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THE AIRBUS

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Airbus’ approach to stakeholder dialogue 6Sharing views – Airbus/IATA 8

Case study A380 11

Air transport key environmental impacts 22Site performance 24– Saving energy resources 24– Controlling air emissions 25– Preserving water resources 26– Optimising waste management 27– Addressing local impacts 28Transportation 30Product performance 32– Innovation 32– Noise 35– Air emissions 38

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Managing the Environment, Health and Safety 12

Working together with our stakeholders 4

Measuring our progress 20

The Airbus EHS Policy 14EHS organisation 15EMS implementation 16Training and awareness 17EHS risk management 18Occupational safety 19

Appendices 46Data tables 46Reporting scope and methodology 48Independant verification statement 49Glossary 50 45

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ContentsCEO Statement 1

About Airbus 2

Cabin comfort 42– Air quality 42– Noise and vibration 43Local development 44

Air transport in China 45

Meeting society’s expectations 40PART

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AIRBUS S.A.S.1, ROND-POINT MAURICE BELLONTE

31707 BLAGNAC CEDEX – FRANCEDESIGN AND CONCEPTION BY EURO RSCG C&OPHOTOS BY EXM COMPANY: HERVÉ BERENGER,

HERVÉ GOUSSÉ, PHILIPPE MASCLET – GETTY IMAGELAURENT MONLAÜ/RAPHO, PHOTONICA,

COMPUTER GRAPHICS BY I3M, STÉPHANE JUNGERSPRINTED BY SIA, LAVAUR, FRANCE

© AIRBUS S.A.S. JUNE 2004ALL RIGHTS RESERVED

CONFIDENTIAL PROPRIETARY DOCUMENTS

AN EADS JOINT COMPANYWITH BAE SYSTEMS

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Environment

Welcome to Airbus’ second Environment, Health and Safety (EHS) report.

Within this report you will find a complete overview of Airbus’ EHS actions

and achievements of the past two years. Over this period, our workforce

and our infrastructure have significantly increased in line with our ambitions as

we gear up to a new landmark in aviation, the commercial debut of the A380,

which is planned for 2006.

The events of the past two years – with SARS, terrorist attacks and conflict

in Iraq – have created an extremely tough operating environment for the

commercial aviation market. Nevertheless, EHS issues have remained high

on Airbus’ agenda and during this time we have worked hard to implement

our EHS policy and to achieve a continual improvement in our performance.

For example, in 2003, we launched the first phase of an Environmental

Management System, according to the ISO 14001 standard, with the ambitious

goal of obtaining a global company certification by 2006. I fully rely on this

project to nurture an environmental culture within our company and to fully

integrate environmental considerations in all aspects of our activities and our

products. And I am very confident that we are on track to succeed.

Overall, I hope this report helps you to understand our vision for the

environmental issues that surround the aviation industry. We need to ensure a

sustainable future for our industry, our people and our planet. Society’s demand

for air transport is growing, and this must be reconciled with responsible activity

that minimises the environmental impact of this growth.

As you will see, through a strong spirit of partnership, and through innovative

programmes like the A380, Airbus is paving its way towards a sustainable future.

Noël ForgeardPresident and Chief Executive Officer, Airbus

CEO Statement

Society’s demand for air transport is growing, and

this must bereconciled with

responsible activitythat minimises

the environmentalimpact of this growth.

About AirbusIn 2003, Airbus became the world’s leading aircraft manufacturer in terms of both sales and deliveries for the first time. This success is underpinned by an international organisationalstructure and a management approach based on decentralised decision-making andresponsibility.

A market leaderAirbus designs, manufactures, sells and supports the most modern andcomprehensive aircraft family on themarket. With a turnover of €19.2 billionin 2003, Airbus consistently captureshalf of all commercial airliner orders and continues to broaden its productrange by applying existing expertise to the military sector. Since entering the market in 1970, Airbus has sold over 5,000 aircraft to morethan 180 customers and today, thanks to a dedicated global team of some 50,000 employees, has over 3,300 aircraft in service with more than 200 operators.

A global approachAirbus is a truly global enterprise with wholly owned subsidiaries in the United States, China, and Japan,spare parts centres in Beijing, Frankfurt,Hamburg, Singapore and Washington,training centres in Beijing, Toulouse andMiami, and 175 field servicerepresentatives around the world.While Airbus’ engineering andmanufacturing activities are managedcentrally, highly-effective cross-functional and transnational teamworkdraws together skills and expertisefrom 16 sites across France, Germany,Spain and the UK, a satellite designoffice in North America and a joint-venture engineering centre in Russia(see page 44). Each manufacturing siteproduces a complete section of theaircraft, which is then transported toAirbus’ final assembly lines in Toulouseand Hamburg.

Airbus’ success is also the result of close industrial co-operation andeffective partnerships with majorcompanies around the world, includingsome 1,500 suppliers in 30 countries.With its headquarters in Toulouse,Airbus is jointly owned by EADS (80%)and BAE SYSTEMS (20%).

An innovative and flexible product rangeAirbus’ product line is divided into four aircraft families: the single-aisleA320 Family (A318/A319/A320/A321),ranging in capacity from 107 to 185 seats; the wide-body A300/A310Family (220-266 seats); the long-rangeA330/A340 Family (253-380 seats); and the high-capacity A380 Family (555 seats). Airbus aircraft share the highest possible degree ofcommonality in airframes, on-boardsystems, cockpits and handlingcharacteristics, which significantlyreduces operating costs for airlines. Throughout 2003 the product linecontinued to expand, offering anincreased level of choice and flexibility to both the commercial and militaryaviation sectors.

A318The A318, smallest and newestmember of the Airbus Family, was certified in May 2003 and went on to successfully enter service in July with Frontier Airlines, based in Denver, Colorado. The aircraft was launched in April 1999 to meetairline needs at the smaller end of the market for low-density, high-frequency operations.

A340-500The ultra-long-range A340-500, the sixth member of the A330/A340Family, was awarded type certificationin December 2002, before enteringservice with launch customer Emiratesin October 2003. With the longestrange of any commercial aircraft, the A340-500 is enabling operators to open new non-stop routes – such as from Dubai to Australia or NorthAmerica – making journeys shorter,more convenient and more comfortable.

A380There was significant progress on the A380 programme throughout 2003, with the start of majorcomponent assembly at sites acrossEurope and the attainment of a numberof major milestones, including theconstruction of new facilities andtransportation testing. Launched in December 2000, the 555-seat,double-deck A380 will enter airlinepassenger service in 2006.

Airbus MilitaryMay 2003 saw the formal launch of the A400M programme, following the completion of contracts on behalf of the seven NATO customer nations,and the confirmation of suppliers for aircraft’s engines and propellers.Then, in August, the programme’squality plan was delivered tocustomers, ahead of schedule.

For more information, including newsand recent developments on allAirbus programmes, please visit ourweb site at http://www.airbus.com

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The Airbus commercial product line

HamburgFrankfurt

Brussels

Dubai

New Delhi

Moscow

Washington D.C.

Beijing

Tokyo

Singapore

Toulouse

Miami

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3 subsidiaries

5 spares centres

175 field servicerepresentatives

6 regional offices3 training centres

Sydney

Dublin

Year 2002 2003Turnover (billion €) 19.5 19.2Orders 300 284Deliveries 303 305Order backlog 1 505 1 454Number of employees 46 300 49 195

Key figures

Airbus’ presence around the world

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550Seats

2,000 4,000 6,000 8,000 Range (Nm)

A310-300

A318

A320

A321

A300-600

A330-300

A330-200

A340-600

A340-500

A380

A340-300

A319

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Working together with our stakeholders

As with any major company, Airbus’ business is influenced by the expectations

of a large number of stakeholders. To ensure a good mutual understanding

and to efficiently address various complex issues, Airbus nurtures close relationships

with numerous local, national and international organisations. This dialogue favours

the promotion and implementation of solutions that address Environmental, Health

and Safety (EHS) issues in connection with its activities.

Part 1

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From international to local considerationsAir transport is an industry with a long life cycle and requiresconsistent rules and regulations thathave been clearly defined at aninternational level to ensure a levelplaying field across the industry.Therefore, Airbus strongly supports theInternational Civil Aviation Organisation(ICAO) in defining this legal frameworkand provides all necessary data andexpertise to the various ICAO working

groups. This helps experts from ICAO member states to establish whatis technically feasible, at a reasonablecost for a noticeable environmentalbenefit. In this respect, Airbus recentlytook over the chairmanship of theAircraft Noise and Exhaust EmissionsCommittee (ANEEC), the environmentalbody of the International CoordinatingCouncil of Aerospace IndustriesAssociations (ICCAIA) and is, therefore,the official observer for manufacturersat the ICAO for the period 2004-2007.

To keep a close relationship with its customer airlines and to advisethem on how to operate its aircraft inthe most efficient way, Airbus organisesregular operational conferences. There is a full conference every two years — the last one was in Rome in March 2003 — and regular liaisonmeetings. Environmental and fuelreduction considerations are importantitems for the agenda and Airbus intends to use these different forums to improve awareness of environmentalprotection issues.

At a local level, Airbus is involved in various committees that discussenvironmental issues close to ourmanufacturing sites. In particular,because the Toulouse site is involved in flight testing (see page 28), Airbusactively participates in the “CommissionConsultative de l’Environnement” of the Toulouse Blagnac airport, a working group that exchangesinformation and evaluates possibledevelopment projects. For instance, as a result of more than 30 meetingsover three years, Airbus, as an operatorof the airport, committed to adhere to the 35 actions included in the airport“charter” published in 2003.

Part 1 Working together with our stakeholders

Airbus approach to stakeholder dialogueEnvironmental perception varies considerably around the world and stakeholders’ expectationsare evolving rapidly, especially as technological and scientific knowledge deepens with regard to new or emerging issues for which uncertainties remain.It is therefore essential for an international company such as Airbus to be fully aware of and tounderstand all stakeholders’ expectations.

On fast-evolving issues such as the environment,even more so than for other matters,communication is one of the key elements for success. For Airbus, having internally

efficient environmental communication is essential to guarantee a full understanding of what is really at stake for our business; externally, it facilitates thedialogue with our different stakeholders and helps buildmutual confidence.

Philippe Delmas, Executive Vice-President,

Government Relations, Communications and External Affairs

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Working together with our stakeholders Part 1

Airbus’ previous Corporate Environmental report was selected as the “Best first-time report” by a jury of multi-stakeholder experts for the French selection participating in the European Sustainability

Reporting Awards (ESRA) 2002 contest: these prizes are meant to reward thebest reports on environment or sustainable development, based on a series ofcriteria established by more than 15 accounting institutions all over Europe.

Carries internal surveys.Organises environmentalawareness and trainingevents. Keeps EHS at the heart of internalcommunication.

EmployeesA company able to provide good working conditions,promote social dialogue andfavour personal development.

SocietyA company able to deliver economic and social benefits to airport neighbours,people living around industrial sites andsociety at large in an environmentallyresponsible manner.

Integrates environmentalconsiderations at the

earliest stage in aircraftdesign and manufacturing

processes.Exchanges information

in public events.Organises site visits.

Provides timely and reliableinformation.

Collaborates stronglywith airlines to meet

passengersrequirements.

Airbus procurementcontracts require

the compliance of thesuppliers with all relevant

environmental laws and regulations and with

Airbus policy onenvironmental, Health

and Safety issues.

Studies and integratescustomers’ preferences.Offers strong customer

support.Organises customer

days and informationmeetings.

Work in close co-operationwith scientific community.Provides data andexpertise and inform on technical possibilitiesand improvementavailabilities on EHSissues. Support ICAO’srole in defining the legalframework.

PassengersA company able to produce aircraftoffering a safe, reliable, high-qualityservice together with aquiet and comfortable cabin environment.

SuppliersA company able to provide a clear communication andvisibility on its purchasingrequirements and expectations.

Airports/Air navigationservice providersA company able to provide modernefficient aircraft, improving communityrelations, compatible with infrastructureand easing terminal operations.

Text: Stakeholder expectationsText: Airbus actions

AuthoritiesA company able to– act proactively in the process to setregulatory environmental standards;– provide appropriate information in this process;– ensure continuous EHS improvements.

ShareholdersA company able to deliverfinancial performance while, ensuring sustainablegrowth and buildingstakeholders’ confidence.

,

CustomersA company able to provide the bestavailable technology in order toenhance performance and meetincreasingly stringent environmentalstandards, while maintaining agood aircraft residual value.

Involves airports at the earliest stage

of plane design. Co-operates with airnavigation service

providers to define thefuture system of air

transport management.

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Sharing views

The aviation industry has just gone through troubled times andis facing growing environmentalchallenges. What are the keyactions and responsibilities for the air transport industry in this context?

Giovanni BisignaniAir transport, even during the worst of times, brings enormous economic,social and cultural benefits to the world.Every year, airlines carry 1.6 billionpassengers and 40% of the world’smanufactured goods by value. Over 28 million people work directly or indirectly for the industry.

