AIRBUS A380-800

AIRBUS A380-800
1

Faisal Awais 6/1/20 Aircraft Vehicle Performance

 AIRBUS A380-800

Contents

CHAPTER 01 - INTRODUCTION

1.1 Aim and Objective ..……………………………………………………………………………………………. 08

1.2 Brief Introduction ………………………………………………………………………………………………… 08

1.3 Reason for selection of aircraft ……………………………………………………………………………..09

1.4 Brief history …………………………………………………………………………………………………………..09

1.5 Methodolgy ………………………………………………………………………………………………………….09

1.6 General specifications ………………………………………………………………………………………….09

1.7 Engine specifications ……………………………………………………………………………………………11

1.8 3-View Diagram……………………………………………………………………………………………………..12

1.9 Performance parameters ……………………………………………………………………………………..13

1.9.1General specifications ……………………………………………………………………………13

1.10 Drag Polar calculation ………………………………………………………………………………………..13

1.10.1 Zero lift drag ………………………………………………………………………………………13

1.10.2 Drag due to lift …………………………………………………………………………………..14

CHAPTER 02 - STEADY AND LEVEL FLIGHT PERFORMANCE ANALYSIS

2.1 Thrust Required …………………………………………………………………………………………………….15

2.2 Minimum Thrust required and corresponding velocity ………………………………………….15

2.2.1 Graphical method ………………………………………………………………………………….16

2.3. Lift to drag ratio……………………………………………………………………………………………………..17

2.4. Important Aerodynamic relations …………………………………………………………………………18

𝐶
2.4.1. (𝐶𝐿 ) ……………………………………………………………………………………….18
𝐷 𝑚𝑎𝑥
3
𝐶 2
2.4.2. ( 𝐶𝐿 ) …………………………………………………………………………………………18
𝐷
𝑚𝑎𝑥
1
𝐶𝐿 2
2.4.3. ( 𝐶 ) ………………………………………………………………………………………..19
𝐷
𝑚𝑎𝑥

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 AIRBUS A380-800

2.4.4. Graphical approach……………………………………………………………………….20

2.5. Zero lift drag and lift dependent drag comparison ………………………………………………..21
3
𝐶𝐿 2
2.5.1. At ( ) …………………………………………………………21
𝐶𝐷
𝑚𝑎𝑥

𝐶
2.5.2. At At (𝐶 𝐿 ) ………………………………………………………21
𝐷 𝑚𝑎𝑥
1
𝐶𝐿 2
2.5.3. At 𝐴𝑡 ( 𝐶 ) ……………………………………………………..22
𝐷
𝑚𝑎𝑥

