The Aircraft Structural Layout Engineering Essay

The Aircraft Structural Layout Engineering EssayIntroductionThe A380, when first produced was champion of the sweetest and most technologically advanced civil airliners in the homo, hosting the exercise of refreshing materials, refreshful manufacturing techniques and e genuinely(prenominal)placecoming many a(prenominal) engineering problems that the true size of the aircraft procured.The requirement for an revolutionary high capacity aircraft, UHCA , came about at the conclusion of the cold tell a instigate of war international conflict and tensions were dissipating and international travel became more than viable. Airports were becoming more and more congested and Boeing was monopolising the civil air becharm market Airbus call for something to fresh and preferably big to combat these issues.The A3XX was conceived in 1988 and developed over the years until what we know now as the largest rider airliner in the cosmea the A380. The eight was chosen to reflect the so cial trunk of the airframe, the 2 fundament agreement and the fact that in many Asian countries the number eight is considered as a lucky number.At the time, the aircraft was the latest feat of engineering for the strain industry if non for engineering in general. Its technological advances atomic number 18 something to venerate but there were several problems to face this pi angiotensin converting enzymeering project. Many new manufacturing practices and techniques had to be developed along with the logistical problems of combining over one speed of light international giveners contributing part. Then the immense task of transporting the various outsize split to the assembly line in Toulo map, France.Designers were con con beted with countless questions, how to transfer the spacious oodles the aircraft would come under? How allow the undercarriage distribute the moott of such(prenominal) and still be manoeuvre efficiently in existing airports? How overmuch power would an aircraft of such size require? Noise levels to comply with saucily implemented restrictions? The 3Es were imposed during the jut process environment, economy and energy.This report will discuss the pickings and solutions that were chosen to overcome the many problems mentioned above.DESCRIPTION OF THE STRUCTURE OF THE AIRFRAMEThe daedal number of airframe components were all put together as one part and were analysed and optimised using very advanced computational fluid dynamics. The A380 is quite a blunt aircraft and this helps by cutting drag by 2% as opposed to former(a) desings. The inventer enhanced many aspects of the A380 such as the fell frame fairing and the prolongation. This enabled weight to be salvage without creating drag consequences. The airframe of the A380 was make to last 25 years. On Page 5 of Appendix F a expatiateed cutaway can be seen of the A380. in like manner in Appendix A forecast 3 an overview of the components of the A380 can be s een. full moon specifications of the A380 can be seen in Appendix E.Nose SectionThe weave segmentation was difficult to engineer as the prongy deck design created a deep profile requirement. in that respect is a large closet bulkhead which is above and bottomland the nose peddle bay. It is make from a pose of a function curved grace stiffened by longitudinal stringers which are locally welded. This bulkhead gameboard is odd as it is designed to form part of the cock brush off floor. The unpressurized nose slant bay is in the preliminary glare part.FuselageThe fuselage of the A380 is the biggest in the world and the most compo office plant ever do by Airbus. For lawsuit, bonnie taking the middle segmentation of the fuselage, there is a large sum of money of components. There are three doors, the belly fairing, of import set down gear bay, focus annexe encase, two wing gears and the body gears.Although the social organisation of the A380 is comparatively traditional new materials were utilize. This will be discussed in more de crumb later in the report, here is a summary the semi monocoque expression of the fuselage is formed from very advanced atomic number 13 alloy.There are pliant frames in the nates cone role reinforced with CFRP, carbon case reinforced polymer. The skins of the stop number and lateral fuselage, send on and aft, are made from GLARE, sugarcoat fibre reinforced aluminium laminate. The nerve fuselage however is made from aluminium alloys and icing fibres with imbedded adhesive. This is a very advanced way to save weight. This was non the only reason advanced composites were employ they in like manner live with bettor damage tolerance and fatigue.The fuselage is 230ft long and has two briny types of incubate section. It is orbicular until frame 31 then aft of this it becomes ovoid. This can be seen in figure 3 of appendix B where quartette possible hybrid sections for the A380 are compared. For interest only there is a sketch in Appendix C which shows what the A380 could rent looked like with the horizontal double let the cat out of the bag fuselage cross section. Also in Appendix A Figure 2 a comparison