2000
Total

2001

Management of overall waste

(all manufacturing sites)

Thousand tonnes

kg/seat

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Case studies

Improving aluminium waste management

UK A fluid management system has been introduced at Filton to reduce the volume of fluids and waste effluents associated with the machining process. The programme includes cutting fluids, lubrication oils, hydraulic oil and other chemicals used for maintenance activities. Since the start of the programme, the proportion of coolant remaining in the waste aluminium swarf has been reduced from 27% to 5% and the volume of waste coolant has been reduced to 20% of the original waste volume. 95% of the coolant used in the machining process is now recovered, treated and re-used.

Recycling sealant cartridges

Spain Airbus Puerto Real plant has implemented a programme to recycle sealant cartridges. So far 80% of cartridges have been recovered for re-use and a 20% reduction in hazardous waste production has been achieved.

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1. Regulations
Airbus supports ICAO in defining the international legal framework for air transport and is totally committed to ensuring that air transport continues to be one of the safest, most efficient and environmentally friendly means of mass transportation.

ICAO rules
Air transport is regulated by international, regional, national and local bodies. The International Civil Aviation Organisation (ICAO) is responsible for issuing standards and recommended practices as well as guidance on various issues related to international aviation, including, amongst others, environmental protection. ICAO member states then transpose these recommendations into their national regulations. Regional (the EU for instance) and local bodies may also establish operating rules in the framework of these recommendations.

Airbus supports ICAO leadership

Air transport is a long life cycle activity that requires a stable level playing field of internationally defined rules and regulations. Therefore, Airbus strongly supports ICAO in its role of defining this legal framework and provides all necessary data and expertise to the various ICAO working groups. Airbus is committed to ensuring that all feasible improvements are implemented in aircraft design at the earliest possible date to protect the environment.

Certification
The Chicago Convention on international civil aviation, signed by all ICAO member states, is supplemented by a set of technical annexes. Annex 16 covers environmental protection and focuses particularly on aircraft noise and emissions. It defines the environmental certification procedure and maximum authorised noise and emissions levels. For aircraft certification purposes, the unit used to measure noise levels is the EPNdB. This stands for Effective Perceived Noise Decibel, which takes into account not just the intensity of sound but also other specifics of aircraft broad band noise, such as tone components, as well as the duration of the noise.

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Noise certification procedure

Climb with reduced power Cut back Approach in noisiest configuration

Landing gear extended; full flaps

Takeoff with max takeoff rating

~ 300 m

Flyover

To achieve certification, any aircraft must demonstrate that the noise levels measured at three certification points do not exceed the limits defined by ICAO Annex 16. These points are: flyover, at 6.5 km from brake release point, under the takeoff flight path; highest measurement recorded at the sideline, 450 m from the runway axis, during takeoff; approach, at 2 km from the runway threshold, under the approach flight path. Cumulative levels are defined as the arithmetic sum of the three certification levels.

Approach
450 m

Sideline
2,000 m 6,500 m

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The currently applicable international regulation is known as Chapter 3 (it is covered in the third chapter of Volume 1 Annex 16 of the Chicago Convention). Any aircraft type certified from 1977 must be compliant with Chapter 3.

At its 33rd Assembly in October 2001, ICAO increased the stringency of certification requirements. A new Chapter 4, applicable to all aircraft types certified after January 1st, 2006, reduces the authorised cumulative noise level by 10 EPNdB with regard to Chapter 3.

,
To achieve certification, any engine must demonstrate that the characteristic emissions of the engine type for unburned hydrocarbons (HC), carbon monoxide (CO), nitrogen oxides (NOx) and smoke are below the limits defined by ICAO. The certification process is performed on a test bed, where the engine is run at four different thrust settings, namely: takeoff (100% available thrust) for 0.7 min; climb (85% available thrust) for 2.2 min; approach (30% available thrust) for 4.0 min; taxi (7% available thrust) for 26 min. ICAO has regularly increased the NOx stringency limit, by 20% in 1993 and by another 16% on average in 1999 compared to levels imposed in 1981.

