AIRBUS A300

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LIST OF ABBREVIATIONS AND ACRONYMS

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Airbus A300
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Introduction

The Airbus A300 was the company's first product. The Airbus A300 was the first twin-engine wide-body

aircraft to enter service in 1972, thanks to its medium range and two engines. The A300 can transport 266

people and has a range of 7540 kilometres when fully loaded. In other words, In addition to A300B1,

A300B2, A300B4, A300-600 (A310), and A300B10 (A300B10), there were further A300 versions. The

A300's manufacturing halted in July of 2007. In this research, the A300-600R model is utilised for most

of the computations and parameters. As a result of its size, we decided to employ this plane (Ladkin,

1994).

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Learning from a course is a primary goal of this endeavour. Using the aircraft's core

performance parameters, this may be done. There are many other aspects to this project

that go beyond just computing the parameters. As an aerospace engineer, you should be

able to draw the same conclusions about aircraft design from this interpretation.

In order to complete prescribed duties, reliable web sources of aircraft data were used

to gather information. It was then used to generate the necessary performance

characteristics from the data that was collected. Analysis of the trends in performance

metrics and comparison of the obtained data with the literature were conducted after

calculating the performance parameters. MATLAB and manual calculations will be

used for the computations.

The take-off weight here referred to as the design takeoff gross weight ‘W 0’ is the total

weight of the aircraft during takeoff for a designated mission. It is defined As the sum

of crew weight. Payload Weight, fuel Weight

Basic Operating Data (Airbus A300, 2017)

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Design Weights (AIRBUS A300-600 SPECIFICATION DATA AND HISTORY,

2016)

Fundamental Performance Parameter

we must first determine the significant parameters involved in wing geometry which include, but are not

limited to, the following:

• Aspect Ratio

• Taper Ratio

• Leading edge and quarter chord Sweep Angle

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Aspect Ratio

It is an essential parameter as it determines the magnitude of the effect of wing tip vortices on the overall

wing lift and drag; both of which are more so dependent of thee wingspan than wing area. A larger aspect

ratio results in the diminishing of the strength of wing tip vortices as compared to low aspect ratio wings.

Furthermore, it has experimentally been observed that a lower aspect ratio wing will stall at a higher

angle of attack than that with a higher aspect ratio thus acting as a vital parameter to be considered in

design.

Taper ratio, ratio of tip to root chord length, determines the magnitude of modification to the lift

distribution over wing span. A relatively larger taper ratio diminishes the amount of induced drag

generated over the wings as it allows the lift distribution over the wing to approach the optimal

elliptic wing distribution.

Wing incidence angle is the inclination angle of the wing with respect to the fuselage. An incidence angle

is selected such that for a given wing angle of attack at certain design conditions, the fuselage has

minimum drag. As stated in Raymer, 1992 pg.58, :

𝑾𝒊𝒏𝒈 𝑰𝒏𝒄𝒊𝒅𝒆𝒏𝒄𝒆 = 2°

The vertical location of the wing is, in most part, determined by the environment in which the aircraft has

to operate. Raymer, 1992 discusses on page 60 that majority of the transport aircrafts are designed for low

wing as it allows greater room for cargo and passengers.

Wing Vertical Location = Low Wing

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Dihedral

Wing dihedral is the downward inclination of the wing with respect to the horizontal axis. Wing dihedral

is of paramount importance in the lateral stability of any aircraft. It enables generation of rolling moments

to stabilize an aircraft in response to disturbances in bank angle and sideslip. However, one must be

careful while determining the optimum dihedral as an excessive about of dihedral effect could result in an

aircraft entering “Dutch Roll” which is detrimental to the flight characteristics in all situations.

Maximum Wing Loading:

Maximum Thrust to Weight Ratio:

Drag Polar

Lift-dependent drag and zero-lift drag make up the majority of total drag. The zero lift drag

initially drops and then rises with increasing velocity, as seen in the graph below. There is an

opposite pattern for lift-dependent drag. Low-velocity lift-dependent drag is important, but zero-

lift drag dominates at high-velocity. In low-velocity conditions, we have a larger Cl

concentration, which results in more KCl2.

Given the drag polar:

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Where CD,o is zero-lift drag and K is Oswald Efficiency Factor.

For A300-600,

Consequently the drag polar develops,

The drag polar is designed by way of:

Fuel capacity or cross-country speed and environmental circumstances may limit a

plane's total range between takeoff and landing.

Mathematically, range of an aircraft is given by;

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A plane's range is measured in kilometres, its thrust-specific fuel consumption is

measured in litres per tonne of thrust, and its gross weight is measured in kilogrammes

per the plane's total mass. A plane's empty-fuel weight (Wf) and full-fuel weight (W1)

are both referred to as W1.

