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Southampton 4

P Bradshaw. EDXCW. Southampton 4. A Versatile X- Section. Designed around a comfortable 10 + 8 abreast economy class. 57.0". 27.0". 39.0". 27.0". 57.0". 54.0". 23.0". 54.0". 54.0". 48.0". 20.0". 72.0". 48.0". 42.0". 42.0". 42.0". 42.0". 20.0". 24.0".

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Southampton 4

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  1. P Bradshaw EDXCW Southampton 4

  2. A Versatile X- Section Designed around a comfortable 10 + 8 abreast economy class... 57.0" 27.0" 39.0" 27.0" 57.0" 54.0" 23.0" 54.0" 54.0" 48.0" 20.0" 72.0" 48.0" 42.0" 42.0" 42.0" 42.0" 20.0" 24.0" Flexible for any configuration 4-10 abreast on the main deck, 4-8 abreast on the upper deck

  3. A380-800 3 class layout

  4. Examples of Comfort ‘Standards’ • A320: 4155.5 inch x-section width 4Floor to ceiling height: 85 inch 4In cabin baggage bin volume=2 cubic feet per PAX 42.27 x greater freight hold X-sectional area than MD-80. 4In 3+3 abreast; 20.7 inch width per PAX, 19 inch wide aisle •Boeing 727/ 737/ MD-80: 4148 inch x-section width 4Floor to ceiling height: 84 inch 4In cabin baggage bin volume=1.8 cubic feet per PAX 41.75 x greater freight hold X-sectional area than MD-80. 4In 3+3 abreast; 19.7 inch width per PAX, 18 inch wide aisle

  5. Where to Start ?

  6. The Iterative Design Process Component Weights Component Weights Aerodynamics Aerodynamics Initial Cardinal Geometry Configuration: Size, Position ... Design Weights, Engine Size, CLmax, Minimise Cost Space Allocation (Fuel Volume, LG, Hi-Lift...) Refine Config ‘Actual’ V ‘Targets’ (Wing area,  MTOW, ..) Performance & Cost Performance & Cost No Yes OK?

  7. Process & Performance • There are many entry points to the process – none are right or wrong, but key is teamwork and comms, to ensure efficient running of multiple loops within loops, using shared & common assumptions – discuss & agree. •Set up spreadsheets to facilitate quick turnaround of data – get the process right, otherwise you’ll waste time later in the many iterations. •OAD Integration – Component level sizing loops are key: Excellent wing concept on a poor overall aircraft won’t work ! •Initial focus should concentrate on generating data for trades - studies sensitivities; 4Initial ‘guesstimates’ on design weights (MTOW/ OWE/ Fuel/ PL). 4Performance evaluation at key points in flight envelope to meet required P-R; –TOFL & BFL –First segment & second segment ROC requirements –ICA – Top of climb thrust available to give 300 fpm ROC margin –Fuel volume calcs for ‘assumed’ aero efficiency & weights •Don’t complicate the solution unless absolutely certain its needed.

  8. Wing Sizing • Overall economic measures (DOC, COC) can now be assessed (Need FB, variation in a/c cost+profit, maintenance cost, cabin crew, cockpit crew..). • At same time develop understanding of component level sizing & links to OAD; •Wing planform versus drag & economics; 4TR, Span, t/c, S – which gives the best multidisciplinary balance? 4Ensure fuel volume requirement + reserves (200 nm diversion, 5% trip fuel allowance, 30 minute hold @ 1500 ft AGL) is met, ideally wholly in wing. 4Value of Weight versus Drag in Economics terms – to inboard load or not? 4Is aero benefit of elliptical lift distribution more powerful than BM relief due to more inboard position of CoP?

  9. Wing Sizing & Integration contd. • Ensure LG leg integration feasibility (NLG, BLG, MLG volume requirements for sensible leg positions & tyre sizes (growth version ?) & numbers ? (ACN – pavement loading). –Greater root chord? –Inner TE kink? –Thicker section @ root? –Gulled wing? (local increase in dihedral at root) –Re-twist at root? 4Powerplant position: –+/ - 5 degree disc burst cones for fuel tank boundaries and feeds to engine – assume infinite energy –MLG longitudinal position on NLG collapse to ensure engine clearance.

  10. LG Positioning • Ensure wing & LG integration with rest of aircraft; 4NLG impact on high speed landing (A/C attitude too nose down on touchdown?) – resolve through body setting angle or more powerful high lift devices. 4Tail tip on loading – MLG too far forward. 4Wing (& MLG) too far aft – rotation @ T/O may be difficult. 4Longitudinal constraints: Tail-scrape on rotation (LG length or longitudinal position/ rear fuselage shape/ ‘strength’ of High Lift Devices) 4Lateral constraints: x-wind landing, turnover angle theta < 30 degrees typically 4Position NLG & MLG to retain at least 5% MTOW over NLG in static balance about CG, to ensure steering feasibility.

  11. Overall Aircraft Concepts……Airbus Examples

  12. Shaping the Champions The Simple Flying Bus The Pro-Green The Payload Driven The Value of Speed The Flying Truck

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

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