Emissions certification procedure LTO cycle

Taxi 26 min 7% Approach 4 min 30%

Takeoff 0.7 min

100%

Climb 2.2 min

85%

Thrust settings

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2. Noise
The noise footprint, or area of disturbance, around an A320 Family aircraft taking off or landing is smaller than that of a passing high-speed train, which creates a disturbance all the way from its origin to destination.
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The noise footprint of an aircraft has been reduced by continual improvements in aircraft design and engine performance, resulting in less thrust noise and aerodynamic perturbation. Aircraft noise is far less of a nuisance today than it was even 10 years ago. At a distance of just 700 metres say from an airports parking lot the noise of an A320 taking off is around 70 decibels. This is considerably less than the noise of a high-speed train passing at a distance of 100 metres (92 decibels), or even of an ordinary city bus from the other side of the street (82 decibels). Nonetheless, noise is the most obvious environmental impact that aircraft operations generate and from the moment Airbus first entered the business, environmental concerns have been an integral part of the thinking of its engineers.

The first Airbus aircraft type, the A300, was the first twin engine wide body aircraft equipped with high bypass ratio engines, which led to a major technological advance both in terms of noise and gaseous emissions. Since then, Airbus has ensured that all further technological improvements are incorporated in the design of its products. Indeed, all Airbus aircraft meet the current noise regulations: they all are Chapter 3 compliant. The consistent introduction of advanced noise reduction technology allows the latest models in Airbus comprehensive product line to not only meet but significantly exceed the Chapter 3 requirements (by more than 22 EPNdB cumulative in the case of the A340), and thus anticipate future regulations without compromising the life of the product.

The recent reduction of 10 EPNdB (Chapter 4) is a significant advance in terms of noise mitigation since it halves the sound energy and the associated noise exposure compared to the Chapter 3 noise limits. All Airbus production aircraft (current and future) will be compliant with the new Chapter 4 when it becomes applicable in 2006.
Tailplane Leading edge slats Engines Fuselage

APU

Trailing edge flaps

Landing gears and wheelbays

Aircraft noise sources

Chapter 3 11.4 14.3 20.1 18.3 15.2 15.0 13.3 19.1 22.6 24.5 Chapter 4 Margin

A300600 Basic MTOW

A310

A318

A319

A320

A321100

A321200

A330200

A340300

A340600

Aircraft type

Airbus works closely with the engine manufacturers and optimises aircraft performance, aerodynamics and weight to reduce noise associated with aircraft operations. Noise reduction is a complex task implying trade-offs. For example, aircraft must slow down during approach to land safely and this deceleration is partly ensured by aerodynamic drag. Airbus works hard to achieve an optimal compromise between reducing drag to improve noise and decreasing the aircrafts speed during approach.

Cumulative noise margin (EPNdB)

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,
Noise improvements
Noise improvements have been continuously introduced in aircraft design over the past years and aircraft noise levels are far lower today than they were even as recently as ten years ago.
120

The Balanced Approach

ICAOs A33-7 resolution introduces a new concept to address all available short and long term measures to mitigate noise in full consideration of the airport specifics. This concept, called the Balanced Approach, addresses the following factors: reduction of noise at source; operational noise abatement procedures; efficient land-use planning and management; implementation of operating restrictions. In addition to the considerable improvements brought by on-going research to reduce aircraft noise at source, fly-by-wire and associated innovative avionics are designed so that the most sophisticated procedures (to avoid heavily populated areas) can be followed without increasing crew workload, in full compliance with the most stringent safety requirements. around airports were not ensured. The progress achieved through the introduction of continuously improving products would be offset by the increasing proximity of residential areas. Although Airbus has no direct responsibility in the establishment of land-use planning, we provide our know-how to forecast future traffic and aircraft performance so as to properly establish airport noise zoning and planning.

110

100

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90

EPNdB

80 1950 1960 1970 1980 1990 2000

Reduction of flyover noise according to generations of aircraft (year of entry into service)

All efforts would be in vain if proper land-use planning and management

The A380 will be the flagship of the 21st century. For equivalent noise levels, it will be able to carry twice as many passengers as an A340-300, one of the quietest aircraft existing today.
16

BRONX

.3

km

A340-300

3.4
NEW JERSEY
nR
+ 90 tonnes

km

ive

A340-600

Hu

Central Park

ds o

La Guardia Airport MANHATTAN QUEENS

A380

technical target

+ 285 tonnes

1970s tri-jet 75 dB

1970s tri-jet 85 dB

A320 75 dB

A320 85 dB

0km

2km

80

82

84

86

88

90

EPNdB 92 94

The noise footprint or area of disturbance drawn on the ground for an aircraft landing or taking off has been dramatically reduced. For instance, the footprint of an Airbus A320 is less than one tenth of the area of the footprint created by a similar sized 1970s tri-jet.