2.6. 𝑉𝑚𝑎𝑥 at sea level and at cruising altitude ………………………………………………………………..23

2.6.1. At sea level……………………………………………………………………………………………….23

2.6.2. At cruising altitude…………………………………………………………………………………..23

2.7. Power Required ……………………………………………………………………………………………………..24

2.7.1. Graphical approach………………………………………………………………………………….25

2.8. Power Available ……………………………………………………………………………………………………..26

2.8.1. Graphical approach…………………………………………………………………………………..27

2.9. Minimum velocity at sea level ………………………………………………………………………………..28

2.9.1. Low speed intersection of TA and TR curves……………………………………………..28

2.9.2. Stalling velocity…………………………………………………………………………………………28

2.10. Rate of climb …………………………………………………………………………………………………………29

2.10.1 Graphical approach………………………………………………………………………………….30

2.11. Glide Performance ………………………………………………………………………………………………..31

2.11.1. Minimum glide angle……………………………………………………………………………….31

2.11.2. Maximum range covered on ground………………………………………………………..31

2.11.3. Velocity for maximum range…………………………………………………………………...32

2.12. Sink Rate ……………………………………………………………………………………………………………….33

2.12.1. Minimum sink rate………………………………………………………………………………….33

2.13. Service and Absolute Ceiling …………………………………………………………………………………33

2.14. Maximum Range ………………………………………………………………………………………………….34

2.15. Maximum Endurance ……………………………………………………………………………………………36

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 AIRBUS A380-800

CHAPTER 03 - ACCELARATED FLIGHT PERFORMANCE ANALYSIS

3.1. Level Turn ………………………………………………………………………………………………….……….37

3.1.1. Minimum turn radius…………………………………………………………………….……..37

3.1.2. Load factor corresponding to Rmin………………………………………………………38

3.1.3. Velocity corresponding to Rmin……………………………………………………….…..38

3.2. Maximum Turn Rate …………………………………………………………………………………………..39

3.3. The V-n Diagram …………………………………………………………………………………………………40

3.3.1. Graphical approach……………………………………………………………………………….41

3.4. Corner Velocity ……………………………………………………………………………………………………42

3.5. Energy Height ………………………………………………………………………………………………….….42

3.6. Ps Contours ……………………………………………………………………………………………………….…43

3.7. Total Takeoff distance …………………………………………………………………………………….…..44

3.8. Total Landing distance ………………………………………………………………………………………...49

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 AIRBUS A380-800

List of figures

Aircraft detailed diagram……………………………………………………………..……11

Power plant dimensions……………………………………………………………….…..13
3-View figure………………………………………………………………………….…..13
Thrust required curve………………………………………………………………….…..17
Variation of Aerodynamic ratios versus flight velocity………………………….…….….21
Power required curve……………………………………………………….………….…..26
Power available and Power required curve versus flight velocity…..………………….….27
Variation of ROC versus flight velocity……………………………..………………….…30
Range covered in an equilibrium glide………………………………………………….….31
Variation of maximum rate of climb with altitude…………….…………………………/.34
Top view of airplane in a level turn………………………………………………………/.37
The V-n diagram……………………………………………………….…………………..41
Specific excess power contours…………………………………………...………………..43
Total takeoff distance………………………………………………………………………44
Landing path and total landing distance……………………………………………………49

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 AIRBUS A380-800

List of Abbreviations

𝐴𝑅 Aspect Ratio
𝑊 Weight
𝑀𝑇𝑂𝑊 Maximum Takeoff Weight
𝑆 Wing surface area
𝑏 Wingspan
𝑊
Wing loading
𝑆

𝐶𝐿 Lift coefficient
𝐶𝐷 Drag coefficient
𝐶𝐷,0 Zero lift drag
𝐿
Lift to drag ratio
𝐷
𝑇
Thrust to weight ratio
𝑊

𝑇𝑅 Thrust required
𝑇𝐴 Thrust Available
𝑇𝑆𝐹𝐶 Thrust Specific fuel consumption
𝑃𝑅 Power required
𝑃𝐴 Power available
𝑃𝑠 Excess Power
𝑅 Range
𝐸 Endurance
𝑅𝑚𝑖𝑛 Minimum Turn Radius
𝑅𝑂𝐶 Rate of Climb
𝑉𝑠𝑡𝑎𝑙𝑙 Stalling Velocity
𝑉𝐿𝑂 Lift off Velocity
𝑉𝑇𝐷 Touch down Velocity
𝑉𝑓 Flare Velocity

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 AIRBUS A380-800

𝑉∗ Corner Velocity
𝑉𝑉 Sink Rate
𝜔 Turn Rate
𝜔𝑚𝑎𝑥 Maximum Turn Rate
𝜙 Bank Angle
𝜃𝑚𝑖𝑛 Minimum Glide Angle
𝜇 Friction
𝜌∞ Density at sea level
𝐽 Advance Ratio
𝑅𝑝𝑚 Rotations per minute
Λ Sweep Angle
𝜃𝑎 Approach Angle
ℎ𝑂𝐵 Obstacle height
𝐻𝑒 Energy Height

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 AIRBUS A380-800

ABSTRACT

The main purpose of this report is to evaluate the accelerated and non-accelerated flight
performance parameters of the aircraft Airbus A380-800. Aircraft Performance and Design by
John D. Anderson, Jr. has been followed for the analysis of various performance parameters.

Starting with the introduction and a brief history of the aircraft, the flight performance
parameters at steady and level and accelerated flight have been analytically discussed.

The mathematical computing program MATLAB has been used for calculating and plotting the
graphs.