can be seen of the A380 (marked A3xx) and the Boeing 747 cross section.The originate section is unpressurized. The tail section and the forward unit section form this. The tail section is separated from the rest of the fuselage by a CFRP reinforced formative revoke pressure bulkhead. The rear section is prehended to aft section of the fuselage. This runs from frame 74 to 95.The rear fuselage section is a very complex set up. This is because it has to harbour the fin and horizontal horizontal stabiliser. The sub organize is reinforced with exceedingly loaded aluminium frames as well as resin frames. The panels that take over to the substructure are chemically milled CFRP skins. Welded stringer panels are used in the lower fuselage. They are machined with integrate d stringers in tandem. This creates stronger panels. The upper shell is reinforced by GLARE.There are areas of high stress within the fuselage such as around the wing basis area and the frames that run the distance of the fuselage. These areas are machined. Areas which are less loaded are extruded, for example the upper shell.The upper deck and the main deck are constructed in a similar manner, a floor grid supported by cross smooths and frames in turn supported by vertical struts, but use polar materials. The upper deck uses CFRP crossbeams which connect to the frames by a pluck joint. The main decks cross beam is made from advanced aluminium atomic number 3 alloy.There are two stairways within the fuselage. By door one is the double width stairway for in flight of steps activity. In the curved shape of the rear pressure bulkhead is another stairway made wide lavish for service equipment and a stretcher.The belly fairing has an aluminium substructure which supports panels m ade of a nomex honeycomb and crossbreeding epoxy skin sandwich. Deformation occurs amidst the fuselage structure and the belly fairing and this means lade from the fuselage are transferred to the fairing. Also there is a alloylic strip in the rear section of the fairing it allows bending loads to be absorbed as it enables the composite shell to flex.Wings ascribable(p) to the above wings of the A380 are the biggest ever made. They cover 9104sqft with a reconcile of 13ft and a 261ft6inch span and have an aspect proportionality of 7.52. The sweep list is 33.5 degrees at the 25% chord mark. The dihedral is 5.6 degrees at the tip.The wings are very complex. The atomic number 82 edge has six slat sections and two droop noses. The tracking edge has three oneness slotted fowler flaps. The ailerons, outer flaps and spoilers are made from composites. The inner flap is metallic. The wing itself has three ailerons and eight spoilers. Also the wing supports two engine pylons and the wing landing gear. A kruger flap would have been on the inboard wind edge but because of the huge information of the A380 wing a droop nose device was complicated. It is completely slicked which means it makes the wing stall inboard and it pivots around a ameliorate point.The wings frame is made from a CFRP and aluminium alloy hybrid centre case and a metallic outer part. The centre box consists of a root rib, rear, front and centre spars with skins above and below. The centre box is joined to the fuselage by frame fittings. Diagonally orientated struts support the floor structure above. The wing frame can be split into two parts the inboard frame, from ribs 1 to 17, and outboard frame, from ribs 17 to 49.They are secern by the fact that the outboard from has no centre spar, only front and rear. The spar material changes from aluminium at the middle point between the engines as a weight saving device. Twenty three of the cardinal nine ribs are made partly from CFRP.The wingl ets take aerodynamic loads in roll. The A380 winglets have a 13ft chord, are at a length of 119ft away from the fuselage and are an optional item in the specification.TailThe tailplane in totality is a height of 79ft5inches and has a 99ft span. To put this into billet this is almost the span of an A320 wing and the same chord as the A340. The tailplanes support from the fuselage has been spoken about formerly. The tailplane is cast uped to the fuselage using two rows of engorge and shear bolts. This is a similar concept the A340 design of this area. The frame that supports the tailplane is before the first row of lug bolts at frame 108. There is also double curvature of the skin at the root of the tailplane. This is because the air flow locally around the stabiliser will be great than mach 1. The double curvature enables any drag rise to be dispersed. Between frames 99 and carbon is the single trim screw.Rear of the tail cone is the rear fairing made up of titanium firewalls and is home to the APU (Auxillary Processing Unit) exhaust. The APU itself sits just forward of this within the tailcones CFRP frame and stringers. A revolutionary design that utilises a single torsion box with a lower and upper rudder has been used for some(prenominal) the fin and rudder. The fin box for example consists of a rear and front spar that span the whole fin with a framework of ribs made from CFRP and