Traffic growth and noise management

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3. Emissions
Airbus aircraft consume around 3 litres of fuel to transport a passenger 100 kilometres and as such are among the most fuel-efficient means of transport in the world. Since aircraft emissions result from the combustion of fuel, lower fuel consumption mitigates an aircrafts environmental impact.
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Airbus makes every effort to reduce the level of emissions from its aircraft, in close co-operation with engine manufacturers. Through the development of new engine technology, alongside structural and aerodynamic improvements, fuel consumption has been more than halved since 1960. Today, Airbus aircraft are among the most fuel-efficient means of transport in the world. Since the level of aircraft emissions is related to fuel burn, this is a win-win situation, in which better environmental performance goes hand in hand with the economic and competitive benefits of reducing fuel consumption. To properly assess the impact of aircraft both on local air quality (especially in built-up urban areas) and on the atmosphere generally, Airbus is involved in and actively supports a number of scientific research programmes (see page 16 for example).

Local air quality

Since the 1960s, aircraft emissions affecting air quality in the vicinity of airports have been dramatically reduced.
100 80 60 40 20 14% 0 12% 3% 100%

efficient combustion, thereby reducing the amount of polluting by-products. However, these high temperatures catalyse a secondary reaction between the oxygen and nitrogen in the air used by the engine, resulting in the production of nitrogen oxides (NOx). NOx has an impact on the atmospheric ozone balance and ICAO controls engine combustion technologies with the implementation of increasingly severe standards. In order to decrease NOx emissions still further, more complex designs incurring additional acquisition and maintenance costs, such as the Double Annular Combustor (DAC), would need to be implemented.
100 80 60 40 84.2%

1970

1980

1990

2000

Based on standard ICAO LTO cycle.

HC emissions

The unburned hydrocarbon (HC) level emitted by modern aircraft has been reduced by more than 90% and comparable improvements have also been made in carbon monoxide (CO) emissions.
100 80 60 40 20 0 27% 20% 14% 100%

Current regulation,agreed by ICAO in 1993

83% 81.8%

% ICAO limit

20 0

A321

A320 Aircraft type

A319

SAC

DAC

Future regulation,agreed by ICAO in 1999, applicable from 2003 onwards

1970

1980

1990

2000

NOx emissions

Based on standard ICAO LTO cycle.

CO emissions

Thanks to the higher bypass ratio of engines and to new materials that can withstand higher temperatures, engine design has been improved to enable more complete and more

Stringent emissions regulations and voluntary industry actions ensure that the emissions from aircraft engines play the smallest possible part in the local air quality balance, also impacted by ground operations associated with air transport, such as access to airport terminals.

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Ozone
Although scientists now agree that subsonic aircraft fly at an altitude for which the emissions of NOx in fact contributes to ozone production, the body of knowledge in this field is still at an early stage and further research is required. In particular, it is essential to determine the real impact of altitude emissions, particularly of NOx, which has a fairly short residence time in the atmosphere. For this reason, Airbus initiated the MOZAIC research programme (see page 16).

A320 Family composite materials

Carbon wheel brakes Nose landing gear doors Vertical stabiliser and rudder Horizontal stabiliser and elevators Furnishing and floor panels Main landing gear doors and fairings

the world demand for mobility could cause this percentage to increase in the future. Airbus makes every effort to ensure that any new product it puts on the market consumes less fuel to carry a maximum payload. Engine manufacturers play an important role in reducing the environmental impact of aircraft. Through the development of new engine technology, combined with the structural and aerodynamic advances achieved by Airbus engineers, aircraft fuel consumption has been more than halved since 1960. Airbus aircraft are among the most fuel-efficient forms of transportation in the world and this did not happen by chance. Years of research and co-operation with engine manufacturers have led to the creation of a family of aircraft that uses less fuel to transport a person than an averagesized automobile. For example, an A380 uses only about 3 litres of fuel to transport a passenger 100 kilometres. Airbus actively participates in research to improve air traffic control and management, both by providing products that embody the latest advances (Reduced Vertical Separation Minima [RVSM], Future Air Navigation Systems [FANS] technology) while guaranteeing the highest levels of safety and by providing data and expertise in working groups on these topics. Airbus is also working hard to shorten aircraft routings by enabling its aircraft to safely fly new routes or over remote areas (polar routing, Long-Range Operations [LROPS]).