The tremendous challenges that the airtransport industry has had to face in thepast few years would have crippled aless resilient industry. Airlines have sur-

vived by being resourceful and innovative.And it is encouraging to see thatpassenger numbers have bounced backso quickly in many parts of the world.

Noël ForgeardThat is indeed a very good signal – andit is society at large, not only customersand passengers, who benefit from ouractivities. Obviously, the aeronauticsindustry generates a huge number ofdirect and indirect jobs and contributesto local development. For example, the A380 programme will generatemore than 200,000 jobs worldwide,including some 145,000 jobs in Europeand thousands of jobs in the USA.

This challenging programme has beenmade possible thanks to importantinvestments in research andtechnological improvements. Innovationin aviation is and has always been akey issue, and some achievementsbring benefits not only to our sector,but also to other industries, throughtechnology transfer.

Giovanni BisignaniI think that everyone would agree now that substantial and steadyprogress has been made over the pastthirty years in reducing both noise andemissions from individual aircraft and

their operations. Fuel consumption in modern aircraft is equivalent to thebest new car technology. The benefitsof fuel efficiency and other technologicalimprovements have been outpaced,however, by the constant increase in the demand to fly. And we mustacknowledge that in spite of ourtechnological progress, the industrydoes have an impact on theenvironment. That is why we have toremain engaged in this continuousimprovement process.

The entire air transport industry, andairlines and manufacturers, in particular,are fully aware of the need to balancesocial, economic and environmentalobjectives in order to secure the well-being of present and future generations.Sustainable development is not anoption or an afterthought. It is anintegral part of our longterm strategy.

Noël ForgeardAbsolutely. We need to have a long-term vision of the air transport systemas a whole, especially as we areworking in an industry with a very longlife cycle. This is why our dialogue with stakeholders is central to a betterunderstanding of everyone’sexpectations, to a higher degree oftrust and momentum, and to our ability

Noël ForgeardPresident and ChiefExecutive Officer,Airbus

Giovanni BisignaniDirector General and Chief ExecutiveOfficer, IATA


to address key issues. I am delightedthat our second Environment, Healthand Safety report gives me theopportunity to share my views with you on such important issues.

How are airlines and manufacturersreconciling the growing demandfor air transport with the need tomitigate environmental impacts?

Noël ForgeardFirst of all, the reduction ofenvironmental impact has to start atthe source and it is our responsibility, as an aircraft manufacturer, to achievethis. We have already achieved majorimprovements, in some cases settingstandards that do not yet exist in othersectors. Aircraft fuel consumptionhas decreased by 70% in the past 40 years.Aircraft entering today’sfleets are typically 20decibels quieter thancomparable aircraft thirty years ago, whichrepresents 75% less inthe level of annoyance.However, we want to maintain a proactiveapproach to addressingenvironmental challenges. We shouldnot simply report on our past perform-ance, but also look towards the future.Airbus demonstrates its dedication tothis continuous improvement processby investing heavily in new researchprogrammes.

In 2003, for instance, our investment in R&D was as high as €1.8 billion.This is only possible within a clear and stable international regulatoryframework and that is the main task of the International Civil AviationOrganisation (ICAO).

Giovanni BisignaniNoël, your point about technologicalprogress and the environmentalbenefits is fundamental. From an airline perspective, more fuel-efficientaircraft reduce both the directoperating costs and the level ofemissions in the atmosphere. And the lower noise levels make for betterrelations with airport neighbours.

But fleet renewal is only possible if theairline financial situation allows suchhuge investments. That is why IATAstrongly opposes environmental taxesor charges that compromise airlinefinancial health, without bringing anymeasurable environmental benefit. No one should forget that air transport,unlike other modes of transport, is

already paying for the airportand Air Traffic Control

(ATC) infrastructure it uses. Industry usercharges amount to $US 40 billion per year.Imposing additionaltaxation would furtherdamage the financialsustainability of the

industry, and the traveland freight communities

it serves. Sustainable development isabout economic and social development,as well as environmental protection.

Noël ForgeardReduction of fuel consumption hasalways been a very competitive issuefor manufacturers when selling anaircraft. Indeed, fuel burn accounts for a large part of an airline’s operatingcosts and, consequently, they do notlike to carry fuel instead of payload.To design aircraft that are economicallyefficient, manufacturers are doing their best to guarantee that throughout

its life cycle, an aircraft will carry the highest possible payload(passengers and/or freight) for thelowest possible fuel load, as defined in safety requirements.

Airbus addresses fuel consumptionreduction both through the design of its aircraft and by providingassistance to airlines throughout their daily operations.

Giovanni BisignaniI absolutely agree! Although technologyis a key element, it is not enough.Efficient operational practices mustcomplement technological improve-ments. For example, substantial fuelsavings are possible if we can betteruse the airspace, in particular withReduced Vertical Separation, better useof Global Navigation Satellite System(GNSS) procedures, and improved airroutings. All of these are win-wins.Reduced fuel translates directly intolower costs and lower emissions. This is a global challenge – the airlineindustry needs governments and AirNavigation Services (ANS) providers tocollaborate. To harmonise systems andwork together on a global road map formore efficient air traffic management.

Looking further ahead, how do you envision the air transportindustry in the coming“environmentally-conscious” future?

Noël ForgeardAs you said, improving air trafficmanagement is essential. Nevertheless,in order to accommodate the demandfor air travel, there will still be issueswith airport capacity. Building additionalrunways or new airports will becomenecessary in some cases and theopposition, essentially for environmentalreasons, will remain quite strong.

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“We need to have a long-term vision of the air transportsystem as a whole,especially as we are

working in anindustry with a very

long life cycle.”Noël Forgeard

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An alternative way to absorb trafficgrowth is to operate larger aircraft likethe A380 and airlines around the worldhave already clearly demonstrated their confidence in this approach.More generally, environmentalrequirements remain at the centre ofour business and are taken on boardas early as possible in the designprocess. Over half a century can passfrom the very early design stages for anew aircraft type to the retirement ofthe last aircraft of that fleet.So, even at the beginningof the design stage, wemust anticipate thefuture expectations of allstakeholders throughoutthat 50-year cycle. I think that people willalways want to travel,but as part of a societythat will be ever moredemanding in terms of mini-mising the impact travel has on the environment.

Giovanni Bisignani

It is indeed a fundamental issue. Air transport is a key building block fordevelopment in regions such as China,India, Eastern Europe, Latin Americaand Africa. More people are looking forgreater mobility, but they are looking fora better environment at the same time.This is a global issue, for all sectors ofthe industry and for society at large.

The sustainability approach requires all types of transport to be treatedequally when assessing their respectiveenvironmental impact. The aviationindustry’s external costs, such asenvironmental impact, are alreadytaken into consideration more fully than in any other transport sector. In particular, this includes infrastructure costs.

Having spoken of the passengers’views and future requirements fortheir travel, what is your idea ofthe traveller of the 21st century?

Giovanni BisignaniWell, firstly we will be seeing many moretravellers – potentially 2,200 million bythe year 2010. We will see many morepassengers from rapidly emerging newmarkets in Asia and Eastern Europe.However, the basic passenger

expectations will remain thesame: people want to fly

safely, comfortably andquickly to theirdestination. Obviously,the price will very muchinfluence their ability to travel. Our futurecustomers will also be more demanding

in terms of comfort levels,especially for very long flights.

And in terms of the services they geton the ground – particularly makingsecurity and government procedureseasier.

Noël Forgeard

Obviously, there is one issue that we will never compromise on and that is safety. This is true for bothmanufacturers and airlines. Air transportis, and has to remain, the safest meansof mass transportation in the world.

But compromises may influence someother elements. The design of aircraft isoptimised in order to ease the workloadof crew and traffic managementthrough efficient on board systems. Fly-by-wire technology has been a key element in this exercise and it is important to note that it has had a positive impact both on theenvironment and on the comfort ofpassengers. Using wires to carry asignal instead of cables and pulleys has substantially reduced the weight

of the aircraft and, therefore, theamount of thrust needed to fly it. This has consequently reduced the associated fuel consumption. Theuse of fly-by-wire has also allowedsmoother flight paths, therebyimproving the comfort of passengersand the safety of flight.

Giovanni BisignaniOur remarkable safety record isessential to our success as a transportindustry. And, with new targets forfurther improvement in safety levels,this focus will continue. But, as withsafety, we have not neglected ourenvironmental objectives and areactively working with our partners in the ICAO framework on improvingtechnical standards, promoting moreefficient flight operational proceduresand assessing the feasibility andeffectiveness of market-based incentivemechanisms, such as emissions trading.

Noël ForgeardIt is essential that all providers of air transport (manufacturers, airlines,airports, traffic management and evenprofessionals in tourism) talk togetherto define the most suitable solutions.For instance, airlines are certainly the main stakeholder in terms ofunderstanding passenger expectationsand we, as a manufacturer, are in veryclose communication with airlines andtheir associations to ensure that weunderstand how we can continuouslyimprove flight performance.My feeling is that no one provider cantackle the environmental challengealone. This is a joint responsibility andmust be a collaborative task.

Giovanni BisignaniIf you allow me to conclude, I wouldlike to paraphrase you in saying that “we are all in the same boat”, or indeed on the same aircraft!

“From an airlineperspective,

more fuel-efficientaircraft reduce boththe direct operatingcosts and the level

of emissions in the atmosphere.”

Giovanni Bisignani

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A380: designed in close co-operation with industry partners

Given the unique nature of the A380’s size,

Airbus set up a teamdedicated to airport

compatibility aspects(including environment)

as early as 1994, 12 yearsbefore the aircraft’s

planned entry into service.

,

1) In 1992, an Airbus survey of 10 airlines in Asia, Europe and North America confirmed the need for a new aircraft seating up to 600 passengers and compatible with existing airport infrastructures.

2) Sixty airports “likely to welcome A380 before 2010” were invited to contribute at this consultation phase.

Taking a longterm view, today’s fleetmix and our increasingly congestedmajor airports will struggle toaccommodate the forecast growingdemand for passenger and freighttraffic. This market analysis, together with the need for mitigatingenvironmental impacts, hasemphasised the need for a long-range,high-capacity aircraft, operating on hubroutes with low cost, great comfort and environmental performance, and complementing point-to-pointoperations offered by the existing A340Family. Designing such an aircraft was the challenge that Airbus decidedto take up.

Airbus initiated a pro-activeapproach by organising numerousworking groups and open forums withairlines(1), airports(2), ground handlingcompanies, and regulatory authorities.

With the A380, Airbus has adopted a new approach, in order to involve its suppliers at an early stage in thedesign and development of the aircraft. As a result, engineering resources fromthe suppliers joined Airbus designteams on a “design plateau phase”.

Given the unique nature of the A380’ssize, Airbus set up a team dedicated toairport compatibility aspects (includingenvironment) as early as 1994, twelveyears before the aircraft’s planned entry into service. Many recommendationsreceived during these consultationshave directly shaped the design of the

A380, which will be compatible withmost airport requirements for reducedadaptation investments.

While designed to have substantialmargins within existing internationalenvironmental standards, the A380encountered one of its main challengeswith the requirements from customerairlines to meet the QC/2 departureclassification necessary to take off fromLondon airports at night. This will beachieved through the incorporation of new technologies resulting fromextensive research programmes. For instance, Airbus designed a nacelleacoustic liner that is manufactured as a single barrel (zero splice inlet barrel)as opposed to the classical two orthree panels, thus removing theacoustic disturbance created by thejoints (splices) between the liner panels.

As a result, the A380 is a 560 tonnesMTOW aircraft capable of carrying555 passengers over 8000 nauticalmiles, which has been designed withan unprecedented emphasis onenvironmental aspects.

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Part 2

Airbus is fully committed to the continuous improvement of the Environmental, Health and

Safety performance of its sites and products through the design and maintenance of effective

management systems. The company firmly believes that the involvement of every employee

is essential to ensure the permanent control of industrial risks and the highest standards

of occupational safety at all levels of the company.

Managingthe Environment,Health and Safety

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Part 2

The expansion of the company directly depends on its economic resultsand on the continuous improvements of its performance in all fields. In this context, both mental and physical health, safety in the workplace,as well as the respect for the environment in Airbus activities, includingproduct design, constitute an integral part of the company’s fundamentalperformance and business decisions.

Part 2 Managing the Environment, Health and Safety

The Airbus EHS PolicyThe Policy on Environment, Health and Safety is one of Airbus’ key documents and is made readily available to all Airbus employees.

CommitmentsWe go beyond the mere fulfilment

of the 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 improvementsand measure achievements in order to continually improve our performance and face future challenges by allreasonably practical means.

We research, develop and promoteinnovative solutions with the aim ofimproving 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 ouremployees and we involve our employeesand staff representatives in the layout oftheir workplace and other EHS activities.

We design work systems, products and services according to health, safety,ergonomics and environmental requirementsin all phases of the product life cycle.