According to the aforementioned correlation, the following is the relationship between range and

aircraft specifications:

1)
CL1/2/CD must be at its highest for maximum range.

2)
The plane needs an enormous amount of fuel capacity.

3)
The ct must be kept to a minimal 3).

4)
Flying at high altitudes will help to keep density low.

Rmax =7540 Km

Comments

This figure is somewhat different from the manufacturers' stated range.

2.13 Endurance

The term "endurance" refers to the maximum amount of time an aircraft may remain in the air.

When it comes to flying, endurance is not the same as range. Sailplanes, for example, are known

for their long endurance but short range.

Endurance is:

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Weight (W), flow (F), and time (t) are the variables in this equation.

An aircraft's Endurance is a major component in determining its fuel fraction. Aircraft

with high fuel efficiency tend to have better endurance and a wider range of flight

altitudes.

For example, E is the aircraft's endurance; C t is its thrust-specific fuel consumption;

and Wo is the aircraft's gross weight, which includes all of the aircraft's components. A

plane's empty-fuel weight (Wf) and full-fuel weight (W1) are both referred to as W1.

Graphical Approach for Drag Comparison

CL/CD is at its maximum when lift drag is at its lowest. CL1/2/CD at its peak results in

three times the lift-induced drag. One third of the drag that originates from lift occurs

when C 3/2/CD reaches its highest value. Assuming that CL/CD is at its maximum,

zero lift drag = zero lift drag. As discussed previously, lift drag dominates zero-lift drag

at low speeds and the converse is true at high velocities; in the middle lies a point

where both cancel each other out. Streamlining may reduce lift-dependent drag, which

is linked to lift and increases as lift increases. We have to pay this fee for the lift. Zero

lift drag dominates at low velocities, while lift drag dominates at high velocities; in

between, both equally compensate for one and the other.

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The lifting force is now one-third of the zero lift drag force. Analytical and visual investigation

of C 3/2 CD support this result. When CL/CD is at its maximum, the lift drag is equal to the zero

lift drag. This means that the zero-lift drag (CL1/2/CD) is three times larger than the lift-induced

drag. Lift drag is greater at low speeds than it is at high velocities; nevertheless, at some point in

the middle of this range, it equalises with the zero-lift drag.

Maximum Lift Coefficient Stall Velocity

Flow stall occurs when CL exceeds its maximum value (CLmax). For an aircraft, this is the highest angle

of attack it can attain. At this lift coefficient, the velocity is so low that it is referred to as stall. An

aeroplane can't take off or land at this speed. Clmax for the A300-600 is 2.44.

The following table shows the stall velocity for an A300-600 at sea level and 35,000 feet.

Finding the Absolute Ceiling (What Determines an Aircraft’s Service

Ceiling?, n.d.)

To reach the highest possible altitude in a level, steady flight, one must reach an

altitude where the maximum rate of rise is zero. The absolute ceiling is the term used to

describe this level of elevation. At this elevation, the rate of ascent is equal to zero.

(Anderson J. D.)

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where 100 feet per minute (ft/min) is considered to be the service ceiling. In terms of

steady-state flight, this is the limit. (Flippone)

Comments

Ceiling values are higher than the manufacturer's stated specifications. Drag

Divergence is the dominant effect, which explains this. As a result, the flight speed will

be subsonic in actuality, not supersonic. The drag divergence effect is not taken into

account in our current computations. (Raymer)

Evaluating the aircraft’s maximum cabin differential pressure

Now we move on to evaluating the cabin differential pressure.

Maximum Cabin Differential Pressure

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It is known as differential pressure because of the difference in pressure between the aircraft's

interior and its exterior. To put it another way, cabin differential pressure is the difference in

cabin pressure against outside air. The maximum cabin differential pressure is the greatest

pressure that can be tolerated in a cabin. (Roskam)

Evaluating the Cabin Maximum Differential Pressure

The Airbus A300's cruise altitude is 3500 feet. Sea level has an atmospheric pressure of 14.7

pounds per square inch (PSI), while altitude has an atmospheric pressure of 4 PSI or less. It is

common practise to enable cabin pressure to rise gradually to an altitude that is either

automatically or manually pre-set. There is normally a rise rate of between 300 and 500 feet per

minute. The cabin of a Boeing 737, for example, can rise to an altitude of 8,000 feet while the

real altitude of the aircraft is 41,000 feet. It's possible to have a cabin pressure differential of up

to 8.35 pounds per square inch (psi).

