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Southampton 3

P Bradshaw. EDXCW. Southampton 3. 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

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Southampton 3

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  1. P Bradshaw EDXCW Southampton 3

  2. 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

  3. 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

  4. 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

  5. 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

  6. Vented & Fixed Shroud Spoilers (FSS) • 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 Spoiler 1 - Vented S2&3 - Normal • 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 S4&5 – Fixed Shroud

  7. Landing Gears & Airport Compatibility

  8. 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 = 50mm Belly fairing thickness = 100mm Nose bay skin thickness = 100mm

  9. Results in an Envelope for LG Fairing Sizing Tyre clearance illustration for stowed Main Gear. 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

  10. Section through stowed leg in wing Wing surfaces

  11. 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;

  12. Landing Gear - Aerodrome reference code • The code number for field length is chosen from the list below:-

  13. Landing Gear - Aerodrome reference code bogie track Outer main gear wheel span • 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.

  14. A380 will be certificated for 45m runways 45m / 150ft 7.5m / 24.6ft 45m / 150ft 10.7m / 35ft A380 designed for use on Code E / Group V runways possibly with extended shoulders (ICAO) for outer engines

  15. A380 can use Code E / Group V taxiways 23m / 75ft 10.5m / 34.4ft 23m / 75ft 10.7m / 35ft

  16. TAT Considerations • Different requirements from different operators, & different turnaround scenarios; 4Quick Turn Around: –No re-fuel –1 or 2 exit doors –Hand baggage y/ n 4NotSo Quick: –Refuel required according to next scheduled flights; ‘Top-Up’ or Total Refil from empty ? •Design Concept Considerations; 4Number of exit doors to be used. 4Need for ‘Gate’ or intergal exit stairs? 4Number of aisles 4Cabin baggage policy 4Aisle width 4Refuel system pipe diameters – vent pipe sizing – BM relief

  17. 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.

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