We assess potential actions forimprovement and engage in appropriatelegislative review processes and activelyparticipate in stakeholder forums.

We make our stakeholders and thepublic aware of our EHS Policy and providecomprehensive information about theprotection of EHS.

We provide our employees withappropriate training. We foster an EHSculture and encourage personal initiatives.

Our subcontractors’ and suppliers’commitment to respecting this Airbus Policyis a relevant criterion for their selection.

The involvement of all employees, not only the management, in the adoptionand implementation of this Policy, is an important criterion in the evaluation of individual performance and results.

ImplementationAll Airbus Functions, National Entities

and Subsidiaries are responsible for theconsistent implementation of this Policy.

They guarantee the establishment of appropriate implementation directives and the availability of the necessaryresources, especially with regard topersonnel and the suitability of their skills for the job.

Periodic assessments will be performedon a worldwide basis to monitor theimplementation of the EHS Policy.

This Policy will be reviewed regularly inaccordance with the Airbus Strategic Plan.

Bill Black, Executive Vice-President

Quality and Integration

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Airbus ISO 14001 network

Managing the Environment, Health and Safety Part 2

Key figures

More than 130people dedicated to environmental issues

1 two-day environmental meeting every two months

3 two-day Health and Safety meetings per year

EHS organisationThe implementation of the Airbus EHS Policy is based on an efficientorganisation and the involvement of the whole company, thanks to a clear definition of the missions and responsibilities.

Airbus’ corporate environmentalaffairs team is in charge ofenvironmental issues while humanresources is responsible for Health and Safety issues. Environmental affairsand human resources teams worktogether to implement and updateAirbus’ corporate EHS Policy. They report to highest executive levelsof the company and work closely withall functions to ensure the consistentintegration of EHS measures in allAirbus’ activities throughout the lifecycle of its product.

Each Airbus entity, subsidiary andfunction is responsible for implementingthe EHS Policy and contributing to theachievement of environmental goals. An EHS steering committee comprisingkey functional and entity representativeshas also been set up to approvestrategic orientations for EHS issues.

Environmental, Health and Safetyofficers are appointed and empoweredat all Airbus manufacturing sites tomanage EHS issues at a local level,with additional support from colleaguesin operational services.

Promoting EHS Policy at Saint-Éloi (France)

EHS Steering Committee

Airbus Executive Committee

Local EHSOfficers

EnvironmentalAffairs

EHS Co-ordination

Human Resources FunctionsNational Entities

EHS coordinators(D, F, S, UK)

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EMS implementationEnvironmental considerations have always been a key priority in the management of Airbus activities. The implementation of appropriate environmental management systems ensures Airbus’ constantprogress towards achieving environmental excellence.

In agreement with the commitmenttaken in 2002, Airbus is evaluatingplans to develop and implement acompany-wide Site and ProductOriented Environmental ManagementSystem (SPOEMS).This will cover the full life cycle of itsproducts and will be compliant with ISO 14001 requirements. The objective is to achieve overall corporate ISO14001 certification by 2006.

A first phase was launched in 2003for the manufacturing activities of five pilot sites around Europe.

These sites, at Broughton in the UK,Nordenham in Germany, Puerto Real inSpain and Saint-Eloi and Saint-Nazairein France, aim to achieve ISO 14001certification by the end of 2004. In this process, the Broughton sitesuccessfully passed the certificationaudit in April 2004.

On the basis of the experience gained in the first months of this pilotphase, and as a result of a technicaland financial review scheduled for June 2004, Airbus will then decide on the way forward.

Airbus Corporate EMS implementation

2002- Corporate EHS Policy implemented

2004- Certification of pilot sites- Technical and Financial Review in June

2003- Filton site ISO 14001 certified- Business case developed for the implementation of a company-wide SPOEMS

2006- Corporate SPOEMS fully in place- Airbus globally certified to ISO 14001 standard

ISO 14001 is not about a certificate on the wall; it is about aprogressive,

dynamic and breathingbusiness with a clear vision

and strategy to becomeworld class. EMS affects

everyone on site and all employees have

their part to play in a programme of continuous

improvement.

Liz Anderson, ISO 14001 management

representative at Filton site, UK

Airbus Corporate EMS implementation

In December 2002, the site at Filton in the UK became the first Airbus location

to achieve ISO 14001 certification,covering all aspects of the business that

affect environmental performance.

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Targets

To enhance environmental communication, particularly in the frame of ISO 14001 programme.

To train 100% of the on-site environmentalfocal points to ISO 14001 requirements by the end of 2004.


Training and awarenessEmployee training and awareness of environmental, health and safety issues are the first key elements in the successful implementation of the EHS Policy and associated management systems.Specific EHS training is provided to support their commitment and help achieve the maximum levels of active contribution.

Indicators

Health and Safety training hours 2003France 37 500Germany 26 008United Kingdom 26 507Spain 18 854Central entity 1 444Total 110 313

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Environment

Case studiesIn Germany, Hamburg hosted

an EHS rally that brought together 140 trainees and apprentices, in 16 workshops designed to raiseawareness of EHS issues.

In France, all environmentalmanagers benefited from a one-daytraining on environmental regulations.Around 40 environmental “focal points”attended specific environmentaltraining in 2003 and they will in turnprovide on-site training and support to other employees.

In the UK, the Filton site providedover 13,500 hours of safety training to more than 2,400 employeesfocusing on Health and Safetymanagement, including some 3,400 hours for over 300 managers. It also incorporated 5,198 hours ofemergency training for 418 employees,over 1,900 hours of risk assessmenttraining for 272 employees, and over3,000 hours of general safety and riskawareness for 1,473 employees.

Screen view of environmental channel

In-the-field awareness sessions areconducted to ensure that EHS bestpractice is integrated into routineoperations. The training is alsoprovided to external and on-sitecontractors prior to any activeinvolvement with Airbus. At a globallevel, an extensive environmentalawareness programme throughoutAirbus is under way, along with a more specific training programme for dedicated teams. Variouscommunication tools are used for this programme to ensure the most effective targeting of eachaudience, including the introduction of two new applications.

A centrally integrated ENvironmentalReference On-line Library (ENROL)provides employees with easy access to all of Airbus’ EHS information. This supports Airbus’ drive to ensure that effective company-wideinformation sharing is used to supportdecision makers throughout theproduct life cycle.

A dedicated “environmental channel”is available through the company’semployee portal facility, Airbus/People.This channel provides news andinformation concerning the objectives,activities and people that form the backbone of Airbus’ environmentalnetwork. The environment channel is also closely linked to other channels, sites and documents on the portal.


EHS risk managementEHS risk management is an integral element of Airbus’ key procedures, ensuring that all significant risks are identified, managed and reported in an appropriate manner.

Risk assessmentWithin the framework of the Europeanregulation on Integrated PollutionPrevention and Control (IPPC),all Airbus manufacturing sites haveperformed risk assessments andmappings. New evaluations are carried out when a significant change is made at a facility. Each event isanalysed and the lessons learned aretaken into consideration in order tofurther optimise control measures.

Potential risks and hazards to health and the environment, which can beassociated with the use of hazardousmaterials and substances in aircraftdesign and manufacturing operations,are also systematically screened.

Airbus has set up in-house nationalhazardous substance committees thatare responsible for the approval of anynew chemicals that are to be introducedon site or in the manufacturing process.

Risk managementAirbus’ commitment is to reduce riskas low as reasonably practicable:

A number of directives andprocedures are in place to organiseresponsibilities at operational levels and ensure that risk reduction is a sharedpriority among employees.

Consistent training is provided. In particular, special attention hasrecently been given to the transportationof hazardous materials.

The company seeks to reduce risksat the source rather than simply identifythem at the end of the process. Going far beyond regulation, Airbus isvoluntarily promoting the reduction of all hazardous substances throughphase-out and substitution schemesand through the development of cleantechnologies.

ReportingAn integrated tool allowing hazardoussubstances to be tracked is beingimplemented groupwide. It will make it possible to monitor the flow ofhazardous substances from purchase to recycling or elimination, including the transportation phases.

As part of Airbus’ continuous effort to improve EHS and eliminate hazardous products, the UK team successfullydiscontinued the use of all two-part chromium VI containing sealants at its own manufacturing facilities in Filton and

Broughton, as well as with its major subcontractors.

In France, the Toulouse A380 final assembly line benefits from an innovative and reliable fire risk prevention approach. Following a detailed risk analysis, the fire protection was defined in order to ensure complete protection of a 9,000 m2 area thanks to waterdeluges or emulsifiers set up in the halls, foam guns on the outside areas and sprinklers at the other buildings.

Case studies

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Occupational safetyAirbus continually strives to identify and prevent potential occupational risks to ensure that all employees and operators are working in a safeenvironment.

Following the definition of the joint EHS Policy in 2002, an initial PolicyImplementation Assessment wascarried out in 2003 to determine thepoint where each entity stands and setconsequent priorities. On that basis Airbus started a target-setting process for occupational H&Sfor all entities and levels. Topics such as H&S organisation, assignment ofH&S tasks and duties and qualificationof all the ones involved were examined.Where necessary, improvements wereidentified, and entities have launchedsome preventive and corrective actionsfocused on:

the integration of safety andergonomics in the design of workplaces,industrial processes and facilities. For example, Polaris 2, the newassembly line for A380 in Saint-Nazaire, France, has been using themost recent and innovative approachesto ensure optimal light, noise and safework conditions;

the direct involvement of ouremployees and management throughappropriate training. In spite of the tremendous activityconnected with the development of the A380 programme, the number of reportable industrial accidents was considerably reduced in 2003.However, the resulting lost time did not follow this trend because of a fewserious accidents. Human behaviourwas found to be the main cause forthese accidents, and so the 2004 planof action now includes dedicatedoccupational safety training for staffand management. To ensure further continuousimprovement, a Policy ImplementationAssessment will be held every yearfrom now on. As a result, each entitywill set yearly concrete objectives.Internal and external benchmarkingand sharing of best practices will alsoremain among our continuingobjectives. In the future, Airbus’subcontractors will also be included in this process.

0fatal accidents in 2003

To pursue the harmonisation of H&S reporting systems.

From 2005 onwards, to conduct a yearlyassessment of EHS Policy implementation.

Targets

Key figure

Indicators

Number of reportable accidents

From November 2002, AirbusDeutschland has initiated a healthpromotion project aiming at settingHealth and Safety standards incomparison with other enterprises. In 2003, after analysing the currentsituation at all sites, the healthpromotion strategy was prepared andpresented to the site co-ordinators.From 2004, five key figures will be

used and reported at each site tomeasure the results and success of workplace health promotion.

In 2002, Airbus Spain implementedtwo medical protocols in the fields of stress management and musculo-skeletal injury aiming at a betterdetection of potential illnesses and consequent earlier preventive or healing measures.

Case studies

As a further step towards implementing our jointEHS Policy, numerous activities were initiated in2003 with the aim of improving workplace safetybut also of promoting integration of the entitiesand making our processes more efficient. Theresultant increased transparency in the H&S

sector as a whole contributes to the process of continuousimprovement.

Erik Pillet,Executive Vice-President,

Human Resources

Number of days lost due to accidents > 3 days

0

6,000

15,000

3,000

9,000

12,000

2002 2003

0

200

800

400

600

2002 2003

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Part 3

Measuring our progress

Over the years, Airbus has constantly improved its environmental

performance through research into new clean processes, materials

and technologies and by designing aircraft that minimise overall

environmental impacts across their entire life cycle.

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Environment

Part 3

Part 3 Measuring our progress

Consumption of rawmaterials and natural resources(water, energy)

VOC emissions from cleaningand painting processes

Direct GHG emissions fromconsumption of natural gas and fuel

Indirect GHG emissions from electricity consumption

NOx and SOx emissions from combustion facilities

Production of hazardous and non-hazardous waste

Airbus actions throughout the integratedaircraft life cycle

Air transport key environmental impacts

Develop Design ForEnvironment (DFE) proceduresand tools

Incorporate EHS criteria into design of new buildingsand processes

Assess EHS impacts prior toany investment or procurement

Optimise continuouslyaircraft design to reduceweight, fuel consumption,noise and emissions

Integrate end-of-life issues from the very start of aircraft design

Participate to internationalR&D programme

Design

Use clean technologies and new processes with lowerenvironmental impacts (e.g. solvent-reduced orsolvent-free cleaningoperations, low VOC coatingprocesses, and new chemicalmilling maskants)

Eliminate and reducehazardous materials (eg. chlorinated solvents, chromium VI)

Raise employee awareness of EHS issues

Promote energy and water savings

Reduce waste production at source and increase waste recycling rates

Reduce hazardous waste

Manufacturing

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Energy consumption(kerosene) to transport aircraftsections from manufacturingsites to final assembly lines in Toulouse (France) andHamburg (Germany)

Transport-relatedemissions (e.g. GHG, NOx,SOx, particulates)

Employee commuting andtravel contributes to local airpollution issues

Growing demand for airtransport putting increasingpressure on non-renewableenergy resources

Noise nuisances aroundairports

Aircraft emissionscontributing to local airpollution and climate changeissues

Transportation Provide technical support to airlines and airports in order to optimise operationalprocedures (fuel burnoptimisation, fuel conservationmeasures, noise abatementprocedures)

Support maintenanceprocesses and consumables

Operations

Measuring our progress Part 3

Maintain an efficienttransportation system foraircraft sections minimisingenvironmental impacts (Beluga,multi-modal solutions for A380)

Organise safer and more efficient shuttles and circulation rules

Encourage employees to use environment-friendlytransport such as car sharing,buses and cycles

Decommission & recycle

Co-operate with concernedparties to define aircraft end-of-life strategies

Our mission is to deliver a best-in-class product, on time, to cost, with quality and highestenvironmental performance through innovativemanufacturing techniques, lean and efficientmanufacturing processes, and close cross functional and cross national team work.