Formula for Evaluating the Cabin Maximum Differential Pressure

The Barlow's formula is used to determine the maximum cabin pressure.

The "Internal Pressure" at minimal yield may be calculated using Barlow's formula.

where

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Cabin Differential Pressure

The cabin differential pressure is the difference in air pressure between the cabin and the outside

air.

Describe and analyze the aircraft environmental system

In the next section, we'll examine the aircraft's surroundings. Excessive aeroplane noise, vibration, and

turbulence may be caused by the following.

Lasting comfort

With the A300-600, passengers can just relax and enjoy their journey thanks to the wide-body

twin-aisle cabin's larger seats and more personal space. This aircraft can accommodate the latest

in in-flight entertainment and comfort, ensuring that passengers have a pleasant and restful ride.

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Reliable and proven

There's a significant financial advantage for Airbus' A300-600 in the airliner category because of

its 8 percent lower operational expenses per seat than its nearest competitor. Wide-body fuselage

cross sections of 222 inches allow for a wide range of seat arrangements, as well as LD3

containers/freight pallets in the lower-deck holds.

Cabin flexibility

To satisfy the needs of the wide-body aircraft market, the A300-600R has the ability to

accommodate a wide range of customers while adapting to shifting trends and new service

levels. In both scheduled and charter service, first and premium business class seats may be

configured in a six-seat arrangement for international standards; eight seats in economy; and nine

seats in high density seating for excellent comfort standards and the lowest seat-mile costs.

The arrangement and smoothness of fuselage has a major effect upon the aerodynamic efficiency

of an aircraft. An aerodynamically poorly designed aircraft has excessive flow separation,

supersonic wave drag and transonic drag rise. There can also be lift losses and disruption of the

desired elliptical lift distribution. There are certain ways to improve aerodynamics efficiency of

an aircraft. They are:

i) Decreasing the wetted area by tight packing and reducing the fineness ratio. The packing

should not be very tight as it effects maintainability.

ii) Providing smooth longitudinal contours by use of smooth longitudinal control lines.

iii) Aft fuselage sweep should be minimized as sweep causes vortex flow pattern.

iv) Pusher Configuration used to reduce the Skin Friction Drag.

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v) Wing Shape Kept close to Elliptic by use of sweep and taper to minimize Lift Losses.

Designing an aircraft carefully can reduce the damage in a moderate crash and improves safety

of the crew and passengers. Following are a few:

i) The floor should now be supported by braces from lower part of the fuselage as these

braces push upward through the floor in case of a crash

ii) Heavy items should not be put behind and above people.

iii) Landing gears and engine nacelles should be mounted such that they do not rip open fuel

tanks during a crash.

Describe how the cabin air is filtered to minimise the spread of airborne

contaminants including environmental bacteria and infectious agents

Cabins must be disinfected to avoid the spread of germs in the wake of the Covid epidemic. A

wide range of infectious organisms and aerosols, and the potential for their

spread. A well-designed cabin would be able to handle them. The cab

Aerosol dispersion and temperature/mass control must be addressed in the design of the system.

The pilot's health must not be affected by the surrounding environment, hence the respiratory

tract must be protected,

And infection mechanisms must be avoided. The design features are

 air conditioning units

 mixing,

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  Displacement

 exchange rate for air

 temperature

 humidity levels

 air flow distribution structure

 occupancy

 air disinfection through engineering (filtration and UV radiation)

 health-care facilities' architectural programming (source and activity control)

Recommendations and Conclusions

The Airbus A300's performance is examined in this paper. An analysis of each performance

metric is followed by a visual comparison of the two methodologies. Assumptions and

linearization are to blame for certain mistakes. However, the information in this document

provides a comprehensive overview of the many aspects of cabin design.

References

(2016). Retrieved from AIRBUS A300-600 SPECIFICATION DATA AND HISTORY:

https://www.aeronef.net/2010/06/airbus-a300-600-specification-data-and.html

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A300. (2014). Retrieved from https://aviationcargo.dhl.com/sites/default/files/aircraft_dimension_sheets/

airbus300b4.pdf

Airbus A300. (2017). Retrieved from Airliners : https://www.airliners.net/aircraft-data/airbus-a300-

600/18#:~:text=A300-600%20-%20Operating%20empty%20with%20CF6s%2090%2C115kg

%20%28198%2C665lb%29%2C,max%20takeoff%20170%2C500kg%20%28375%2C855lb

%29%2C%20or%20optionally%20171%2C700kg%20%28378%2C535lb%29.

Anderson, J. D. (n.d.). Aerodynamics .

Anderson, J. D. (n.d.). Aircraft Performance .