With analytical and graphical approach, the results have been compared and analyzed for better
understanding.

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 AIRBUS A380-800

CHAPTER 01
1. INTRODUCTION

1.1 AIM AND OBJECTIVE

The main purpose is to study in detail the aerodynamic characteristics of airplanes. In

considering the performance and design of airplanes, it is no surprise that aerodynamics
is a vital aspect.
In the following sections, we will study the major flight and performance parameters of
an aircraft. We will emphasize on the parameters that are necessary for good
aerodynamics of aircrafts.

1.2 BRIEF INTRODUCTION

The A380-800 is a subsonic, very long range and very high capacity civil transport
aircraft. The
A380-800 offers several payload capabilities ranging from 400 passengers in a very
comfortable multiclass configuration, up to 853 passengers in an all economy class
configuration
Designed in close collaboration with major airlines, airports and airworthiness
authorities, the A380 is the most advanced, spacious and productive aircraft in service
setting a new standard in air travel and environmental efficiency.

The A380 Family starts from a baseline passenger aircraft - the A380-800. A higher
capacity version, the A380-900 could be developed when required by the market.

Two engine types are currently offered, the Engine Alliance GP7200 series and the Rolls-
Royce Trent 900 series. Both engines use state of the art technology for better
performance, maintainability, lower fuel consumption and environmental impact.

The A380-800 was designed to be compatible with current airport infrastructure and
equipment, as proven in service. Bigger, quieter and capable of achieving quick turn-
around times, the A380-800 provides an efficient solution for airports and airlines to
grow in a sustainable manner.

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 AIRBUS A380-800

1.3 REASON FOR SELECTION OF AIRCRAFT

The fact that the data of Airbus A380, being a subsonic commercial airliner, can be easily
accessed and analyzed makes it easy to study all the flight and performance parameters
associated to A380. Compared to jet fighters where the supersonic flow makes the flight
and performance parameters really complicated to analyze and study. Another reason for
selecting A380 is that its flight characteristics are easy to understand.

1.4 A BRIEF HISTORY

Capable of carrying as many as 853 passengers on two passenger decks, Airbus put a lot
of time, effort, and resources into the aircraft, and that work paid off in some ways; it
remains an engineering marvel that something so big was capable of actually flying.

Work on the Airbus A380 began as far back as 1988 when a team of engineers at
European aerospace companies began to develop plans for an ultra-high-capacity airliner
(UHCA) as Europe's answer to the iconic Boeing 747 aircraft. Introduced two decades
earlier in 1969, the Boeing 747 was the largest passenger aircraft in the air and since it
was introduced, Boeing's 747 had the market for UHCAs entirely to itself.
After nearly 20 years of planning and development, the Airbus A380 was finally in the
air and Boeing's 747 was dethroned as the largest commercial passenger aircraft in
service. It had almost 50% more floor space than the 747 and 35% more seating capacity,
so even as it was much larger its rival, its seats also featured more room than other
aircraft.

1.5 METHODOLOGY
Considering our approach we will apply analytical and graphical method to study the
flight and performance parameters at steady level flight.

1.6 GENERAL SPECIFICATIONS

The Airbus A380's wings are the biggest ever created, 2,775 square feet in size and fully
54 percent larger than the wings of a Boeing 747. The Wright Brothers’ first flight was
shorter than the A380’s wingspan.
Wing Span 79.75m
Wing Area 845m2
Aspect Ratio 7.53

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 AIRBUS A380-800

Sweep Angle 33.5 deg

Height 24.09m
Max Takeoff weight 560,000kg
Max Landing weight 386,000kg
Max zero fuel weight 361,000kg
Typical operating empty weight 277,000kg

Figure 1 Detailed Aircraft dimensions

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 AIRBUS A380-800

1.7 ENGINE SPECIFICATIONS

Engine and Nacelle - GP 7200 Engine

A. Engine
The engine is a high by-pass ratio, two-rotor, axial flow turbofan engine with a high
compression ratio. The Engine has Four Major Sections as Follows:
- compressor section
- combustion section
- turbine section
- accessory drive section