Karl-Heinz Hartmann,Executive Vice-President,Manufacturing

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Environment

Energy Airbus’ overall energy consumption hasslightly increased from 2001, due tothe extension of manufacturing facilitiesto accomodate new A380 productionlines. 58% of the energy currently usedby Airbus comes from gas, 40% fromelectricity and 2% from heating oil.Airbus seeks to promote the level ofday-to-day energy savings, through

increasing awareness and expandingbest practice. From the earliest stagesof planning, building design andmanagement, Airbus takes fulladvantage of the latest technology to deliver tangible improvements, by using options such as automaticequipment and light management, raw materials that optimise energyconsumption or environmentally friendly energy sources.

Greenhouse gasesemissions (GHG)GHG emissions are mainly generatedby the heating and power systems ofindustrial infrastructure. In 2003, the direct CO2 emissions from fossil fuel combustion of allmanufacturing sites increased by 18%compared to 2002. This evolution is

mainly due to the additional energyconsumption as a result of the A380production programme. In this context, Airbus continuespromoting energy savings efforts and encourages the development of environmentally friendly energysources to replace non-renewableenergy sources.

Site performanceSaving energy resources The depletion of fossil energy sources together with climate change are major sustainability concerns. Airbus aims to streamline energy consumption, while reducing greenhouse gases emissions, through the use of alternative resources or technologies and the modification of consumption habits.


Building on past experiences, six Combined Heat and Power (CHP) generating units were set up in October 2002at Broughton (UK). Generating a total output of 7.2 MW of electricity and 15 MW of heat, they meet all electrical

requirements of the wing production process.

Airbus Spain plans to construct in 2004 an installation of 98.6 KWatt-peak of photovoltaic solar power connected to the publicelectricity system on the roof of the new office building in Getafe. The installation will be composed of 580 photovoltaic panelssupplying 130 MWh/year to the public electricity system.

Case studies

Total and normalised energy consumption

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10

20

25

30

15

5

2001 2002 2003

Normalised (see ▲ page 46) Total

MW

h/se

at

500

1,000

1,500

2,000

GW

h

0

2

4

3

1

2001 2002 2003


Tonn

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O2

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v./s

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250

150

100

200

50

Tho

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esTotal and normalised CO2 emissionsfrom fossil fuel combustion(all manufacturing sites)


Case studiesAirbus Spain team has identified new

water-based varnishes to reduce VOCemissions during manufacturingprocesses. These new materials arebeing introduced in the production of the new A380 aircraft and will beprogressively extended to all otherprogrammes.

In Germany, covers introduced on the chemical baths in the Galvanic-Aluminium workshop at the Bremen siteare dramatically reducing air emissionsand, therefore, the levels of employeeexposure.

In the UK, the introduction ofaqueous technology at the Broughtonsite has enabled the elimination of trichlorethylene in cleaning wingcomponents and tools, therebyreducing the level of VOC emissions by 25% compared to previous levels.

In France, Airbus contributed to the publication of national guidelines on VOC reduction schemes based on lessons learned from implementingsuch strategies on its own sites. The guidelines have been made publicin 2004 for the benefit of all aerospaceindustry and published on the FrenchMinistry of Environment website as a best practice.

Controlling air emissionsAirbus is committed to minimising and controlling the release ofemissions into the air from its industrial processes and infrastructure.

Volatile OrganicCompounds (VOC)Surface treatment and coatingoperations are significant sources of VOC emissions. Despite the increasein production, Airbus has managed to stabilise VOC emissions by phasingout high VOC-containing chlorinatedsolvents, developing cleantechnologies (e.g. cryogenic cleaning),using low-VOC cleaning materials or pre-impregnated wipes andintroducing water-based paints. In addition, the automation of paintingoperations reduces paint wastage

and fugitive emissions. All remainingemissions are carefully controlled and treated before being released to the atmosphere.

Ozone DepletingSubstances (ODS)ODS are being phased out in the frame of the Montreal Protocol and EC regulations. Airbus has alreadyeliminated almost all ODS solvents. The only exceptions are a very smallnumber of products used in precisioncleaning operations, which are coveredby a European exemption foraerospace applications until 2008. In the meantime appropriate alternativetechnologies will be progressivelyintroduced.

Nitrogen oxides (NOX) and sulphur oxides (SOX)Energy saving techniques and the use of highly efficient combined heatand power systems are used tominimise the level of NOx and SOx

emissions from combustion plants.

Indicators

0

19

38

2001 2002 2003


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Total and normalised VOC emissions(all manufacturing sites)

Total and normalised NOx emissions(all manufacturing sites)In 2003, the additional fuel consumption due to the A380 productionprogramme led to an increase in NOx emissions.

0

4

3

2

1

5

2001 2002 2003


kg/s

eat

0

200

300

100

tonn

es

0

2

3

1

2001 2002 2003


kg/s

eat

0

78

130

104

52

26

tonn

es

Total and normalised SOx emissions(all manufacturing sites)

Although water consumption has increased globally as a result of new programmes such as the A380, Airbus sites in Spain have rationalised their water consumption by changing the processes that had

the highest level of water consumption, such as paint booths and surface treatment baths.

In the UK, Airbus’ Broughton facility has introduced a water re-circulation system as part of the rinse treatment of wing components.This enables 90% of all rinse water to be washed back into the process tank, in turn reducing the level of contamination in thesubsequent rinse tanks and, therefore, considerably decreasing the chemical load on the effluent treatment process.

At Saint-Nazaire, the rinsing water from surface treatment baths is sent to a vacuum evaporation system that allows theelimination of aqueous discharge. The distillate obtained, of a composition purer than the water (conductivity of 10µS/cm against460µS/cm), can then be reintroduced in the process.

Case studies

Preserving water resourcesAirbus takes great care to conserve and protect water resources by optimising each step of the water cycle, exerting careful control, from consumption through to discharge.

Water consumptionIn Airbus, the main industrial processesthat use water are surface treatments,non-destructive testing for both metal and composites, and cleaningduring assembly. Efficient use andeffective recycling systems haveconsistently reduced waterconsumption, even allowing for theincreased levels of production. For example, the amount of water insurface treatment activities has beenreduced through specific measures,such as limiting evaporation from active baths, by lowering thetemperature, or minimising rinse levels as far as possible.Across the four Airbus sites in France,the level of water consumption has been reduced by nearly 100,000 m3

since 1999, which is equivalent to the annual consumption of a town of1,500 inhabitants.

Water dischargeAirbus strives to preserve the quality of water resources through ongoingcontrol measures and the carefultreatment of its industrial effluents.Recently, some sites have beenequipped with closed-loop systemswith the aim of achieving a zero-discharge level. For example, in Germany, the Varel site hasintroduced a new filtering process that makes it possible to reuse rinsingwater from flaw detection operationson aluminium parts. This has created a 93% volume reduction in the residualoil-water mix.


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5

25

35

20

15

10

30

2001 2002 2003


m3 /

seat

0

1.5

2.0

1.0

0.5

mill

ion

m3

Total and normalised water consumption(all manufacturing sites)

Total and normalised water discharges(all manufacturing sites)

0

8

12

4

2

6

10

2001 2002 2003


m3 /

seat

0.3

0,9

0.7

0.8

0.5

0.4

0.6

mill

ion

m3


Hazardous waste production

Optimising waste managementAirbus aims to reduce waste production at source andpromotes waste recycling through appropriate segregation.

In 2003 Airbus activities generated26,863 tonnes of hazardous and 34,355 tonnes of non-hazardouswaste. The new A380 productionactivities resulted in a growth in theglobal amount of waste produced by7% between 2002 and 2003, in line with Airbus’ expectations. Airbus continually looks for innovativeways to minimise waste production at source. For example, by workingclosely with suppliers, it has developedsolutions that reduce the amount of packaging, material offcuts andwaste production.

The company also seeks to developnew, alternative clean technologies and products, to reduce waste from the very earliest definition of new aircraft or parts.In parallel to reducing waste levels at source, Airbus promotes recyclingthrough separated collection and invests in the proper training and awareness of all employees.

Case studiesAt Illescas (Spain), the automatic

tape layering technology introduced in the manufacture of A320 horizontalstabilisers has reduced compositewaste by over 50% compared to previous technology.

In France, the development andenlargement plan for Saint-Eloi siteincluded the creation of a “clean area”meant to help organise and improvethe gathering and upgrade of titaniumand ferrous metals shavings as well as garbage bags collection. This hasenabled the recycling of 216 tonnes of titanium and ferrous metals in 2003.

Recycling level raised to 93% in Stade plant (Germany) thanks to the implementation of a new wastedisposal system in hangars and officebuildings. In addition, the use of smartchips added to the selective collectionpans allows immediate access to quality, quantity and destinationinformation about the collected waste,and helps to further improve the flow,management and costs.

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600

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200

2001 2002 2003


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20

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Non-hazardous waste production

Addressing local impactsDue to the size and the complexity of the products manufactured, Airbus’ activities require an atypical infrastructure. The company seeks to integrate its infrastructure within the individuallocal contexts, minimising the level of impact on both the human and natural environment.

Taking great care of local environmentalimpactsAirbus sites pay careful attention to local environmental issues. Evenbefore launching the ISO 14001 project,Airbus initiated a series of measures tominimise the risk or potential impact on the local environment, in order to bea responsible citizen.

The A380 programme requiredenhancements to existing infrastructuresand the building of new ones, such asthe J.L. Lagardère final assembly line in Toulouse, officially inaugurated onMay 7, 2004. On each modified or newmanufacturing unit, Airbus considersspecific ecological aspects in order to preserve flora, fauna and habitat, in the design, building and futureoperating phases.

Minimising disturbancelevels from flight testsFlight tests are an essential part ofaircraft certification. They guarantee thataircraft performance and systems meetor exceed the highest safety standardsrequired by certification authorities.

Airbus flight tests are performed inToulouse, using the runways of ToulouseBlagnac airport. They currentlyrepresent less than 8% of the totalnumber of airport movements – a proportion that is decreasing as the level of commercial trafficcontinues to grow. To reduce the environmental impact of its flight tests, Airbus hasimplemented a number of measures:

Whenever possible, the noisiest flighttests are relocated to Istres, a militarybase in the South-East of France with no immediate neighbours. Airbus hasinvested in adapting the runway and theparking zone to accommodate heavieraircraft, such as the A340 and the A380.

For the flight tests performed in Toulouse, the flight pattern height hasbeen increased from 3,000 ft to 4,000 ftin agreement with air traffic control.

Flight tests are never planned at night.

No training flights are performed in Toulouse Blagnac airport.

Test pilots are regularly givenrecommendations on reducing the impact of flying procedures on the neighbouring environment.

Finally, Airbus informs localcommunities through the local dailynewspaper when a flight test isexceptionally scheduled on a Sunday.

Airbus, as an operator at ToulouseBlagnac airport for its flight tests,participated in the development of the airport environmental charter and supports the implementation of its commitments.


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,

When fully operationalin 2006, the new building will

welcome 1,150 employees.From this project, Airbus is

moving towards a more holisticapproach in its construction

policy in the context ofsustainable development.

Airbus green building: a newdevelopment designed for usersand environment

Airbus flight tests currently represent

less than8%of the total number of Toulouse Blagnac airport movements

Key figures

External view of green building.

Green building atrium.

Airbus is developing a new customersupport building in Blagnac based on the best environmental standards in the construction industry. Thisenvironmentally focused approach has been the starting point of the whole building’s conceptualisation. One of the priorities Airbus has set is to optimise the building’s energy andenvironmental performance. The building should achieve a yearlyglobal energy consumption of less than140 kWh per effective square metrethrough climatic use of vegetation,appropriate building orientation,maximised use of natural light, soundchoice of structural materials, adaptablepiloting of equipments and areas…

This represents half the regular overallenergy consumption of similar existingAirbus buildings (around 300 kWh/m2).As working conditions can substantiallyinfluence employee wellbeing, anothercore concern of the project team was to ensure the best workplace comfortand healthiness.

