Airbus A380
May 2, 2005
Jon Ramba
Kevin Dean
Tyler McCall
1
Table Of Contents
• Design Scope
• Specifications
• LAMDES Introduction
CDi vs CG Location
Static Margin
Section Lift Distribution
Twist Distribution
Camber Distribution
• Spanload/VLMpc
• Maximum Lift-Drag Ratio/FRICTION
• References
• Appendices
A
B
C
3
4,5
6
7
8
9
10
11
12,13
14
15
16
17
18
2
Design Scope
TOC
In June 1994, Airbus began to discuss the design
concept of a large single deck transport airliner, A3XX.
The design soon went to a double deck transport
airliner.
Airbus recognized the increasing demand on air travel.
The mission of the A380 was to transport a large
number of people is a safe and efficient way.
The A380 is a long range, high capacity,
subsonic/transonic civil transport aircraft.
It is the largest airliner ever built consisting of a twin
deck and four aisles, capable of carrying 555
3
passengers.
Specifications
General Dimensions:
• Span = 261.65 ft
• Chord = 34.83 ft
• AR = 7.43
• Sweep1/4chord = 33.5°
• Taper = 0.17
The A340 has a span
around 60 meters and
the A380 is very close
to the 80 meter limit at
79.8 meters. The A380
may suffer some
penalty being so close
to the 80 meter gate box
limit.
TOC
4
Cont. Specifications
Performance:
• Max Speed = 0.89
• Max Cruise Speed = 0.85
• Service Ceiling = 43,000
ft
• Range = 7991 miles
Powerplant:
• 4 Rolls-Royce Trent 900
• Thrust = 267,960 lbs
Weights:
• Max TO Weight =
1,235,000 lbs
• Empty Weight = 608,400
lbs
• Max Payload = 200,587
lbs
5
LAMDES Calculations
•
•
•
•
TOC
LAMDES was used to calculate the following
information:
Drag due to lift as a function cg location
Section Cl distribution
Twist distribution
Camber distribution
Sample input file from LAMDES is located in
Appendix A.
6
Drag due to lift vs. CG location
TOC
0.065
Estimated CG 115ft
Induced Drag Coefficient
0.06
0.055
0.05
0.045
0.04
0.035
0.03
50
60
70
80
90
100
110
CG location (ft. from nose)
120
130
140
7
Static Margin
TOC
• Static Margin = CM*KL
• From Estimated CG at 115 ft:
SM = 0.112 or 11.2% MAC
• For Exact CG at 112ft:
SM = 0.113 or 11.3% MAC
• The estimated CG gave a lower static margin
than the exact CG, therefore the estimated
value needs less trim than the exact value.
8
Cl Distribution
TOC
1.6
1.4
1.2
Cl
1
0.8
0.6
0.4
0.2
0
0.0
0.1
0.2
0.3
0.4
0.5
Span
0.6
0.7
0.8
0.9
1.0
9
Twist vs. Span
TOC
10
8
6
Twist
4
2
0
0.0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1.0
-2
-4
-6
Span
The wing is twisted (washout) to reduce the chance that the wing tip will not
stall first. Twist unloads the tip of the wing by changing the section lift
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distribution as seen on the plot of the Cl distribution.
Camber Distribution
TOC
0.1
0.09
0.08
Camber
0.07
0.06
Tip Chord
0.05
0.04
0.03
0.02
Root Chord
0.01
0
0.0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1.0
x/c
The tip of the wing is cambered more than the root of the wing. The tip of the
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wing produces more lift which is also seen in the Cl distribution.
Spanload
TOC
• The program VLMpc was used to produce
the spanload of the wing.
• The input file used to run VLMpc is located
in Appendix B.
12
Span Loading
1
0.9
0.8
Loading
0.7
0.6
0.5
0.4
0.3
0.2
0.1
0
0
0.1
0.2
0.3
0.4
0.5
Span
0.6
0.7
0.8
0.9
1
13
Maximum Lift to Drag Ratio
TOC
• L/DMAX was produced by the use of the FRICTION
program.
• The purposed L/DMAX = 13.79.
• Using FRICTION at the cruising speed of 0.85 Mach
and a service ceiling of 43,000 ft, therefore the
calculated CDo = 0.01537.
• The estimated L/DMAX = 17.43, about 4 values higher
than the purposed.
• The input into FRICTION is roughly calculated and
wasn’t exact value which could have given the error
on L/DMAX..
• The input file used to calculate the CDo is located in14
Appendix C.
References
TOC
• http://www.airbus.com/product/a380_back
grounder.asp
• http://www.airliners.net/info/stats.main?id=
29
• http://www.aerospaceweb.org/aircraft/jetlin
er/a380/index.shtml
• A380 Airplane Characteristics For Airport
Planning AC, AIRBUS
• http://www.aoe.vt.edu/~mason/Mason_f/C
onfigAero.html
15
LAMDES
APPENDIX A
TOC
INPUT - LAMDES
A380 Project - Planform for LAMDES
2.000 -112.00 34.83 9100. 1.0
0.0
4.000 0.0
0.0
-14.4 0.0
0.0
-52.5 0.0
-154.11 -125. 0.0
1.0
-163.95 -125. 0.0
1.0
-123.853 -36.697 0.0
1.0
-116.25 0.0
3.000 0.0
0.0
-25.8 0.0
0.0
-180.4 0.0
-225.90 -44.725 0.0
1.0
-238.09 -44.725 0.0
1.0
-213.303 0.0
1.0 10.0 20.0 0.85 0.9 40.0 0.0005
1.0
1.0
0.0
-0.10 0.0
0.03 1.0
0.0
0.0
0.0
0.0
0.0
16
VLMpc
TOC
APPENDIX B
INPUT - VLMpc
A380 Project - Planform for V LMpc
2.000 1.0
34.83 9100. -112.0
4.000 0.0
0.0
0.0
-52.5 0.0
0.0
1.0
-154.11 -125. 0.0
1.0
-163.95 -125. 0.0
1.0
-123.853 -36.697 0.0
1.0
-116.25 0.0
3.000 0.0
0.0
0.0
-180.4 0.0
0.0
1.0
-225.90 -44.725 0.0
1.0
-238.09 -44.725 0.0
1.0
-213.303 0.0
380. 10.0 20.0 0.85 0.9 0.0 0.0 1.0 0.0
1.0 0.0
0.0
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FRICTION
APPENDIX C
TOC
INPUT - FRICTION
A380 - FRICTION
9100.
1.
5.
0.0
FUSELAGE
17800. 230.97 .10144 1.0
0.0
ENGINES
3700.0 28.0
.37931 1.0
0.0
VERT TAIL
3000.0 28.0
.19521 0.0
0.0
WING
21400. 25.0
.20000 0.0
0.0
HORIZ TAIL
4300.0 22.0
.19241 0.0
0.0
0.850 43.000
0.880 43.000
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