Engine and Nacelle -TRENT 900 Engine

A. Engine
The RB211-TRENT 900 engine is a high by-pass ratio, triple spool turbo-fan.
The principal modules of the engine are:
- Low Pressure Compressor (LPC) rotor
- Intermediate Pressure (IP) compressor
- Intermediate case
- HP system (this includes the high-pressure compressor (HPC), the combustion system
and
the high-pressure Turbine (HPT))
- IP turbine
- external gearbox
- LPC case
- Low Pressure Turbine (LPT

Powerplant Rolls-Royce Trent 900

General Electric Pratt and Whitney GP-7200
Turbofans
Max Fuel Capacity 320,000 litres
Thrust Four 311kN (70,000lbs), initially derated to
302kN, later
growing to 374kN thrust.
𝑙𝑏
TSFC 15.5 (g/s)/kN or0.522 𝑙𝑏𝑓 /ℎ

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 AIRBUS A380-800

Figure 2 Power plant detailed dimensions

1.8 3 View Diagram

Figure 3 3-View Diagram

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 AIRBUS A380-800

1.9 PERFORMANCE PARAMETES

Range with maximum number of passengers 15000 𝑘𝑚 𝑜𝑟 8000𝑁𝑚
Maximum operating speed 0.89 𝑀𝑎𝑐ℎ 𝑜𝑟 945 𝑘𝑚/ℎ
Cruising Speed 0.85 𝑀𝑎𝑐ℎ 𝑜𝑟 902 𝑘𝑚/ℎ
Cruising altitude 43,100 ft
Landing Speed 256km/h
Wing loading 135.73
Rate of climb 12 ft/min

1.9.1 General specification

Wing area 9095 ft2

Aspect ratio 7.53
Maximum takeoff weight 1,234,588 lbs
Cruising speed 822 ft/s
Cruising altitude 43,100 ft
Density at cruising altitude 5.087x10ᶺ-4 slugs/ftᶾ
Zero lift drag 0.0133
K 0.094

1.10 CALCULATION OF DRAG POLAR

1.10.1 Zero lift drag

𝑪𝑫 = 𝑪𝑫,𝑶 + 𝑲𝑪𝑳𝟐

𝐶𝑓𝑒 = 0.0030

𝑎 = −2.5229
𝑏=1
𝑐 = 0.0199
𝑑 = 0.7531

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 AIRBUS A380-800

𝒍𝒐𝒈𝟏𝟎 𝑺𝒘𝒆𝒕 = 𝒄 + 𝒅𝒍𝒐𝒈𝟏𝟎 𝑾𝑻𝑶

𝑙𝑜𝑔10 𝑆𝑤𝑒𝑡 = 0.0199 + 0.7531𝑙𝑜𝑔10 (1,234,588.67)
𝑙𝑜𝑔10 𝑆𝑤𝑒𝑡 = 4.6074
𝑆𝑤𝑒𝑡 = 40494.87 𝑓𝑡 2

𝒍𝒐𝒈𝟏𝟎 𝒇 = 𝒂 + 𝒃𝒍𝒐𝒈𝟏𝟎 𝑺𝒘𝒆𝒕

𝑙𝑜𝑔10 𝑓 = −2.5229 + (1)𝑙𝑜𝑔10 (40494.87)
𝑓 = 121.47
𝑓 121.47
𝐶𝐷,𝑂 = =
𝑆 9095.5
𝐶𝐷,𝑂 = 0.0133

1.10.2 lift dependent drag

𝒆 = 𝟒. 𝟔𝟏(𝟏 − 𝟎. 𝟎𝟒𝟓 𝑨𝑹𝟎.𝟔𝟖 )[𝐜𝐨𝐬(𝟑𝟑. 𝟓)]𝟎.𝟏𝟓 − 𝟑. 𝟏

𝑒 = 4.61[1 − 0.045(7.53)0.68 ](0.9731) − 3.1
𝑒 = 0.5897

1
𝐾1 = = 0.071
Λ𝐴𝑅𝑒
𝐾2 = 0 (𝑠𝑢𝑏𝑠𝑜𝑛𝑖𝑐)
1
𝐾3 = 𝐾 = 0.023
3 1
𝐾 = 𝐾1 + 𝐾2 + 𝐾3
𝐾 = 0.094
Drag polar
𝑪𝑫,𝑶 = 𝟎. 𝟎𝟏𝟑𝟑 + 𝟎. 𝟎𝟗𝟒𝑲𝑪𝟐𝑳