resin. The end fittings are made from aluminium alloy. The vertical stabiliser is 48ft high and has a chord of 39ft6inches with a taper ratio of 0.39 and an aspect ratio of 1.74. The horizontal stabilizer has an integral fuel tank. The lateral loads of this stabilizer are interpreted by a heavily reinforced structure.The landing gear bays surround the cargo compartment between the aft cargo section and the centre wing box. The walls (inner and upper) are made from self stiffened panels. backchat OF THE mathematical product AND ASSEMBLY PROCESSWith an aircraft of such siz e choosing the last(a) assembly site was going to cause problems. The decision would have to involve a policy-making and logistical discussion as to decide the options that were going to be vanquish for the whole process. A collaboration between many companies throughout the airbus free radical and some other specialist companies was going to be vital to acquire the highest quality for the aircraft. . The five largest contributors to A380, by value, are Rolls-Royce, SAFRAN, United Technologies, General Electric, and Goodrich. Airbus sized the production facilities and supply chain for a production rate of four A380s. Many newly created and some most advanced manufacturing techniques were used in the production of the A380 to allow this rate to be achieved.ProductionCompanies across atomic number 63 built the major structural sections in France, Germany, Spain, and the United Kingdom other components came from across the world. JAMCO made the upper deck floor carbon cross beams and the stiffners and stringers for the fin centre box. Shin Maywa was contracted for the main wing root fillet fairing and the wing ramp surfaces. Yokohama made the water and waste tanks. Korean Aerospace Industries constructed the lower outer wing skin panels. Australian company drug peddler de Havilland built the large wingtip fences. Chinese company AVIC make the panels of the landing gear bay. Hamilton Sundstrand produced the air generation system. Canadian Pratt and Whitney make the Auxillary Power Unit. Honeywell made the flight management system. American company Eaton provided the high pressure hydraulic system and the high pressure hoses. Parkers Aerospaces Electronic Systems Division provides the fuel management systems. Rockwell collins supplies the avionics full duplex AFDX Ethernet switch. A final example of the multi-corporate build is Goodrich development the evacuation slides.The construction of such an aircraft necessitate huge amounts of money to be spent in o rder to design and build the sites that could cater for the A380 components. For example Airbus UKs build site at Broughton received a brand new 35million building to contain the wing construction.Each manufacture site was delegated different areas of manufacture these were split into or aircraft component management teams (ACMTs) then get along split into combined design build teams (CDBTs). showing on from above the wing construction was in Broughton but the Wing assembly was delegated to Filton. ACMTs were created for wing nose, centre fuselage, forward and aft fuselage, propulsion, empennage, landing gear, systems, inner and final assembly. The use of breakout down the ACMTs into CDBT allowed for responsibility if components had issues, late deadlines etc.As stated earlier, new production techniques were introduced. Laser beam welding involves a highly dead-on(prenominal) automated laser beam, typically carbon dioxide or solid state YAG (yttrium-aluminium-garnet) laser, whi ch was introduced into manufacture in 2001. It has a built in inspection unit leading to much quicker and quality welds. This technique was used to attach the stringers of the lower fuselage shell skins, reducing dramatically the weight, need for fasteners and time taken of previous technique (reaching a production speed of 26ft a polished when welding the stringers it). This manufacturing process was also used for the curved bulkhead panel and lower fuselage skin.Another manufacturing technique which revolutionised the A380 manufacture was an advanced robotic milling machine. It had a quick-frozen axis and spun up to 24000 rpm and operated under a shower of lubricant. This was employ in the manufacture of the aluminium alloy cockpit window frames. companyAssembly of such an aircraft was going to be an epic logistical journey. Getting the parts to the final assembly hall in Toulouse was going to be the hardest part as a new technique for spatial alignment had been created. This innovational feature of the assembly was vital the positioning system aided by lasers (41/40 single berth unit) aligned jigs to subassemblies with high tech optics to attach the fuselage and the wings together. It was very advanced as it calculates exact dimensions of sections and is interfaced with a detent system which could derive structural qualities and average tolerances.Techniques adopted by previous Airbus models used the A300-600ST Beluga aircraft to transport large parts however this was not going to be as much use for the A380. This meant another option of travel was going to be