When fully operational in 2006, the newbuilding will welcome 1,150 employees.From this project, Airbus is movingtowards a more holistic approach in its construction policy in the contextof sustainable development. P A G E

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TransportationClose co-operation among specialised sites in France, Germany, Spain and the United Kingdomis a fundamental feature of Airbus and is a key factor in its success. Airbus has always nurturedthe sharing of knowledge and best practice to optimise the cost, speed and environmental effect ofour transportation activity.

Aircraft sectionstransportationWith an economic model based on the inter-site routing of aircraft sections,Airbus has developed an efficienttransport system that minimises the impact on the environment.

The A300-600ST Beluga, a custom-built Airbus freighter aircraft, is a keyelement of this system. Takingadvantage of the airports adjoiningmost Airbus facilities, the Beluga is ableto directly transfer large, heavy aircraftcomponents from manufacturing sitesaround Europe to the final assemblylines in Toulouse and Hamburg, in anaverage of just two days. Able to carryheavy cargo loads, the A300-600SThas a very low noise level, having morethan 14 EPNdB margin to the currentinternational limit. Furthermore, contraryto ground transportation systems, this (low) noise disturbance is limited to the airport neighbourhood.

Due to the size of the new A380 aircraft,a specific transportation system hasbeen developed (see page opposite).

Employee travelAirbus is also sensitive to environmentaland safety issues concerning itsemployees. The company addressesonsite and offsite transportation issues by organising safer and more efficientshuttle bus services and circulationrules. Following extensive onsitesurveys and employee consultation,travel plans have been created andpublicised to minimise individual caruse, promote car sharing and the use of buses and bicycles. An improved, more frequent internalbus service at the Airbus Filton site inthe UK has increased the number of employees travelling by bus from

1,850 to over 5,000 per week. Safetywas an integral part of the travel plan,through the introduction of speed limitinteractive signs, pedestrian crossingsand improved pedestrian walkways.Filton was granted a Silver Award aspart of the Avon Area Employers TravelPlan Award Scheme, in recognition of the site’s work with local businessesand councils, and, in particular, thesignificant reduction of on-site trafficmovement and pollution and the generalpositive response to the employeetravel survey.Similar initiatives were taken at the site in Toulouse, where more than1,000 people now use the company’sbus service every day.

5,000employees per week travelling by bus at Filton site

Unloading the Beluga


Transportation of the A380 sections-the choice of multi-modality

,

With the A380, Airbus continues to rely and build on its historicalproduction scheme, based on existingexperiences and infrastructures. Thus,A380 sections are manufactured andassembled in Germany, the UnitedKingdom, France and Spain and thentransported to Toulouse for finalassembly. Yet, with sizes exceedingBeluga’s capacity, Airbus has had toevaluate and choose alternativetransport solutions.

The widest range of options andsuggestions (including the use of gas-powered balloons) has beenclosely scrutinised. A multi-modaltransport scheme with maritimeshipment on the longest distance has emerged as the sole feasible – yet effective – technical solution.

The exceptionally large, low-speedroad convoys will be organised at night on a monthly basis, graduallyincreasing to once a week by 2008.The lorries have been equipped withspecial noise reduction features as wellas specific guidance systems in orderto ensure a smooth path at constantspeed and to avoid any incidental effectsthat could cause higher nuisance.

Certain road segments have had to be slightly adapted to allow theconveyance of loads that can extend to 14m high, 8m wide and 50m long.Several safety improvement andlandscape measures have been takenalong the way. As a user of the road,Airbus has been involved in extensivedialogues with local communities in the effort to improve the project.

Case studyThe harbour of Langon

On a purely environmental basis,together with technical practicalities, it was decided that the transportationof aircraft sections from Bordeaux toLangon would be done on the RiverGaronne. This will ensure that thetransport avoids passing throughBordeaux city by road. In order tominimise the impact of such rivertransportations, some specificallydesigned barges have been built in Holland; the double-hulled

barge design has been tested inspecific conditions to reduce the bowwave to its minimum and avoid anydamage to the river sides.Furthermore, following meetings withfishermen, Airbus managed to developthis transport with the lowest impact on their activity. The noise of thebarge’s engines has been minimised to 55dB(A) at 30 metres in the case ofnormal thrust (corresponding to thetypical noise of the fishermen’s boats).

Cadiz

Toulouse

LangonPauillac

Saint-Nazaire

HambourgBroughton

Mostyn

Marine Transport

River Transport

Road Transport

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Innovative design for the environment To anticipate potential EHS issuesresulting from projected traffic growth,research and development projectsinvestigate, test, validate and optimisetechnologies, design features,configurations and architectures.Whenever possible, EHS issues are“designed out” from the very beginningby using the best options currentlyavailable and developing and implement-ing new concepts where appropriate.

For example, Airbus considers theentire product life cycle to ensure acomprehensive picture of potentialenvironmental impacts, from productionto end of life cycle. All potentialenvironmental issues are consideredduring the design stage to ensuretimely integration of the necessarytechnological improvements. As part of the European researchprogramme TANGO, a preliminarysimplified Life Cycle Assessment (LCA)methodology has been applied to newand future composite technologies,

enabling an objective comparison with metallic baseline solutions and the subsequent selection of the mostappropriate materials, taking fullaccount of the environmentaldimension, including composite wasterecycling. For instance, Airbus’ site at Stade in Germany initiated a projectin March 2003, in collaboration with the Technical University of Hamburgand other industrial partners, to valuethe Carbon-Fibre-Reinforced Plastic(CFRP) recycling.

Product performanceInnovationAirbus is renowned for being a highly innovative company, which aims to be the reference point for the rest of the industry. Environmental issues are high on the agenda for Airbus’research teams, from the very beginning of concept, product and process design.


Protecting our planet is a serious responsibility, and Airbus is awarethat reducing environmental impact at the source is a key factor.Through permanent research and the implementation of appropriateinnovative designs, our engineering activities are bringing directbenefits to the environmental performance of our aircraft.

Alain Garcia,Executive Vice-President, Engineering

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ACARE environmental targets by 2020:

Reduction of perceived noise by 50%

Reduction of fuel consumption by 50%

Reduction of CO2 emissions by 50%

Reduction of NOx emissions by 80%

These objectives are set for the standard aircraft and operating conditions expected in 2020, compared to the standard aircraft and operating conditions of 2000.

Indicators

R&D expenses in billion euros

P A G E

33

THE AIRBUS WAY

Environment

A380-800 Plastic (CFRP) and Thermoplastics Applications

Horizontal Tail Plane:CFRP, ATL for torsionbox and elevators

Wing: GlassThermoplasticJ-nose

Center Wing Box:CFRP, ATL

Rear Pressure Bulkhead:CFRP, RFI, non crimped fabrics

Un-pressurisedFuselage: solid

laminated CFRP, AFP

Tailcone:solid laminated CFRP, AFP

CFRP Vertical Tail Plane:CFRP, ATL for torsionbox and rudders

Upper Deck FloorBeams: CFRP

Flap trackpanels

0

0.5

2.0

1.0

1.5

2002 2003

Weight savingsReducing the basic weight of an aircraft helps to minimise fuelconsumption and, subsequently, the level of engine emissions.

Material and process innovationsleading to aircraft weight reductionhave recently focused on metallic andcomposite innovation and Airbusproducts already integrate a high levelof composite technology.

For example, the A380 will be the firstlarge commercial aircraft with aCarbon-Fibre-Reinforced Plastic(CFRP) composite centre wing box,representing a weight saving of up to 1.5 tonnes compared to the mostadvanced aluminium alloys.

Aircraft for tomorrowReconciling the growing demand for air transport with relatedenvironmental issues is a criticalchallenge for the industry.

Airbus has captured and analysed the key driving factors for the future airtransport system. The Proactive GreenPlane has been envisioned on the basisof environmental performance being atop requirement.

On a larger scale, Airbus stronglysupports the vision of the AdvisoryCouncil for Aeronautics Research inEurope (ACARE) related to the researchchallenges faced by the aeronauticsindustry. Airbus will actively contributeto achieving the objectives for thereduction of environmental impact.


A330 performance: spreading eco-efficiencythrough market effectiveness Over the past three decades, Airbus has developed a family of aircraft that makes not just goodbusiness sense but also good environmental sense. The A330 is a perfect illustration of Airbus’ability to both design and manufacture environmentally and cost-efficient aircraft.

Widely adopted by the airline market,the A330 Family comprises two mid-size, medium to extended rangeaircraft. The research for the A330especially targeted aerodynamics and diffusion of composite materials in the aircraft structure. It allowedconsiderably reduced weight (thus fuelconsumption) and optimised flightperformance. As a result, the A330introduces the best ever environmentalstandards together with outstandingeconomics.

SPAN 60.30 m

LENGTH 58.80-63.70 m

HEIGHT 16.80-17.40 m

MTOW 230-233 t

CAPACITY 253-440 seats

RANGE 5600-6650 nautical miles

NOISE Up to 20dB margin versus Chapter 3

FUEL BURN 3.4 litres / passenger / 100 km*

A330 Family

,

* with a 70% load factor (typical for international flights).

COLNBROOK

HARDMONDSWORTHCRANFORD

3.4 km

BEDFONT

STANWELL

Wraysburyreservoir

King George VIreservoir

AÉROPORT LONDRES HEATHROW

Contours 85 dB(A)0km 1km

A330 : the optimised mid-size aircraft

IN THE AIR

Low fuel burn – reducedimpact on the atmosphereThe A330 burns as little as 3.4 litres of fuel*to carry one passenger over 100 km, thusminimising its carbon dioxide (CO2) emissionshaving an impact on climate change.* Typical 70% load factor.

ON BOARD

For crewThe A330 shares with other Airbus fly-by-wireaircraft the unique advantage of flightoperational commonality (virtually identicalcockpits, handling characteristics andprocedures), allowing crew to alternatively flyshorthaul flights (on A320 Family aircraft) and

medium- to longhaul flights on A330-A340.The use of fly-by-wire technology reducesaircraft weight and improves flying conditions,thus reducing fuel burn and CO2 emissions.

For passengersThe cabin of the A330 shares a similar basewith the A340. It is the quietest in the skies;noise on board is as low as the level of a typical conversation (about 60 dB). State-of-the-art air distribution and superior interiorfeatures deliver excellent standards of comfort.

ON GROUND

Low noise – a good neighbourThe A330 goes far beyond regulatory requirements (up to 20 EPNdBmargin to Chapter 3 standard for the highest weight variant),making it compatible with future envisaged regulations.

This results in good integration into the existing infrastructure, with limited impact on the environment. For instance, at LondonHeathrow airport, the noise footprint at 85dB(A) for an A330 taking off is strictly located inside the airport boundaries.

Low emissionThe A330 is very respectful of the air qualityaround the airports. The levels of unburnedhydrocarbons (HC) and carbon monoxide(CO) emitted by an A330 during a completelanding and take off (LTO) cycle, althoughengine dependent, can be as low as 10%

and 20%, respectively, of the authorisedlevels by ICAO.Nitrogen oxides (NOx) have comfortablemargin with current regulation and will befully compliant with the 12% additionalreduction when applicable in 2008.

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Noise certificationprocedureAircraft built today must meet the noise certification standardsadopted by ICAO annex 16. The initial standards for jet-poweredaircraft designed before 1977 wereincluded in Chapter 2 of Annex 16. The ICAO then strengthened theserequirements in Chapter 3 andsubsequently adopted Chapter 4,which will take effect from January 1st,2006. Thanks to advanced acoustictechnology, the noise levels of all Airbusaircraft are lower than Chapter 3 limits(with a comfortable margin for the mostmodern ones), already anticipatingChapter 4 limits.

The Balanced ApproachIn 2001, the ICAO assembly endorsedthe concept of a “Balanced Approach”to aircraft noise management (AppendixC of assembly Resolution A33-7). This involves analysing the variousnoise reduction measures through the exploration of four principalelements, namely: reduction at source(quieter aircraft), land-use planning and management, noise abatementoperational procedures and operatingrestrictions. A guidance document was developed by ICAO technicalworking groups, and the latest CAEP,in January 2004, recommended that the ICAO assembly validates this document. Airbus stronglysupports the balanced approach and is committed to working closelywith airlines and airports to limit the number of people exposed todisturbance from aircraft noise.

Cumulative noise margin (EPNdB) – Airbus’ fly-by-wire Family

NoiseDespite the tremendous improvements already achieved,aircraft noise remains a key concern for people living nearairports. Airbus remains committed to addressing noiseissues through continuous innovation and co-operationwith other stakeholders, such as engine manufacturers.

20.1 18.3 15.2 15.0 13.3 19.1 22.6 24.5

Mar

gin

-10

EP

Nd

B

24.6

Chapter 3

Chapter 4

A318 A319 A320 A321-100

A321-200

A330-200

A340-300

A340-600

A340-500

Aircraft typeBasic MTOW

ICAO Annex 16 certification procedure

To achieve certification,an aircraft must demonstrate thatthe noise levels measured at threecertification points do not exceedthe limits defined by ICAO Annex 16.

