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Transcript of The Airplane of the Next Twenty Yearsmason/Mason_f/A380Weisman.pdfWingspan (ft) 208.2 261.8 25.7...
![Page 1: The Airplane of the Next Twenty Yearsmason/Mason_f/A380Weisman.pdfWingspan (ft) 208.2 261.8 25.7 Maximum thrust/engine 56,000 74,000 32.1 # of Passengers 380 555 46.1 A340 A380 % change](https://reader034.fdocuments.net/reader034/viewer/2022051801/5adce3227f8b9aa5088c115c/html5/thumbnails/1.jpg)
1
The Airplane of the Next TwentyYears
By Mike Weisman
Configuration Aerodynamics
Presented 3-22-01
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2
Presentation Overview
• Background Information
• Evolution of designs
• Comparison of designs
• Penalties
• Other Factors
• Conclusion
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3
Background Information
• World traffic will almost double in the next15 years – and triple in the next twentyyears.1
• This places a pressure on airlines tocompensate for demand.
1. Numbers quoted from “Airbus Industrie Globe Market Forecast 1999”
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4
Background Information
• High capacity / Long range class of aircraftmakes up about 10% of the market.1
• BUT this class accounts for over 25% of theprofits of the potential business, totalingover $319 billion.1
• This has caused two major companies tocompete for dominance over this market,Boeing and Airbus.
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5
Background Information
• Boeing plans to launchtheir solution – the747X Stretch.
• Airbus plans to launchtheir solution – theA380-100
Boeing 747X Stretch picture:
http://www.boeing.com/news/feature/747x/images/k60895.jpg
Airbus A380-100 picture:
http://www.airbus.com/img/products/I_A380.gif
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6
Evolution of 747X Stretch
• Boeing felt a entirely new airplane designwas not worth the investment.
• Boeing’s solution is based on areengineering of their highly popular747-400.
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7
747-400 vs. 747X Stretch
19.21,043,000875,000MTOW (lb)
6.27,7857,330Range w/ full payload
14.0264.3231.8Length (ft)
3.87.687.89Aspect Ratio
0.037.5o37.5oWing Sweep
21.86,8205,600WingArea (ft2)
8.3228.9211.4Wingspan (ft)
7.468,00063,300Maximum thrust/engine
25.5522416# of Passengers
% change747X Stretch747-400
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Other Changes
• Fuselage was stretched 31.5 ft
• 28% less noise generation
• Added tail skid
• High lift systemn Single slot flaps as found on 777 instead of
triple slot flaps
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Evolution of A380-100
• Airbus felt that the market was ready for anew airplane to corner this market.
• Marketed as the world’s first Twin Aisle,Twin Deck aircraft.
• The A380-100 was based on the design ofthe A340.
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A380-100 vs. A340-500/600
8.78,1507,500Range w/ full payload
53.41,235,000804,700MTOW (lb)
7.8239.5222.1Length (ft)
17.97.539.17Aspect Ratio
7.733.531.1Wing Sweep
92.49,1004,729WingArea (ft2)
25.7261.8208.2Wingspan (ft)
32.174,00056,000Maximum thrust/engine
46.1555380# of Passengers
% changeA380A340
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11
Another Contender: 777-200LR
2# of engines
8,860Range w/ full payload
752,000MTOW (lb)
209.1Length (ft)
9.82Aspect Ratio
4,605WingArea (ft2)
212.6Wingspan (ft)
55,000Maximum thrust/engine
301# of Passengers
Disqualified based on seating capacity and two-engine configuration.
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12
A380-100 v.s 747X Stretch
0.860.85Long range cruise sp.
7,785 nm.
109,620 lb
8,150 nm.