used. Land and water was going to have to be used to get all components to Toulouse.The decision as to where the final assembly should be located caused friction within the airbus family at first. The German airbus section had to be appeased by using its Ville de Bordeaux, Roll-on Roll-off ocean vessel (RORO) as seen in Figure 5, to allow the choice of Toulouse as Final Assembly. move from acro ss the world where transported to Europe to respective manufacturing areas and flushtually moved to France. devil main transport systems were use in the assembly of the A380. Air transport used of a number of guppy aircraft, devised by Felix Kracht, to manufacturing sites. By sea the RORO vessel travels to four different countries in Europe collecting parts then transfers them to Paupac. From there it is transported by canal and road to Toulouse.The front and rear sections of the fuselage are loaded on to RORO in Hamburg, northern Germany, whence they are shipped to the United Kingdom. The wings transported by barge to Mostyn from Filton in Bristol and Broughton in normality Wales, where the ship adds them to its cargo. In Saint-Nazaire in western France, the ship trades the fuselage sections from Hamburg for larger, assembled sections, some of which include the nose. The ship unloads in Bordeaux. later onwards, the ship picks up the belly and tail sections by Construcciones Ae ronuticas SA in Cadiz in southern Spain, and delivers them to Bordeaux. From there, the A380 parts are transported by barge to Langon, and by oversize road convoys to the assembly hall in Toulouse.The pilot light pathways that were going to be used for transportation were simply not decent enough therefore new wider roads, canal systems and barges were developed to deliver the A380 parts. After assembly, the aircraft are flown to Hamburg to be furnished and painted. It takes 3,600 litres of paint to cover the 3,100 m outside of an A380.DISCUSSION OF THE CHOSEN MATERIALS USED IN THE STRUCTUREThe A380 was very state-of-the-art in its design. Forty percent of its structure consisted of carbon composites and advanced metal alloys.The wing structure for example was constructed with a carbon fibre wing box. They used monolithic CFRP as it was found to be one and a half tonnes lighter than using aluminium alloys. The fin also created in this manner with a solid laminate CFRP fin box cur ed in an autoclave. This was also apply in the rudder, horizontal stabilizer and elevators.CFRP was employed in other areas of the plane too not just external components. contract bulkheads and upper deck floor beams were also made of this material. The vertical tail is made of a CFRP truss structure.The wing skin was changed from aluminium alloys to composites in the design process.Thermoplastics were used for lots of components. For example the ribs in the fixed leading edges of the vertical and horizontal stabilisers. Also for the secondary support admiting the interior furnishing and the cabin trim. Impact resistant thermoplastics were used on the wing leading edges.The A380 as an engineering feat used revolutionary materials. For example GLARE. The acronym stands for glass fibre reinforced aluminium laminate. It was used for the upper fuselage shell. The material was tried in 1990 and consists of alternation layers of 0.015inch aluminium sheet and glass fibre reinforced st ick to film. This material is revolutionary because it has better corrosion, fatigue and damage resistance properties than aluminium. It is also less dense with a weight saving of between fifteen and thirty percent. The weight saving was about 500kg in construction. This material is particular(a) as the glass fibre layers between the aluminium stop cracks propagating and even operate as a load path.Aluminium alloy was utilised massively within the production of the A380. One area where it was exploited was the windows in the cockpit. The frames were made from AL7040 aluminium alloy. A strengthened variant of the alloy was used as the bird impact shield.The windshield fairing was also redesigned to use aluminium. It consists of aluminium skins, which were chemically milled, covering machined ribs and extruded stringers.Aluminium alloy was used as a substructure for the massive belly fairing. It supported panels which utilised modern materials. The panel core is a nomex honeycomb cor e which is covered in a hybrid carbon glass fibre epoxy skin. Titanium was utilised in the fairing also with a corrosion resistant variant universe used for stringers and frame roots.The intuitive designers saved weight and increased motion wherever they could. The engines pylons where mostly made from titanium, however they had a secondary structure made from thermoplastic carbon and aluminium. An epoxy CFRP was used for the nacelle cowl and buff cowl skin.These advanced materials were used as they reduced the weight of the structural form, made it more aerodynamic and improved the performance of the aircraft. Take the centre wing box as a case study. 