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Global warming
The most efficient way to reduce aircraft engine emissions is to reduce fuel consumption itself. This is particularly the case for carbon dioxide (CO2) emissions, which are directly proportional to fuel burn. Carbon dioxide is one of the main greenhouse gases that contribute to climate change. It is emitted by any combustion of carbon-based fuel. As no alternative fuel is likely to emerge for the next decades, Airbus is fully committed to building aircraft that can carry high payloads with the lowest possible fuel consumption. Airbus focuses on the use of lighter materials, resulting in lower aircraft weights, and on continuously improving the aircrafts aerodynamics, systems and in-flight optimisation. Although aircraft are only responsible for about 3% of all man-made CO2 emissions*, growth in air traffic to meet

Benefits
20% to 25% weight saving over metallic materials (over 800 kg for an A320) Reduction of fuel consumption Reduction in engine emissions

100

100% 84% 79% 69% 63%

Seat nm normalised with respect to A300 B4

75

50

25

0 19 B4 75

10 19 200 83

A3 0

00 19 600 84

20 19 200 88

A3

2,000 nm sector, 2 class configuration

Comparative fuel consumption of Airbus twinjets

* Evaluation by the Intergovernmental Panel on Climate Change (IPCC) in its special report Aviation and the Global Atmosphere published in 1999.

A3

A3

A3

30 19 300 93

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4. Cabin comfort
Airbus is concerned with the well-being of all passengers, whether they fly occasionally or frequently, and of all crew. Cabin innovations have been at the centre of Airbus commercial success since the early 1970s.

Cabin air quality

During normal flight operations, cabin air consists of 60% fresh and 40% re-circulated air. The oxygen requirements of a seated person are 0.24 cubic feet per minute (cfm), equivalent to 6 to 8 litres per minute. The nominal flow on all Airbus aircraft is more than eighty times higher. In fact, the amount of air delivered per occupant (passenger and crew) is defined by two main factors that affect comfort: air quality and a homogeneous temperature distribution throughout the cabin. This last point is ensured by the partial re-circulation of air, which also increases the ambient humidity level. Cabin air re-circulation systems increase passenger comfort by enhancing the ventilation rate. All current Airbus production aircraft are sized to give between 10 and 14 cfm of outside air per occupant (in the case of a full payload in a single class layout). In addition to this outside air flow, a portion of cabin air is re-circulated to deliver an air flow which exchanges the cabin air around 20 times per hour. Ventilation airflows used for galleys, toilets, cargo holds and avionics compartments are vented overboard via venturis or valves. They are not re-circulated. The quality of re-circulated air is ensured by filtration. High-efficiency particulate filters are available today, which guarantee 99.97% efficiency. This means that ordinary household dust, individual bacteria and nearly all viruses are removed from the distribution system. The level of filtration is similar to that used in hospitals. Airbus also offers optional odour filter stages.

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Measurements of cabin air quality have been performed during in-service flights of Airbus aircraft. An A310 and an A340 were selected mainly because the two aircraft are equipped with different air distribution systems. While the A310s system mixes outside and re-circulated air locally, the A340 is equipped with a central mixing unit. Particle counting: Sensors were installed in the aircraft for about one

year. The mean particle concentration in the re-circulated air was found to be lower than or equal to the outside air concentration level for all phases of flight and for both aircraft types. Microbiological contamination: The air was found to have a very low contamination level of bacteria and fungi due to the high efficiency of the re-circulation filters and the contamination-free air used at altitude. In the occurrence of a bacteria peak,

after a sneeze or cough, an efficient ventilation system secures a fast reduction of the bacteria count. Volatile Organic Compounds (VOC): Most of the substances were found to be below the limits of detection and, in any case, all were well within normal parameters, thus presenting no unusual exposure situation (external studies and Airbus measurements).

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Cabin noise
Airbus is committed to mitigating noise generated by aircraft so as to improve the quality of life of airport neighbours. But noise inside the cabin must also be at comfortable levels for passengers and crew. Major progress has been made in the past years to identify the causes of interior noise and address them. The means used to alleviate noise are diverse and include fuselage skin damping, elastic mounting of panels, panel design, duct silencers, advanced insulation materials. With all these techniques applied to interior aircraft design, the A340 features one of the quietest cabins in the sky.

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Glossary

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APU (Auxiliary Power Unit) Small engines usually in the back of aircraft permitting electrical power supply and air conditioning. Also used to start / re-start the main engines. BPR (Bypass Ratio) Ratio of the air mass flow going through the fan (secondary air flow) to the air mass flow going through the combustion chamber (primary air flow). The secondary airflow is ejected at a lower velocity than the primary air flow, thus creating a coating which reduces the turbulence generated behind the nozzle, and hence the induced noise. CO (carbon monoxide) Result of incomplete combustion. For aircraft engines, the level of CO emissions depends very much on the thrust level: CO emissions are high per kilogram of fuel consumed at low engine power settings (taxi or approach) while they are low during takeoff or cruise. CO2 (carbon dioxide) Result of complete fuel combustion. CO2 emissions are directly proportional to fuel burn, by a factor of 3.15. COD/BOD (chemical oxygen biological oxygen demand) demand/