116,550 lb
Range w/ fullpayload
37.5o33.5oSweep
0.260.24T/W ratio
4,557.34,717.3Spanloading (lb/ft)
153136Wingloading (lb/ft2)
747X StretchA380-100
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13
Altitude vs. CL
20,000
25,000
30,000
35,000
40,000
45,000
50,000
0 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 2
CL
Alit
itu
de
A380
747XStretch
Assuming L/D,max = 20, a CD0 was then calculated assuming the OswaldEfficiency factor = 0.9. From this CD0 value, a CL is then calculated. Using thisCL value, the pressure at which the L/D,max can be found. The pressure is thenrelated to altitude (p= density*gravity*altitude). CL’s and CD are thencalculated over a range of altitudes.
As can be seen, the A380 works at higher CL’s and CD’s then the 747X Stretch.
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Altitude vs. CD
20,000
25,000
30,000
35,000
40,000
45,000
50,000
0.0000 0.0200 0.0400 0.0600 0.0800 0.1000 0.1200 0.1400 0.1600 0.1800 0.2000
CD
Alti
tude
A380
747XStretch
CD0, A380 = 0.0133CD0, 747X = 0.0136
Assumed L/D, max = 20
E = 0.9
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Drag Polar
0
0.2
0.4
0.6
0.8
1
1.2
1.4
1.6
1.8
2
0 0.02 0.04 0.06 0.08 0.1 0.12 0.14 0.16 0.18 0.2
CD
C L
A380
747XStretch
Combining both CL and CD plots versus altitude, a drag polar is created forboth airplanes, showing similar performance. (Note: This is due to a similarL/D,max assumption for both aircrafts.)
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Drag Polar Assuming 100% LES
0
0.2
0.4
0.6
0.8
1
1.2
1.4
1.6
1.8
0 0.02 0.04 0.06 0.08 0.1 0.12 0.14
CD
C L
A380
747XStretch
CD,I = CL/(pi*AR) for 100% Leading Edge Suction
This result agrees with the previous plot.
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17
The 80 meter Gate box
• A constraint placed on airplane wingspans,by the airport, to stay below 80 meters or262 ft.
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18
Penalties due to Gate box
228.9(old)
233.3(new)
261.8 (old)
288.9 (new)
Wingspan (ft)
4,557.3 (old)
4,470.9 (new)
4,717.3 (old)
4,275.2 (new)
Spanloading (lb/ft)
3.719.9% reduction in dragup to
7.68 (old)
7.98 (new)
7.53 (old)
9.17 (new)
Aspect ratio
747X StretchA380-100
Drag comparison made during cruise and approach
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19
Other Factors to Consider
• Takeoff Distancen A380-100 : <11,000 ft
n 747X Stretch : 11,000 ft
• Passenger Comfort
• Economics
• Possible Derivatives
• Reputation
Passenger Comfort:
There has been a rather large surge in the ideas of passenger comfort in theairline industry. American Airlines has even gone as far as removing seatsfrom all of its domestic flights in order to offer more leg room.2 In this sectionof the market, non-stop 18 hours flights are the norm and passenger comfortbecomes an extremely important idea. Airbus has designed the A380 with thisparticular notion in mind, and various major airlines have realized this.3
Economics:
Within the last two years, Boeing list prices have jumped almost 11%,meanwhile in order to get there new design out in the marketplace, Airbus hasheavily discounted their own A380 to the point where it is more expensive toby a version of the 747 now, then to secure an A380.4 With Boeing’s list pricesgrowing every year, they are no long in a position to offer incentives in themarket comparable to Airbus, thereby losing potential business.
On the other hand, a conservative view of the marketplace finds that Airbusjust may corner the market with the A380 but never truly return a profit, whichin the long run is bad business.5
Possible Derivatives:
Due to the low wingloading seen on the A380, it suggests that is the beginningof a new family or breed of airplane that can be tailored in the future to meetcertain specific needs that could arise in this market. The relatively highwingloading seen on the 747X Stretch indicates that it is possibly near the end
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20
Conclusion
• Though the A380-100 is a risky venture, itwill pay itself off in the future.
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References
http://www.boeing.com
http://wwww.airbus.com
http://aeroworldnet.com
http://www.air-transport.org
http://www.aviationNow.com