These points are:flyover, at 6.5 km from brake

release point, under the take off flight path;

highest measurement recordedat the sideline, 450 m from therunway axis, during take off;

approach, at 2 km from the runway threshold, under the approach flight path.Cumulative levels are defined as the sum of the threecertification levels.

2,000 m

450 m

300 m

6,500 m

Cut back

Climb withreduced power

Approach in noisiest configurationLanding gear extended; full flaps

Sideline

Approach

Flyover~~

Take off withmax takeoff rating

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THE AIRBUS WAY

Environment

Noise reduction: achievements and future targetsAs a manufacturer, Airbus’ first priority is reduction at source. Major improve-ments have already been achieved.

Aircraft entering today’s fleets are typically 20 decibels quieter thancomparable aircraft thirty years ago. In practice, this corresponds to a reduction in noise annoyance ofabout 75%.

At a distance of 700 metres, the noise of an A320 taking off isaround 70 decibels, which is muchlower than a high-speed train passingat 100 metres (92 decibels) or anordinary bus passing on the other side of the street (82 decibels).

The “noise footprint” (area of noisegreater than a given level — forinstance 80 decibels — drawn on theground for an aircraft landing or takingoff) has also been dramaticallyreduced. For instance, the footprint of an Airbus A320 is less than onetenth of the area of the footprintcreated by a similar sized 1970s tri-jet.

Airbus is continuously seeking further noise reductions at source by researching and developing new technology through the use ofincreasingly sophisticated metho-dologies, including computationalmethods and new measurementtechniques. Implementing these

developments is a complex task, which can itself be subject to intensive R&D efforts, in order toestablish the optimum balance betweennoise, fuel efficiency, emissions andother design criteria, while alwayspreserving the highest safety margins. Operational noise abatementprocedures offer significant potential for improvement and advanced aircraftsystems enabling these procedures to be further developed is an area of intensive research. For instance, in addition to its impressive noiseperformance, the A380 will feature aprogrammable automatic noise-over-ground optimisation tool for minimisednoise exposure under the flight path.

However, although aircraft arebecoming less noisy, the residentialareas around airports are experiencinga growth trend, and efforts towardsnoise reduction at source are only ofbenefit if they are applied alongsideproper land-use planning andmanagement around airports. Airbushas no direct responsibility in this field,but is committed to providing airportsand airlines with the best technologicaland planning information it hasavailable, such as contributing to the future traffic forecasting, to helpestablish appropriate airport noisezoning and planning.

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Hud

son

Rive

r

CentralPark

La GuardiaAirport

NEW JERSEY

QUEENS

BRONX

MANHATTAN

16.3 km

3.4 km

0km 2km1970’s tri-jet75 dB

1970’s tri-jet85 dB

A32075 dB

A32085 dB


Sound investment – the first zero splice nacelle intake is unveiled at Nantes site (France).

Case studiesAirbus is part of the largest ever

aircraft noise research programme.Known as SILENCE(R), it bringstogether 51 organisations from acrossEurope. Since 2001, the team hasbeen working towards the validation of aircraft noise reduction technologiesto achieve quieter aircraft, up to 6 decibels, by 2008. The latestdevelopment, in January 2004, was the delivery of the world’s first full-scalezero splice nacelle intake – a newlypatented concept for engine fan noisereduction. The zero splice wasdeveloped by Airbus’ design office in Toulouse and manufactured inNantes. Following performance testingit will be put into production on the A380 in 2006. The technology hasbeen designed to achieve acousticadvantages without weight, cost or fuel consumption drawbacks. A range of technologies, developed by participating organisations, is being tested to enable full-scalevalidation prior to application onexisting and future aircraft products.

About 10 years ago, Airbus starteddeveloping software called NLC (NoiseLevel Computation), which calculatesthe noise level produced by its aircraftduring a single-event take off, climb,approach and landing phase. Whencombined with other software packagethat compute the aircraft’s flight path in different operating conditions, this tool can determine the noise levelrecorded on the ground for any chosenpoint on the flight path. Therefore, in a set of computed take off or landingtrajectories, it can select the bestoption in terms of noise mitigation. The software can also draw footprintsat fixed noise levels around a specificairport. Airbus makes this packageavailable to any airline operating itsaircraft and provides specific trainingthrough its customer support specialists.

To reduce perceived noise by

50%by 2020 (ACARE target). This corresponds to a reduction of about10db at take off and landing.

Targets

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37

THE AIRBUS WAY

Environment

Take off0.7 min 100% Climb

2.2 min 85%

Approach4 min

30%

Taxi26 min 7%

Thrust settings

The certification process is performedon a test bed, where the engine is run at four different thrust settings, namely:

take off (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


Air emissionsCareful control of both air quality and global atmospheric conditions, together with a thoroughunderstanding of the consequences of today’s actions on the planet’s future, are everyone’sconcern. Aircraft emissions can affect air quality around airports and currently contribute to about3.5% of man-made CO2 emissions. Airbus is committed to addressing environmental issuesrelated to aircraft emissions, while also meeting society’s growing demand for air transport.

Certification procedures Emissions of nitrogen oxides (NOx),unburned hydrocarbons (HC) and carbon monoxide (CO) are subject tostringent international standards that are regularly upgraded by the ICAO. To achieve certification and to belicensed to operate, aircraft enginesmust meet the criteria defined in Annex16 to the Chicago Convention. Thecertification test cycle analyses the levelof emissions at four different operatingregimes, corresponding to Landing and Take off conditions (LTO cycle).

Local air qualityHigher engine bypass ratios andcombustion temperatures reduce fuel burn and improve combustionefficiency. HC, CO and smokeemissions could though be reduced by more than 90% since the 1960s (see page opposite). However, highercombustion temperatures increaserelative NOx emissions due to asecondary reaction between the oxygenand nitrogen in the air, which wouldpartially offset the NOx reductionsobtained from lower fuel burn.

The NOx optimisation of combustionallowed nevertheless for continuedimprovements and are reflected in theallowed NOx emission levels reducedby 36% since 1981. A further reductionhas been adopted by CAEP and is dueto be applied on new engines from2008 onwards. In order to continue theNOx reduction trend, new combustionconcepts, more complex andexpensive, will be developed, built onthe results of ambitious researchprogrammes currently in progress.

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, The latest CAEP conclusions on NOx emissionsICAO Committee on Aviation Environmental Protection (CAEP) recommended a new stringency increase for NOx emissions from aircraft engines. This newauthorised level would be applicable to new engines being certified after 2008and would be 12% lower than the existing standard. The committee also agreedto review the NOx limits in 2010, depending on the outcome of current researchprogrammes and the application of new and future technologies. The ICAO Counciland Assembly are likely to endorse the CAEP recommendations in October 2004.

HC emissions

CO emissions

Indicators

P A G E

39

THE AIRBUS WAY

Environment

Achievement> -50%

Target -50%

0%

20%

40%

60%

80%

100%

1960 2000 2020Aircraft fuel consumption has been more than halved in the past 40 years, and ACARE targets include another 50% reduction by 2020.

Fuel efficiency Fuel consumption is one of the airlines’main operating costs and increasedfuel efficiency remains a key priority for the entire industry. As most aircraftemissions are directly related to fuelconsumption, engine and airframespecialists in the industry have sought and achieved dramaticimprovements in the past decades by increasing fuel efficiency.This efficiency has to remain at theforefront of operators’ expectationsthroughout the whole life cycle of theaircraft. The fuel efficiency of an aircraftis obviously one of the most importantcriteria in the airlines’ choice and it is a high focus when designing anaircraft. In addition to weight savings,reductions in drag and improvementsto engine technology also contribute to a lower fuel burn per seat. Once theaircraft is delivered, it is essential tomake sure that this efficiency remainsclose to its specification. On this point,Airbus offers performance monitoringtechniques and documentation andhelps airlines in identifying maintenanceactions to keep the aircraft performanceat optimum level.

Climate changeAccording to the IntergovernmentalPanel on Climate Change’s specialreport on aviation and the globalatmosphere in 1999, aviation’s share in climate change stands at around3.5% of total contribution from humanactivities. This share can be expected to grow to 5% by 2050 due to theincreasing demand for air transport.

CO2 and water vapour emissions from aviation directly contribute to the greenhouse gas effect, whereasNOx contributes indirectly through the creation of ozone. According topublications from the EuropeanCommission, the overall effect of NOx and contrails was overestimatedin the 1999 IPCC special report.However, there remains considerableuncertainty concerning the impact of specific emissions such as NOx,contrails and the indirect effects of aviation on cirrus clouds. As alternative aircraft fuels are unlikelyto emerge in the coming years, the best way to limit aircraft GHGemissions remains optimising fuelconsumption. To help achieve this, Airbus seeks to maximise the benefits offered bylighter materials, aerodynamics and in-flight optimisation. High capacityaircraft such as the A380 also respondto environmental issues by carryingmore passengers and freight, whileconsuming less fuel.Looking even further ahead, Airbus will continue to actively support theimprovement actions identified by airtransport industry (CAEP and ICAO):

looking for technological solutions (e.g. hydrogen for AuxiliaryPower Units - APU);

improving air traffic control (latest advances such as FANS, FutureAir Navigation System);

shortening aircraft routings (polarrouting, Long-Range Operations -LROPS).

0

1

2

3

4

5

6

Average fuel consumption (per passenger / 100 km)

A330

5.3

3.4

0

100

80

60

40

20

1970 19901980 2000

Based on standard ICAO LTO cycle.

100%

14% 12%3%

100%

27%20%

14%

0

20

40

60

80

100

1970 19901980 2000

Based on standard ICAO LTO cycle.

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Part 4

Meeting society’sexpectations

Airbus understands that today’s society expects more from companies than just

financial performance. Indeed, a key element of the company’s success has been

its ability to listen, respect, and respond to stakeholders’ environmental concerns

and expectations. As an aircraft manufacturer, Airbus’ first duty is to design and

build safe aircraft that meet the needs of airlines and their passengers. And, as a

global citizen with local responsibilities, Airbus also has a duty towards numerous

communities around the world.

Part 4

P A G E

41

THE AIRBUS WAY

Environment

Air quality

Cabin comfortThe reassurance that they are travelling in a safe, healthy and comfortable environment is a basic requirement of passengers and crewmembers. For more than thirty years, Airbushas fully co-operated with airlines to design cabins that meet passengers’ expectations, whileconstantly improving crews’ working conditions.

Several elements can affectpassenger and crew perception of air quality in the cabin:

thermal comfort (temperature,humidity, air velocity);

cabin pressure;

presence of air contaminants (dust, bacteria, VOCs, CO2, CO…).

Thermal comfort The flow pattern in the cabin is a keyfactor in achieving a high level ofthermal comfort. Airbus designs itsventilation systems to ensure equal airdistribution throughout the cabin, withthe allocation and design of outletsoptimising air distribution in each zone.

The recirculated portion of cabin air(around 40% in normal flight operationconditions) allows air in the cabin to beexchanged around 20 times per hour.The nominal flow of oxygen on allAirbus aircraft is more than 80 timeshigher than the basic requirements of aseated person (6 to 8 litres per minute).

A low humidity level is also oftenperceived as a concern during long-range flights. Because of the altitude,the air entering the cabin from outsidethe aircraft is extremely dry. However,although low levels of outside air floware necessary to achieve a humiditylevel usually perceived as comfortable(i.e. causing no dry eyes, nose andthroat), these outside air flows are

also required to dilute contamination in the cabin. To fully address boththese issues, Airbus is investigatingsolutions to improve thermal comfort by active humidification.

Temperature preferences vary a lotaccording to individual and culturalaspects. For example, Americans tendto prefer travelling at lower temperaturesthan Europeans. Airbus aircraft enable a high degree of flexibility fortemperature selection, while ensuring a constant temperature distributionthroughout air recirculation systems.

Cabin pressure Atmospheric pressure becomes lowerwith any increase in altitude. As aircraftare typically cruising at an altitude ofaround 11 km (36,000 ft), the pressureis about four to five times lower than on the ground. Pressurisation of theaircraft fuselage is therefore necessaryto maintain acceptable conditions. This creates a pressure differencebetween outside and inside the aircraft,leading to associated structuralrequirements, which in turn, increasethe weight of the aircraft.

Part 4 Meeting society’s expectations

Airbus cabins are not only innovative andattractive, but are also being continuouslyimproved and redesigned to keep offeringtravellers the quietest, most comfortableand enjoyable journeys.

John Leahy,Executive Vice-President,

Customer Affairs, Chief Commercial Officer

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Meeting society’s expectations Part 4

,

Health requirements are a prerequisitein establishing the required level of pressurisation and, once they aredefined, an optimum has to be foundbetween higher levels of comfort (with a higher pressure to be closer to sea level) and the weight of theaircraft structure (and consequent fuelconsumption). The level of cabinpressure has also a direct influence onthe oxygen saturation of the occupants’blood. The actual certificationrequirement is to keep the “cabinaltitude” lower than or equal to8,000 ft. Airbus’ cabin altitude averagesbetween 5,500 and 6,500 ft and themaximum cabin altitude for the Airbuslong-range aircraft, the A330/A340Family and A380 Family, is set for 7,350 ft for longer flights to providean additional margin of comfort.