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 AIRBUS A380-800

CHAPTER 02
2. STEADY AND LEVEL FLIGHT PERFORMANCE ANAYLSIS

2.1 THRUST REQUIRED

2𝑊
𝐶𝑙 =
𝜌∞ 𝑉∞2 𝑆
2(1,234,588.67 𝑙𝑏𝑠)
𝐶𝑙 =
(5.087 × 10−4 )(822)2 (9095)
𝐶𝑙 = 0.789

𝐶𝐷 = 0.0133 + 0.094(0.789)2
𝐶𝐷 = 0.071

1
𝑇𝑅 = 𝐷 = 2 𝜌 𝑉 2 S 𝐶𝐷
1
𝑇𝑅 = 𝐷 = 2 (5.087 × 10−4 (822)2 (9095) (0.071)

𝑇𝑅 = 221,967 𝑙𝑏𝑠
Hence, to maintain straight and level flight at a velocity of 822 ft/s at an altitude of
43,100 ft, the airplane requires 221,967 lbs of thrust.

2.2 MINIMUM THRUST REQUIRED AND THE VELOCITY AT WHICH IT OCCURS

𝑇
( 𝑊𝑅) = √4𝐶𝐷,0 𝐾 = √4(0.0133)(0.094)
𝑚𝑖𝑛

𝑇
( 𝑊𝑅) = 0.0707
𝑚𝑖𝑛

(𝑇𝑅 )𝑚𝑖𝑛 = 87,305 𝑙𝑏𝑠

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 AIRBUS A380-800

The Wing loading is

𝑊
= 135.73 𝑙𝑏⁄𝑓𝑡 2
𝑆

2 𝐾 𝑊
𝑉(𝑇𝑅)𝑚𝑖𝑛 = √𝜌 √𝐶
𝐷,0 𝑆

𝑉(𝑇𝑅)𝑚𝑖𝑛 = 1191.07 𝑓𝑡/𝑠

2.2.1 Graphical approach

1. A value of 𝑉∞ was chosen.
2. 𝐶𝐿 and 𝐶𝐷 were calculated at that velocity
1
3. 𝑇𝑅 was calculated from the equation 𝑇𝑅 = 𝐷 = 2 𝜌 𝑉 2 S 𝐶𝐷

4. The steps were repeated for many values of velocity using Matlab and the results
were plotted.

Figure 4 Thrust required for Airbus A380-800

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 AIRBUS A380-800

Graphical result
(𝑇𝑅 )𝑚𝑖𝑛 = 90,000 𝑙𝑏𝑠

𝑉(𝑇𝑅)𝑚𝑖𝑛 = 1200 𝑓𝑡/𝑠

Comments
The results are close with very little error, less than one percent. Therefore, it can be
concluded that the results are correct. The minimum value of thrust required remains same
at all altitudes but the velocity at which it is achieved varies

2.3 LIFT TO DRAG RATIO AT CRUISE VELOCITY

𝐿 𝜌∞ 𝑉∞2 𝐶𝐷,0 2𝐾 𝑊 −1
=( + )1
𝐷 𝑊 𝜌∞ 𝑉∞2 𝑆
2𝑆

𝑓𝑡⁄
AT 822 𝑠
𝐿
= 11.11
𝐷
For (𝐿/𝐷)𝑚𝑎𝑥
𝐿 1 1
( )𝑚𝑎𝑥 = =
𝐷 √4𝐶𝐷,𝑂 𝐾 √4(0.0133)(0.094)