same engine. Their shape is individually adapted for the reduction of emissions at low and high regimes respectively. In opposition, a classical combustion chamber is called SAC for Single Annular Combustor. Footprint

az
and consumption of compounds that deplete ozone in the stratosphere chlorofluorocarbons (CFCs), halons, carbon tetrachloride, and methyl chloroform are to be phased out by 2000 (2005 for methyl chloroform). Nacelle Engine fairing. As an engine/airframe interface, nacelle regroups a number of systems and complex functions. Noise margin Difference between the actual noise level emitted and the maximum noise level permitted according to the regulation (for instance Chapter 3 or 4). The margin is calculated in EPNdB. NOx (nitrogen oxides), NOy (nitrous oxides) Collective name for various compounds of oxygen and nitrogen. NOx (NO and NO2) is produced from high temperature fuel combustion, mainly during takeoff and climb. Prepregs Composite materials made of resin preimpregnated fibres, most often carbon. SO2 (sulphur dioxide) Molecule formed in fuel combustion, the amount emitted depending on the sulphur concentration in the fuel. VOCs (Volatile Organic Compounds) Organic chemicals that easily vaporise at room temperature. VOCs include a very wide range of individual substances, such as hydrocarbons, halocarbons and oxygenates. Generally considered as ozone precursors, they may contribute to the formation of urban smog, through tropospheric photochemical processes.

Area with a given noise level at its perimeter. Noise levels are lower outside and higher inside this perimeter. ICAO (International Civil Aviation Organisation) United Nations agency for international civil aviation. One of its functions is to develop internationally binding standards for commercial aviation. IPCC (Intergovernmental Panel on Climate Change) Expert panel established by the United Nations Environmental Program (UNEP) and the World Meteorological Organization (WMO) to assess the consequences of human-induced climate change. ISO 14001 The ISO (International Organization for Standardization) 14001 standard establishes environmental organisation and management system requirements to prevent pollution and to reduce the effects of a given operation on the environment. LROPS (Long Range Operations) LROPS can best be defined as a regulation that will encompass the design, certification and operation of any aircraft (irrespective of its number of engines) on long range missions involving flight over remote and operationally challenging zones. Montreal Protocol The Montreal Protocol on substances that deplete the ozone layer is a landmark international agreement designed to protect the stratospheric ozone layer. The treaty was originally signed in 1987 and substantially amended in 1990 and 1992. The Montreal Protocol stipulates that the production

The determination of COD/BOD is widely used to measure the overall level of organic contamination in wastewater. Contrails Streaks of condensed water vapour created in the air by an aircraft flying at high altitude, potentially influencing global warming. CR VI (hexavalent chromium) Used for its anti-corrosion properties. DAC (Double Annular Combustor) SAC (Single Annular Combustor) DAC technology consists in the use of two current technology combustion chambers fitted on the

Contents

FOR MORE INFORMATION, CONTACT ENVIRONMENTAL AFFAIRS AIRBUS S.A.S. Telephone: +33 5 62 11 82 59 - Telefax: +33 5 62 11 80 01 - E-mail: environment@airbus.com This report is printed on chlorine-free recycled paper. An electronic version of this report is available at http://www.airbus.com

This document contains forward-looking statements. These statements are based on managements current expectations or beliefs and are subject to a number of factors (including operations, economic and financial conditions) and uncertainties that could cause actual results to differ materially from those described in the forward-looking statements, including certain risks described in this document. Airbus does not undertake, nor does it have, any obligation to provide updates or to revise any forward-looking statements and Airbus does not assume any liability in respect of such forward-looking statements.

AIRBUS S.A.S. 1, ROND-POINT MAURICE BELLONTE 31707 BLAGNAC CEDEX FRANCE

DESIGN AND CONCEPTION BY EURO RSCG C&O PHOTOS BY HERV BERENGER, ISABELLE BONJEAN, GETTY IMAGE, HERV GOUSS, JEAN JODAR, PASCAL LE DOAR, KNUT MARSEN, PHILIPPE MASCLET, PHOTONICA, ALDO SOARS COMPUTER GRAPHICS BY I3M, BAAX PRINTED BY SIA, LAVAUR, FRANCE AIRBUS S.A.S. 2002 ALL RIGHTS RESERVED

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AN EADS JOINT COMPANY WITH BAE SYSTEMS