Air contaminantsSeveral internal and independentmeasurement studies over the past ten years have identified several key

issues concerning air contaminants in aircraft cabins:

Microbiological contamination: very low concentrations of mainly non-pathogenic bacteria and fungiwere detected during studies. The filtration level in an aircraft is similarto that used in hospitals. In the event of a bacteria peak, after a sneeze orcough, an efficient ventilation systemquickly reduces the bacteria levels.

Dust: where high efficiencyparticulate filters are installed, recirculated cabin air is up to 250(during cruise) to 2,800 (during taxi) times less contaminated with dustparticles than the external air flow.

Volatile Organic Compounds:all the VOCs found in cabin air are alsopresent in the “normal” indoor air ofhomes. Most are close to the limits of detection and never above standardrequirements, and thus present nounusual exposure situation.

Cabin innovations have been at thecentre of Airbus’ commercial success.Airbus continues at the forefront withits involvement in a range of Europeanresearch and development projectsrelated to:

cabin air quality and requiredstandards (under guidance of AECMAtoday ASD);

filtration and air distribution;

humidity, thermal comfort, and air purity in cabin and crew work and rest areas.Additionally, Airbus Deutschland has used nationally funded projects to build a unique test facility simulatinga cold exterior fuselage on the scale of an A380 mock up and developbreakthrough technologies for coolingsystems, insulation technology andindividual thermal comfort.

Interior sound level in cruise

Thanks to continuous innovation, there has been significant progress in minimising the level of noise andvibration in the cabin, and Airbus usesa variety of interior aircraft designoptions to achieve this, such as ductsilencers, advanced insulation materialsand the elastic mounting of panels.With one of the quietest cabins in thesky, the A340 illustrates Airbus’ concern

for passenger comfort. For example, at cruise conditions, the speechinterference level of noise can be aslow as 59 decibels, which is about thenoise level of a normal conversation.

Noise and vibration

R&D projects related to cabin comfort

Indicators

55

Conversation between a small group of people

57

59

61

56

58

60

A340 A330

Ave

rage

sp

eech

inte

rfer

ence

leve

ld

B

P A G E

43

THE AIRBUS WAY

Environment

Local developmentEconomic growth is necessary to improve welfare standards in society and to help alleviatepoverty, which is itself a key factor in environmental degradation. Instrumental to social and economic exchanges, air transport is a critical element of global and local development.

Investing in communitiesAirbus has a major social andeconomic influence in the numerouslocations where it operates and,therefore, has special responsibilitiestowards these local communities.Airbus takes this role very seriously bysupporting the creation of local jobsand participating in local economicdevelopment projects. The A380 programme alone is creatingnumerous long-term jobs, bolsteringboth Airbus’ and sub-contractors’workforces around the world. Overall,the A380 programme will generatemore than 200,000 direct and indirectjobs all over the world. For instance,about 10,000 jobs will be generated in the South-West of France.

Airbus has been involved in severalinitiatives to foster the creation of newbusinesses and increase co-operationwith local partners. Founded in 2001,Airbus Development shares Airbus’resources and expertise with otherlocal firms to help create, export anddevelop their activities. In 2002 and

2003, Airbus Development helpedaround 30 firms belonging to theaerospace industry sector or to otherdomains hiring employees who losttheir job because of the downturn inthe chemical industry sector after theAZF chemical explosion at Toulouse in September 2001.

Working and retired Airbus managersalso use their skills to support AirbusInsertion’s scheme, which helps toprovide suitable social and professionalplacements for individuals seekingcommercial experience.

For example, Airbus Insertion and its local partners have establishedL’Envoi, specifically aimed at helpingyoung people looking for a job. In the past four years, 70% of the 250young people involved have foundwork or have benefited from training.

Expanding Airbus’international roleIn Russia, Airbus established ECAR, a joint-venture engineering centre inMoscow, with the Kaskol Group. The ECAR facility promotes the cross-

transfer of expertise, as well ascoordinating and enlarging the scope of activities that Airbus is developingwith Russian aerospace companies.The centre employed 25 engineerswhen it opened in June 2003, a figurethat had reached 100 by the end of the year. These engineers contribute to the structural component design and stress analysis on Airbusprogrammes, including the A380.In China, Airbus subcontracted thebuilding of the “Ville de Bordeaux”, a roll-on, and roll-off vessel tailor madefor the transportation of A380 sectionsto the Jinling Shipyard, based inNanjing. The level of involvement of Chinese suppliers and authorities in this project has opened a newchapter in the co-operation betweenAirbus and China.

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Part 4 Meeting society’s expectations

Meeting society’s expectations Part 4

Airbus in China By the end of 2003, airlines in the Chinese mainland, Hong-Kong and Macao had a total of 220 Airbusaircraft, accounting for 30%of market share. Far beyond fleetcomposition, Airbus’ presence in China is one of longterm investmentand tied technological co-operation.Airbus has intensified co-operation with its Chinese partners and plans to

considerably increase its procurementvalue from the current level of morethan $US 10 million to $US 60 millionannually by 2007. Over a quarter of theAirbus worldwide fleet has componentsproduced in China. Airbus has alsoinvested $ 80 million in establishing in Beijing a worldclass training and support centre, a joint-venture with China Aviation Supplies Importand Export Corporation.

Air transport in China, an area ofsocial and economic development

,

With annual GDP growth rising to more than 6% over the past twodecades, and a projected highergrowth rate in the coming years, as well as a large population base,China is one of the fastest growingeconomies and one of the largesttrading powers in the world. A coresupport of economic activity, air traffichas grown steadily. In 2003, China’stotal air passengers grew to 87 million,41 times the value for 1978.

Air travel has not only brought moretourists, it has also enabled people in the vast landlocked regions in WestChina to become closer to those in the central and eastern parts of the country. For instance, the town ofLijiang, in south west Yunnan Province,was one of the poorest areas in Chinadue to its bottleneck in the transportnetwork. Only one year after a newairport became operational, in 1995,the town received 900,000 touristsbringing 182 million yuan in revenue,equivalent to the previous three years’ total.The numerous advantages of civil aviation actually stimulate China’ssocio-economic development:

Long distances and the naturalbarriers make interurban roads andrailways, especially in the remote areas,costly to construct in China. With fewfixed assets, air transport can quicklyadapt to the size and content ofdemand by increasing flight services or opening new routes. This avoidsprematurely built or overbuiltinfrastructures.

Connection to airways is key to attract investment in low-incomeregions. Especially important totechnology-based sectors, it thuscontributes to industrial diversification.

Air transport avoids fragmentingfragile natural habitats and occupying theland needed to produce the food supplyfor present and future generations.

Airbus training centre in Beijing (China)

Visit of Chinese President, Mr Hu Jintao in Airbus Toulouse

Christening ceremony of a Roll-on and Roll-off vesselin Nanjing (East China’s Jiangsu province)

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THE AIRBUS WAY

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Appendices

Data tablesAirbus indicators table - Environment

GRI Environmental Unit 2001 2002 2003 2003 breakdown per countryIndex indicators UK GE SP FR

EN3 Total energy consumption MWh 1 432 594(1) 1 415 753(1) 1 616 589(1) 337 646 551 676 97 469(1) 629 798MWh/seat 24.37 25.43 28.34 5.92 9.67 1.71 11.04

Electricity consumption MWh 572 809 584 061 640 940 117 603 231 179 55 598 236 559MWh/seat 9.75 10.49 11.24 2.06 4.05 0.97 4.15

Gas consumption MWh 823 439 802 632 940 043 213 134 317 586 29 029 380 295MWh/seat 14.01 14.42 16.48 3.74 5.57 0.51 6.67

Fuel oil consumption MWh 36 338 29 052 35 598 6 909 2 911 12 834 12 944MWh/seat 0.62 0.52 0.62 0.12 0.05 0.23 0.23

EN4 Total annual water consumption m3 1 702 927 1 689 776 1 772 284 258 828 573 434 179 679 760 343m3/seat 28.97 30.36 31.07 4.54 10.05 3.15 13.33

EN12 Total annual water discharge m3 587 591 575 272 533 314 72 324 178 907 179 679 102 404m3/seat 10.00 10.33 9.35 1.27 3.14 3.15 1.80

EN11 Total amount of waste tonne 63 700 57 108 61 219 9 007 20 922 1 920 29 370kg/seat 1 084 1 026 1 073 158 367 34 515

Total amount of hazardous tonne 27 864 25 877 26 863 2 671 7 969 393 15 830waste produced kg/seat 474 465 471 47 140 7 278

Total amount of non-hazardous tonne 35 836 31 227 34 355 6 336 12 953 1 527 13 540waste produced kg/seat 610 561 602 111 227 27 237

Total amount of tonne 40 918 38 295 37 239 6 772 15 518 299 14 650recyclable waste tonne/seat 0.70 0.69 0.65 0.12 0.27 0.01 0.26

EN8 Total direct CO2 emissions tonne 176 281 170 055 199 606 44 933 64 899 9 429 80 345from fossil fuel combustion tonne/seat 3.00 3.05 3.50 0.79 1.14 0.17 1.41

EN10 Total VOC emissions tonne 2 226 2 039 2 170 196 1 135 60 779kg/seat 38.00 37.00 38.00 3.43 19.90 1.00 13.66

NOx emissions tonne 222 212 249 61 87 16 85kg/seat 3.78 3.80 4.37 1.07 1.52 0.28 1.50

SOx emissions tonne 127 102 126 24 11 45 46kg/seat 2.16 1.84 2.20 0.43 0.19 0.79 0.80

Airbus indicators table - Social and Health and Safety

GRI Health and Safety Unit 2002 2003 2003 breakdown per countryIndex indicators UK GE SP FR Central entity

LA7 Number of reportable accidents (1) number 799 752 100 247 105 282 18Including fatal accidents number 2 0 0 0 0 0 0

Number of days lost for accidents > 3 days number 11 953 12 739 1 272 3 752 1 784 5 774 157

LA9 Number of Health and Safety training hours hours 57 404 (2) 110 313 26 507 26 008 18 854 37 500 1 444

LA1 Total number of employees number 46 300 49 195 8 688 18 423 2 726 15 536 3 822

Breakdown per gender: Men number 43 171 8 015 16 233 2 473 13 620 2 830

Women number 6 024 673 2 190 253 1 916 992

Breakdown per status:Blue collar workers number 16 411

Administrative & management number 32 784

Average age of employees years 40.6 41.2 40.9 41.7 39.3 42.4

Average length of service years 14.1 11.8 13.7 20.0 14.9 13.7

LA2 External hiring number 4 569 778 1 588 425 1 428 350Including graduates number 2 283 328 720 109 794 332

(1): Definitions differs among countries. All countries but Spain report work related accidents with more than 3 lost working days. Spain reports work related accidents with more than 1 lost working days.

(2): Germany’s data not included.

▲Normalisation of indicators per unit of production (total number of seats produced) was determined as being the most meaningful and relevant method of normalisation. The number of produced seats taken into account for normalisation depends on the number of delivered aircraft over the reporting period. The manufacturing and assembly of the A380,started in 2002, have increased our infrastructure perimiter (and the associated global values of most of our indicators) and since no A380 aircraft have been delivered yet, no produced seatshave been taken into account for A380 activities, increasing the normalised values of our indicators despite the implementation of our continuous improvement processes.(1): including the solar energy quantities produced in Spain.

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Airbus manufacturing sites

= 25 5526 - 35 36 - 45

0

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6000

8000

10000

12000

14000

16000

Male Female

46 - 55

3218

514285

3562

10403

14664

1915 2073

1237

11324

Breakdown of employee population by age and gender

AIRBUS ESPAÑA

AIRBUS FRANCE

AIRBUS UK

Broughton

Filton

Méaulte

Saint-Nazaire

Nantes

Toulouse

Stade

Hamburg

Nordenham

Bremen

Varel

Laupheim

Getafe

Illescas

Puerto Real

Buxtehude

KEY

AIRBUS DEUTSCHLAND

Metal working

Composite working

Surface treatment

Component assembly

Final assembly

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Reporting scope and methodology Airbus published its first Environmental, Health and Safety (EHS) report in 2001. A corporate EHS report is issued every two years. From 2005 onwards, EHS data will be also published on the Airbus website (www.airbus.com) and updated on a yearly basis. This second corporate report is intended to give a transparent and balanced view of our EHS performance over the year 2003.

Reporting scopeThe data published in this report coversthe activities of our 16 manufacturingsites all over Europe (in France,Germany, Spain and the UnitedKingdom). Head offices, sparescentres, training centres and otheroverseas facilities (customer servicesrepresentatives) are not included in thepresent environmental reporting scope.

