Southampton 3

P Bradshaw

EDXCW

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Pop-Up Spoilers

• Description High lift: Slats, single slotted fowler

flaps & aileron Roll control: o/b aileron & i/b spoiler Load control: o/b aileron & o/b spoiler Lift reduction: Pop-up spoilers Speed brake: Pop-up spoilers

• Pros: No hinge moment Efficient lift loss & drag smaller chord

• Cons: Chord limited by wing thickness Structure for high speed use

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Split Ailerons

• Description High lift: Slats, single slotted fowler

flaps & ailerons Roll control: o/b aileron & spoilers Load control: o/b aileron & spoilers Lift reduction: spoilers Speed brake: spoilers, split aileron

• Pros: Increased drag without lift loss Improved steep approach capability Could be used for roll control

• Cons: Increased complexity

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Vented Aileron

• Description High lift: Slats, single slotted fowler

flaps & vented aileron Roll control: o/b aileron & spoilers Load control: spoilers Lift reduction: spoilers Speed brake: spoilers

• Pros: Acts like an aileron Increased high lift performance

• Cons: No negative deflection Reduced off load capability Reduced roll capability from ailerons

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Inner Aileron / Flaperon

• Description High lift: Slats, single slotted fowler

flaps & aileron Roll control: i/b & o/b aileron, spoilers Load control: both ailerons & spoilers Lift reduction: spoilers Speed brake: spoilers

• Pros: Less flutter risk Loads reduction from locking o/b aileron No jet interaction

• Cons: Flap continuity lost increase in induced

drag

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• Pros: Spoiler 1 can be used in flight FSS produces drag without lift loss Reduced hinge moment on FSS

• Cons: FSS has lower lift loss FSS is heavier

Vented & Fixed Shroud Spoilers (FSS)

Spoiler 1 - VentedS2&3 - Normal S4&5 – Fixed Shroud

• Description High lift: Slats, single slotted fowler

flaps & ailerons Roll control: o/b aileron & spoilers

(see description below) Load control: o/b aileron, spoilers Lift reduction: spoilers Speed brake: spoilers

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Landing Gears & Airport Compatibility

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Standard Clearances for LG Concept Studies

• Weight:-Total LG weight typically 3% of MTOW for commercial

airliners

• Tyre clearances:-Spinning Tyre to airframe = 80mm minimum for nominal static

structure (50mm after tolerances and deflections)

Landing gear structure to airframe = 50mm minimum for nominal static structure (25mm after tolerances and deflections)

• Airframe skin thickness:-

Wing skin thickness = 50mmBelly fairing thickness = 100mmNose bay skin thickness = 100mm

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Results in an Envelope for LG Fairing Sizing

Spinning tyre

+80mm clearance to structure

+100mm belly fairing thickness

+180mm total offset

Structure

+50mm clearance to structure

+50mm Wing skin thickness

+100mm total offset

Tyre clearance illustration for stowed

Main Gear.

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Section through stowed leg in wing

Wing surfaces

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Landing Gear - Aerodrome reference code

• The purpose of the Aerodrome reference code is to match aerodrome facilities to the A/C. It is a two part code.

The first part relates to the A/C reference field length The second to the A/C wing span and L/G outer wheel span.

• The details regarding the aerodrome reference code for L/G outer wheel span can be found in the ICAO aerodrome design manual Part 2 Chapter 1 (Taxiways).

• The code elements are reproduced as follows;

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Landing Gear - Aerodrome reference code

• The code number for field length is chosen from the list below:-

Code number Aircraft reference field length

1 Less than 800m

2 800m up to but not including 1200m

3 1200m up to but not including 1800m

4 1800m and over

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Landing Gear - Aerodrome reference code

• The code letter for element 2 is determined from the list below. The code letter is selected corresponding to the greatest wing span, or the greatest outer wheel span, whichever gives the more demanding code letter for the aircraft.

Code

letterWing Span Outer main gear wheel span

A Up to but not including 15m Up to but not including 4.5m

B 15m up to but not including 24m 4.5m up to but not including 6m

C 24m up to but not including 36m 6m up to but not including 9m

D 36m up to but not including 52m 9m up to but not including 14m

E 52m up to but not including 65m 9m up to but not including 14m

F 65m up to but not including 80m 14m up to but not including 16m

Outer main gear wheel span

bogie track

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A380 designed for use on Code E / Group V runwaysA380 designed for use on Code E / Group V runways possibly with extended shoulders (ICAO) for outer possibly with extended shoulders (ICAO) for outer

enginesengines

45m / 150ft

45m / 150ft

10.7m / 35ft

7.5m / 24.6ft

A380 will be certificated for 45m runways

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23m / 75ft

23m / 75ft

10.7m / 35ft

10.5m / 34.4ft

A380 can use Code E / Group V taxiways

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TAT Considerations

• Different requirements from different operators, & different turnaround scenarios;

Quick Turn Around:

–No re-fuel

–1 or 2 exit doors

–Hand baggage y/ n

Not So Quick:

–Refuel required according to next scheduled flights; ‘Top-Up’ or Total Refil from empty ? •Design Concept Considerations;

Number of exit doors to be used.

Need for ‘Gate’ or intergal exit stairs?Number of aislesCabin baggage policyAisle width

Refuel system pipe diameters – vent pipe sizing – BM relief

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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.