AVIASTAR-SP. (n.d.). Retrieved November 5, 2019, from

https://www.aviastar-sp.ru/en/products_and_services/aircraft/tupolev_204

civil jet Aircraft Design. (n.d.). Retrieved from

https://booksite.elsevier.com/9780340741528/appendices/data-a/table-7/table.htm

FlegZeug info.net. (n.d.). Retrieved november 5, 2019, from http://www.flugzeuginfo.net/

Flightglobal.com. (n.d.). Retrieved from https://www.flightglobal.com/

Flippone, A. (n.d.). Advance Aircraft Flight Performance .

GlobalAir.com. (n.d.). Retrieved from https://www.globalair.com/aircraft-for-sale/Specifications?

specid=1628

Kumar, J. (2014). WING STRUCTURE AND FLOW ANALYSIS OF AIRBUS A300.

Ladkin, P. (1994). AIRCRAFT ACCIDENT INVESTIGATION REPORT 96-5 China Airlines.

Pugh, P. (n.d.). A Family of Engines. In The Magic of a Name: The Rolls-Royce Story (p. part 3).

Retrieved from https://books.google.com.pk/books?

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 id=LtXGBwAAQBAJ&pg=PT99&lpg=PT99&dq=tupolev204+history&source=bl&ots=xDIFCZ

Zf5L&sig=ACfU3U2uLQ34NAe-ft9d

Raymer. (n.d.). Aircraft Design (A conceptual Approach).

Roskam. (n.d.). Aircraft Flight Dynamics .

TUPOLEV. (n.d.). Retrieved from https://www.tupolev.ru/en/planes/tu-204/

Appendix

den=[0.002377 0.0023423 0.0023081 0.0022743 0.0022409 0.0022079

0.0021752 0.0021429 0.002111 0.0020794 0.0020482 0.0020174 0.0019869

0.0019567 0.001927 0.0018975 0.0018685 0.0018397 0.0018113 0.0017833

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0.0017556 0.0017282 0.0017011 0.0016744 0.001648 0.0016219 0.0015961

0.0015707 0.0015455 0.0015207 0.0014962 0.0014719 0.001448 0.0014244

0.0014011 0.0013781 0.0013553 0.0013329 0.0013107 0.0012889

0.0012673 0.0012459 0.0012249 0.0012041 0.0011836 0.0011634

0.0011435 0.0011238 0.0011043 0.0010852 0.0010663 0.0010476

0.0010292 0.001011 0.00099311 0.00097544 0.00095801 0.00094082

0.00092387 0.00090716 0.00089068 0.00087443 0.00085841 0.00084261

0.00082704 0.00081169 0.00079656 0.00078165 0.00076696 0.00075247

0.0007382 0.00072413 0.00071028 0.00069443 0.000678 0.00066196

0.00064629 0.000631 0.00061608 0.0006015 0.00058727 0.00057338

0.00055982 0.00054658 0.00053365 0.00052103 0.00050871 0.00049668

0.00048493 0.00047346 0.00046227 0.00045134 0.00044067 0.00043025

0.00042008 0.00041015 0.00040045 0.00039099 0.00038175 0.00037272

0.00036391 0.00035531 0.00034692 0.00033872 0.00033072 0.0003229

0.00031527 0.00030782 0.00030055 0.00029345 0.00028652 0.00027975

0.00027314 0.00026669 0.00026039 0.00025424 0.00024824 0.00024238

0.00023665 0.00023107 0.00022561 0.00022028 0.00021508 0.00021001

0.00020505 0.00020021 0.00019548 0.00019087 0.00018636 0.00018196

0.00017767];

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den1=0.002377;

MTOW=378000;

S=2798;

Cdo=0.0177;

K=0.05304;

Tamax=60698.4146;

WS= MTOW/S;

Ta0=Tamax.*((den./den1).^0.6);

WS= MTOW/S;

Alt= 0:500:65000;

T_W= Ta0/MTOW;

LDmax=((4*Cdo*K)^0.5)^(-1);

L_Dmax=((4*Cdo*K )^0.5)^(-1);

Z=1+((1+(3./((L_Dmax.^2).*(T_W.^2)))).^0.5);

Rocmax=

((((WS.*Z)./(3.*Cdo.*den)).^0.5).*(T_W.^1.5).*(1-(Z./6)-(3./(2.*Z.*(T_W.^

2)*(L_Dmax.^2)))));

Vrocmax=(((WS.*Z.*T_W)./(3.*Cdo.*den)).^0.5);

plot (Rocmax,Alt)

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xlim ([0 80])

ylim([0 50000])

grid on

xlabel('Rate of climb')

ylabel('Altitude in ft')

title('Finding Absolute Cieling')

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