Reporting principles and methodologySince its incorporation as a singleunified company in July 2001, Airbus has determined a set of keyenvironmental indicators and specifiedcommon definitions and reporting rulesto ensure reliability and comparabilitybetween manufacturing sites.Indicators were selected in order to reflect Airbus’ key environmental,Health and Safety impacts.Normalisation of indicators per unit of production (total number of seatsproduced) was determined as beingthe most meaningful and relevantmethod of normalisation.To ensure reliability of its environmentalreporting process, Airbus has prepared

specific reporting procedures outlinedin two main documents:

AP2194, which describes the reporting principles;

AM2353, which defines Airbus’ key environmental indicators andspecifies guidelines for the calculationof these indicators. These documents were established in accordance with applicableinternational standards (GRI(1), IPCC(2), IEA(3)). They are accessible on Airbus’employee portal.

LimitationsConcerning direct greenhouse gases(GHG) emissions, only combustion ofnatural gas and heating fuel is reported.GHG emissions due to inter-sitetransportation of aircraft elements(mainly kerosene for Beluga and gas oilfor vehicles) are not included. Neitherare GHG gases from cooling systems(cryogenic gases).

Organisation for datacollection and consolidationEnvironmental co-ordinators are incharge of the reporting process at theplant level (sites) and at the nationalcompanies level (country level).

Indicators are collected by the 16 sites,and then transmitted to the fournational companies (NatCos) wherethey are controlled and consolidated. Airbus’ Corporate Environmental Affairs then consolidates the indicatorsat the Group level and performs furtherconsistency checks (control ofcalculations, uniformity of the units,consistency of conversion factors). Airbus is considering setting up acomputerised reporting system, fullycompatible with its existing SAPsystems for the next reporting period.This will permit further improvements inthe reliability of the reporting process.

VerificationAirbus is fully committed to providingreliable information on its environmental,Health and Safety performance. The Group has asked Ernst & Young to review the reporting procedures forthe environmental indicators publishedin this report. The nature of the workperformed and the results of theverification are presented on page 49 of the report.

(1). Global Reporting Initiative (www.globalreporting.org).

(2). Intergovernmental Panel on Climate Change(www.ipcc.ch).

(3). International Energy Agency (www.iea.org).

Appendices

Independent verification statementOn the reporting procedures for environmental indicators

Appendices

At the request of Airbus, we have reviewed the Group’s reporting procedures relating

to 2003 environmental indicators.

Airbus was responsible for preparing these environmental indicators in accordance with

the reporting procedures, which are available at the Group’s headquarters. Our responsibility

is to report our findings concerning these reporting procedures on the basis of the work

described below.

Nature and scope of our work

As agreed, we conducted the following tasks:

we reviewed the Airbus reporting procedures with regard to their relevance, reliability,neutrality, understandability and completeness;

we met with the individuals responsible for the application of the Group’s reportingprocedures at the corporate level (Environmental Affairs).

Such work did not include all the verifications specific to an audit providing a high or moderate

level of assurance in accordance with the International Standards on Assurance Engagements,

but still allowed us to report our findings and observations.

Findings on reporting procedures

Based on the work performed, our findings are consistent with the information relating to the

“reporting scope and methodology” section presented by Airbus on page 48.

In the interests of further improvement, Airbus should take transport operations into account,

specify reporting responsibilities for the calculation of the most complex indicators, and

strengthen the reliability of the reporting procedure by reinforcing internal control procedures

and improving reporting tools.

April 22nd, 2004

Eric DuvaudErnst & Young & Associés

Environment and Sustainability

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ACARE

Advisory Council for Aeronautics Research inEurope. It comprises about 30 members includ-ing representation from the Member States, theEuropean Commission, manufacturing industry,airlines, airports, service providers, regulators,the research establishments and academia. Itsprimary mission is to establish and carry forwarda Strategic Research Agenda that will influenceall European stakeholders in the planning ofresearch programmes.

AECMA

European Association of Aerospace Industries. Itrepresents the aerospace industry in Europe inall matters of common interest on the level of air-craft/ systems, engines, equipment and compo-nents. Its objective is to enhance the competitivedevelopment of the whole sector. On April 22,2004, the European Defence Industries Group(EDIG), the Association of the European SpaceIndustry (EUROSPACE) and AECMA haveannounced their decision to merge and to formthe AeroSpace and Defence Industries Associationof Europe (ASD)

APU

Auxiliary Power Units. Small engines, usually inthe back of aircraft, that enable electrical powersupply and air conditioning and are used tostart/restart the main engine.

CAEP

Committee on Aviation Environmental Protection.It is the ICAO body responsible for environmen-tal issues.

CHP

Combined Heat and Power. A CHP plant is aninstallation where there is simultaneous genera-tion of usable heat and power (usually electricity)in a single process. The avoidance of transmis-sion losses allows reductions in primary energyusage and CO2 emissions.

CNS / ATM

Communications Navigation and Surveillance/Air Traffic Management systems. Future air navi-gation systems will provide solutions to enhancesafety and alleviate congestion.

CO

Carbon monoxide. The result of incompletecombustion. For aircraft engines, the level of COemissions depends very much on the thrustlevel: CO emissions are high per kilogram of fuelconsumed at low engine power setting (taxi orapproach) and low during take off or cruise.

CO2

Carbon dioxide. The result of complete fuel com-bustion. The emission levels of CO2 are directlyproportional to the fuel burn, by a factor of 3.15.

Contrails

Streaks of condensed water vapour created inthe air by an aircraft flying at high altitude.

CR VI

Hexavalent chromium. Used for its anti-corrosionproperties.

Fly-by-wire controls

A flight control system that is electrically signalledby digital computers that use high levels of control laws. Airbus is at the centre of this revolu-tionary concept.

Footprint

Area with a given noise level at its perimeter.Noise levels are lower outside and higher insidethis perimeter.

Greenhouse gases

Gases present in the atmosphere that have beenproduced either naturally or as a result of humanactivity. The main greenhouse gases are carbondioxide (CO2), nitrous oxide (N2O), methane(CH4), hydrofluorocarbons (HFC), sulphur hexa-fluoride (SF6) and perfluorocarbons (PFC).Greenhouse gas emissions are expressed inmetric tonnes of CO2 equivalent.Greenhouse gases help make the earth habitableby warming it, but beyond a certain threshold,their accumulation creates detrimental globalwarming.

Global warming

The progressive gradual rise of the earth’s surfacetemperature responsible for changes in global cli-mate patterns. Global warming has occurred inthe distant past as the result of natural influences,but the term is most often used to refer to thewarming predicted to occur as a result ofincreased emissions of greenhouse gases.

azGlossary

Appendices

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IATA

International Air Transport Association. It bringstogether approximately 280 airlines, whoseflights comprise more than 95% of all interna-tional air traffic. Its mission is to represent, leadand serve the air transport industry.

ICAO

International Civil Aviation Organisation. UnitedNations’ agency for international civil aviation.One of its functions is to develop internationallybinding standards for commercial aviation.

ICCAIA

International Co-ordinating Council of AerospaceIndustries Associations.

IPCC

Intergovernmental Panel on Climate Change.Expert panel established by the United NationsEnvironmental Programme (UNEP) and theWorld Meteorological Organisation (WMO) toassess the consequences of the human-inducedclimate change.

ISO 14001

The ISO (International Standardisation forOrganisation) 14001 standard establishes environmental organisation and managementsystem requirements to prevent pollution and toreduce the effects of a given operation on theenvironment.

LROPS

Long Range Operations. LROPS can best bedefined as a regulation that encompasses thedesign, certification and operation of any aircraft(irrespective of its number of engines) on long-range missions involving flight over remote andoperationally challenging zones.

Montreal Protocol

The Montreal Protocol on substances thatdeplete the ozone layer is a landmark interna-tional agreement designed to protect the stratos-pheric ozone layer. The treaty was originallysigned in 1987 and substantially amended in1990 and 1992. The Montreal Protocol stipulatedthat the production and consumption of com-pounds that deplete ozone in the stratosphere– chlorofluorocarbons (CFCs), halons, carbontetrachloride, and methyl chloroform – were to bephased out by 2000 (2005 for methyl chloroform).

MTOW

Maximum take off weight: maximum grossweight due to design or operational limitations atwhich an aircraft is permitted to take off.

Nacelle

Engine fairing. As an engine/airframe interface,nacelle regroups a number of systems and com-plex functions.

Noise margin

Difference between the actual noise level emittedand the maximum noise level permitted accordingto the regulation (for instance, Chapter 3 or 4).The margin is calculated in EPNdB.

NOx

Nitrogen oxides. Collective name for variouscompounds of oxygen and nitrogen. NOx (NOand NO2) is produced from high temperature fuelcombustion, mainly during take off and climb.

SOx

Sulphur oxides. Collective name for various com-pounds of oxygen and sulphur formed in fuelcombustion, the amount emitted depending onthe sulphur concentration in the fuel.

TANGO

Technology Application to the Near term busi-ness Goals and Objectives of the aerospaceindustry. A 4 year EU research project started in2000 and grouping 34 partners, including the 4 Airbus national entities. The aim is to achievestructural improvements through large scale validation of new materials, design, manufac-turing and test technologies.

VOCs

Volatile Organic Compounds. Organic chemicalsthat easily vaporise at room temperature. VOCsinclude a wide range of individual substances,such as hydrocarbons, halocarbons and oxy-genates. Generally considered as ozone precur-sors, they may contribute to the formation ofurban smog through tropospheric photochemi-cal processes.

Appendices

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FOR MORE INFORMATION, PLEASE CONTACT AIRBUS ENVIRONMENTAL AFFAIRS

AIRBUS S.A.S.1, rond-point Maurice Bellonte – 31707 Blagnac Cedex – FranceTelephone: +33 5 62 11 82 59 – Telefax: +33 5 62 11 80 01 – E-mail: [email protected]

By taking delivery of this Brochure (hereafter “Brochure”), you accept on behalf of your company to comply with the following guidelines: – No other intellectual property rights are granted by the delivery of this Brochure than the right to read it, for the sole purpose of information. – This Brochure and its content shall not be modified and its illustrations and photos shall not be reproduced without prior written consent of Airbus.– This Brochure and the materials it contains shall not, in whole or in part, be sold, rented, or licensed to any third party subject to payment.This Brochure contains market-sensitive or other information that is correct at the time of going to press. This information involves a number of factors thatcould change over time, effecting the true public representation. Airbus assumes no obligation to update any information contained in this document orwith respect to the information described herein. Airbus S.A.S. shall assume no liability for any damage in connection with the use of this Brochure and ofthe materials it contains, even if Airbus S.A.S. has been advised of the likelihood of such damages.

This report is printed on chlorine-free recycled paper.An electronic version of this report is available at http://www.airbus.comFrom 2005 onwards, EHS data will be published and regularly updated on line.

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Appendices

FEEDBACKStakeholders dialogue is essential for continuously improving our EHS reporting process. We value your opinion on our report and welcome any suggestion on how to improve it. Please feel free to send us your comments or suggestions.

Airbus Environmental Affairs TeamFrom left to right, Philippe de Saint-Aulaire, Head of Environmental Affairs Rainer von Wrede, Director Environmental Affairs, Technical Coordination Bruno Costes, Director Environmental Affairs, National Companies Coordination Philippe Fonta, Director Environmental Affairs, Business Coordination

Airbus’ approach to stakeholder dialogue 6Sharing views – Airbus/IATA 8

Case study A380 11

Air transport key environmental impacts 22Site performance 24– Saving energy resources 24– Controlling air emissions 25– Preserving water resources 26– Optimising waste management 27– Addressing local impacts 28Transportation 30Product performance 32– Innovation 32– Noise 35– Air emissions 38

PART

1

Managing the Environment, Health and Safety 12

Working together with our stakeholders 4

Measuring our progress 20

The Airbus EHS Policy 14EHS organisation 15EMS implementation 16Training and awareness 17EHS risk management 18Occupational safety 19

Appendices 46Data tables 46Reporting scope and methodology 48Independant verification statement 49Glossary 50 45

PART

1

PART

2

PART

3

ContentsCEO Statement 1

About Airbus 2

Cabin comfort 42– Air quality 42– Noise and vibration 43Local development 44

Air transport in China 45

Meeting society’s expectations 40PART

4

AIRBUS S.A.S.1, ROND-POINT MAURICE BELLONTE

31707 BLAGNAC CEDEX – FRANCEDESIGN AND CONCEPTION BY EURO RSCG C&OPHOTOS BY EXM COMPANY: HERVÉ BERENGER,

HERVÉ GOUSSÉ, PHILIPPE MASCLET – GETTY IMAGELAURENT MONLAÜ/RAPHO, PHOTONICA,

COMPUTER GRAPHICS BY I3M, STÉPHANE JUNGERSPRINTED BY SIA, LAVAUR, FRANCE

© AIRBUS S.A.S. JUNE 2004ALL RIGHTS RESERVED

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