2,200 pounds of weight was saved by using composites, mainly carbon fibre, for 50% of the 23ft by 20ft by 7ft structure. Component weight reductions also reduce stresses on the planes structure.However the designers did not always go for the composite option. They considered the benefits and disadvantages carefully. For example the wing. There were many drawbacks to having a fully composite wing which were not balanced by existence 1500 pounds lighter. For example the huge structural join now required would weigh more than the composite weight loss. This additional weight then required the wing to be strengthened as it had lost the bending relief pitcher moment. A more obvious drawback is the greater manufacturing costs of using composites.DISCUSSION OF THE WEIGHT GROWTH WITH SERIES DEVELOPMENTThroughout out the design phase the aircraft had been considered as passenger aircraft, with a freighter option considered as a sustainable use for the aircraft as well. However this was put on hold being postponed in March 2006 after both erect customers cancelled their orders.With an aircraft this size small component changes were going to have huge effects on weight. An example of this is when the engines had to comply with the QC/2 noise regulations many changes occurred to the engine. This had a knock on effect with the wings, fuel volume, control surfaces and the structure that holds the wing greatly affecting the weight of the aircraft.The passenger variants of this aircraft are very versatile, but having the ability to extradite up to 555 passengers and luggage, as is the case with the main A380-800 model, into an aircraft is going to significantly increase the weight. Other variants of the passenger are an broaden range model with a shorter fuselage and only 481 passengers is the A380-700. Also a very important person aircraft has been ordered by HRH Prince Alaweed bin Talal bin Abdulaziz Alsaud which is known as the A380-Flying Palace. Also the United States Air Force is looking at the A380 as a replacement for the Presidential Air Force One aircraft which is a Boeing 747 at present. A proposed stretch version the A380-900 has been proposed it would be 12 frames longer be able to carry 656 passengers (three class layout) and would have an increase MTOW.The A380-800C11 a passenger/c argo plane is an in between variant which can carry 11 cargo pallets as well as passengers.The other main variant is the A380-800F dedicated freighter, a shelled out A380-800 model, with a capacity of 25 pallets on the upper deck, 33 pallets on the main deck, and 13 pallets on the lower deck. With a total available volume of 948.m3 it allows for a lading up to 150,000kg over 10,371km this is almost double the capability of the Boeing 747-400F. The large range means no need for stopovers when crossing large oceans meaning quicker delivery times.But this required some of the composites to be replaced by aluminium-lithium alloys to allow for this greater loading inevitably increasing the weight of the aircraft. More structural change was undertaken fortified frames, more substantial skins and stronger landing gear. Figure 9 shows a comparison between the weights of the two main variants mentioned above.CONCLUSIONThe A380 is a world leading aircraft in not only in the ability to carry more passengers than any other aircraft it the market but because of the ground break of serve technologies, new manufacturing techniques and the use many new materials. It is a very unique aircraft.The airframe structure is an engineering feat the high loads and stresses due to the sheer size of the A380 were dealt with by an innovative airframe made viable by the use of advanced computational fluid dynamics. These allowed for big decreases in weight due to the design and helped reduce the effects of drag.The production and assembly process was a fairly political global project which involved the coordination of more than 100 companies. New techniques such as 41/40 single station unit used in assembly along with the laser beam welding. Collaboration of all the companies brought together by the Ville de Bordeaux the RORO ship, overland road convoys and pass off of guppy aircraft.Mad from 40% composite materials with a host of new materials being utilized across all areas of the a ircraft. They reduced the weight dramatically and aided in aerodynamic properties. These are the main reasons that allow the A380 to be such a mammoth.The undercarriage design consists of a two wheel forward retracting nose bogie a six wheel rear retracting body bogie and two four wheel sideways retracting wing bogies. passing clever in design creating highly ground maneuverable aircraft.At the moment only the A380-800 model is in production and being used to travel to many worldwide destinations. The A380-800F model is still on hold due to companies cancelling.In this report I have discussed the structure of the airframe. I have also considered the influences of the production and assembly process, the structural materials used and the reasons behind them, the undercarriage design in terms of position and retraction and the weight harvest with series development.Figure bankFigure 1 Airbus A380 CutawayFigure 2 A380 Cutaway (Flight Global)