Southampton 4

P Bradshaw

EDXCW

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A Versatile X- Section

Designed around a comfortable 10 + 8 abreast economy class...

Flexible for any configuration 4-10 abreast on the main deck, 4-8 abreast on the upper deck

48.0"72.0"

57.0"27.0"27.0"

48.0" 20.0"

54.0"

57.0" 39.0"

54.0"54.0" 23.0"

20.0"

24.0"

42.0"42.0"42.0"42.0"

57.0"57.0"38.0"57.0"

81.5" 54.0"54.0" 28.5"

27.0" 48.0"48.0"48.0"48.0" 27.0"

43.0"

B/C (2-3-2) MD4

F/C (2-2-2) MD2

B/C (2-2/2-2) MD8

20.0"

24.0"

42.0"42.0"62.0" 62.0"

Y/C (3-2/2-3) MD10

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A380-800 3 class layout

CLASSUpper deckMain deck

F/C 22 68" 6 2 11 3B/C 96 48" 6 4 24 4Y/C 103 334 32" 33"/32" 8 10 3 8 10 34 4 9

TOTAL : 17

UD MD MD

555 79

C/A SEAT

20

UD MD UD MD UD

ABR.

MD UD MD

SEAT TROLLEYLAV.PITCH

UD

A380 3c Main bsl1a

A380 3c Up bsl1a

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Examples of Comfort ‘Standards’

• A320:

155.5 inch x-section widthFloor to ceiling height: 85 inchIn cabin baggage bin volume=2 cubic feet per PAX 2.27 x greater freight hold X-sectional area than MD-80.In 3+3 abreast; 20.7 inch width per PAX, 19 inch wide aisle

•Boeing 727/ 737/ MD-80:

148 inch x-section width

Floor to ceiling height: 84 inchIn cabin baggage bin volume=1.8 cubic feet per PAX1.75 x greater freight hold X-sectional area than MD-80.In 3+3 abreast; 19.7 inch width per PAX, 18 inch wide aisle

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Where to Start ?

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Performance & CostPerformance & Cost

Refine Config

Configuration: Size, Position ...

OK?

Design Weights,Engine Size, CLmax,

YesNo

Space Allocation(Fuel Volume, LG, Hi-Lift...)

Component Weights Aerodynamics

‘Actual’ V ‘Targets’(Wing area, MTOW, ..)

Initial Cardinal Geometry

Minimise Cost

The Iterative Design Process

Component Weights Aerodynamics

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Process & Performance

• There are many entry points to the process – none are right or wrong, but key is teamwork and comms, to ensure efficient running of multiple loops within loops, using shared & common assumptions – discuss & agree.

•OAD Integration – Component level sizing loops are key: Excellent wing concept on a poor overall aircraft won’t work !

•Set up spreadsheets to facilitate quick turnaround of data – get the process right, otherwise you’ll waste time later in the many iterations.

•Initial focus should concentrate on generating data for trades - studies

sensitivities; Initial ‘guesstimates’ on design weights (MTOW/ OWE/ Fuel/ PL).

Performance evaluation at key points in flight envelope to meet required P-R;

–TOFL & BFL

–First segment & second segment ROC requirements

–ICA – Top of climb thrust available to give 300 fpm ROC margin

–Fuel volume calcs for ‘assumed’ aero efficiency & weights

•Don’t complicate the solution unless absolutely certain its needed.

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Wing Sizing

– Overall economic measures (DOC, COC) can now be assessed (Need FB, variation in a/c cost+profit, maintenance cost, cabin crew, cockpit crew..).

• At same time develop understanding of component level sizing & links

to OAD;

•Wing planform versus drag & economics;

TR, Span, t/c, S – which gives the best multidisciplinary balance?

Ensure fuel volume requirement + reserves (200 nm diversion, 5% trip fuel

allowance, 30 minute hold @ 1500 ft AGL) is met, ideally wholly in wing.

Value of Weight versus Drag in Economics terms – to inboard load or not?

Is aero benefit of elliptical lift distribution more powerful than BM relief due to

more inboard position of CoP?

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Wing Sizing & Integration contd.

Ensure LG leg integration feasibility (NLG, BLG, MLG volume requirements for sensible leg positions & tyre sizes (growth version ?) & numbers ? (ACN – pavement loading).

–Greater root chord?

–Inner TE kink?

–Thicker section @ root?

–Gulled wing? (local increase in dihedral at root)

–Re-twist at root?

Powerplant position:

–+/ - 5 degree disc burst cones for fuel tank boundaries and feeds to

engine – assume infinite energy

–MLG longitudinal position on NLG collapse to ensure engine clearance.

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LG Positioning

• Ensure wing & LG integration with rest of aircraft;NLG impact on high speed landing (A/C attitude too nose down

on touchdown?) – resolve through body setting angle or more

powerful high lift devices. Tail tip on loading – MLG too far forward.

Wing (& MLG) too far aft – rotation @ T/O may be difficult.Longitudinal constraints: Tail-scrape on rotation (LG length

or longitudinal position/ rear fuselage shape/ ‘strength’ of High

Lift Devices) Lateral constraints: x-wind landing, turnover angle theta < 30

degrees typically

Position NLG & MLG to retain at least 5% MTOW over NLG in static

balance about CG, to ensure steering feasibility.

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Overall Aircraft Concepts……Airbus Examples

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Shaping the Champions

The Flying Truck

The Payload Driven

The Pro-Green

The Value of Speed

The Simple Flying Bus

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