𝐿 𝐶𝐿
( )𝑚𝑎𝑥 = ( ) = 14.14
𝐷 𝐶𝐷 𝑚𝑎𝑥

1/2
2 𝐾 𝑊
𝑉(𝑇𝑅)𝑚𝑖𝑛 = 𝑉(𝐿/𝐷)𝑚𝑎𝑥 =( √ )
𝜌∞ 𝐶𝐷,𝑂 𝑆

1/2
2 0.0662
𝑉(𝑇𝑅)𝑚𝑖𝑛 = 𝑉(𝐿/𝐷)𝑚𝑎𝑥 = ( 5.59×10−4 √ 0.019 × 109.806) = 1191.07 𝑓𝑡/𝑠

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 AIRBUS A380-800

3⁄
𝐶𝐿
2.4 AERODYNAMIC RELATIONS ASSOCIATED WITH MAXIMUM ⁄𝐶 𝐶𝐿 2 ⁄𝐶𝐷
𝐷
1⁄
𝐶 2
and 𝐿 ⁄𝐶
𝐷

𝐶𝐿
2.4.1 Maximum ⁄𝐶
𝐷

𝐶𝐿 𝐿 1 1
( ) =( ) = = = 14.14
𝐶𝐷 𝑚𝑎𝑥 𝐷 √4𝐶𝐷,𝑂 𝐾 √4(0.0133)(0.094)
𝑚𝑎𝑥

velocity at which this value occurs is

1/2 1/2
2 𝐾 𝑊 2 0.0662
𝑉(𝐿/𝐷)𝑚𝑎𝑥 = ( √ ) =( −4
√ × 109.8) = 1191.07 𝑓𝑡/𝑠
𝜌∞ 𝐶𝐷,𝑂 𝑆 5.59 × 10 0.019

3⁄
2.4.2 Maximum 𝐶𝐿 2 ⁄𝐶𝐷
3
3 4
3/4
𝐶𝐿 2 1 3 1 3
( ) = ( 1 ) = ( 1/3
) = 9.90
𝐶𝐷 4 4 (0.094)(0.0133)
𝐾𝐶𝐷,0 3
𝑚𝑎𝑥

and the velocity at which this value occurs is

1/2 1/2
2 𝐾 𝑊 2 0.094
𝑉(𝐶𝐿3/2 /𝐶𝐷)𝑚𝑎𝑥 =( √ ) =( √ × 135.73)
𝜌∞ 3𝐶𝐷,𝑂 𝑆 5.087 × 10−4 3(0.0133)

𝑓𝑡⁄
𝑉(𝐶𝐿3/2 /𝐶𝐷)𝑚𝑎𝑥 = 905.02 𝑠

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 AIRBUS A380-800

1⁄
𝐶 2
2.4.3 Maximum 𝐿 ⁄𝐶
𝐷

1 1
1/4
𝐶𝐿 2 3 1 4 3 1
( ) = ( ) = ( ) = 26.27
𝐶𝐷 4 3𝐾𝐶𝐷,0 3 4 3 × 0.094 × (0.0133)3
𝑚𝑎𝑥

and the velocity at which this value occurs is

1/2 1/2
2 3𝐾 𝑊 2 3 × 0.094
𝑉(𝐶𝐿1/2 /𝐶𝐷)𝑚𝑎𝑥 = ( √ ) =( −4
√ × 135.73)
𝜌∞ 𝐶𝐷,𝑂 𝑆 5.087 × 10 0.0133

𝑓𝑡⁄
𝑉(𝐶𝐿1/2/𝐶𝐷)𝑚𝑎𝑥 = 1567.43 𝑠

DISCUSSION:
It is interesting to note that the velocities at which the maximums of the various
aerodynamic ratios occur are in the ratio
1⁄
2
3⁄
𝐶 𝐶
𝐶𝐿 2 ⁄𝐶𝐷 ∶ 𝐿⁄𝐶 : 𝐿 ⁄𝐶
𝐷 𝐷

𝑓𝑡⁄ 𝑓𝑡 𝑓𝑡
905.02 𝑠 ∶ 1191.07 ⁄𝑠 ∶ 1567.43 ⁄𝑠

0.76 ∶ 1 ∶ 1.32

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 AIRBUS A380-800

2.4.4 Graphical Approach

1. A value of 𝑉∞ was chosen.

2. 𝐶𝐿 and 𝐶𝐷 were calculated at that velocity
3. Aerodynamic ratios were Calculated

4.These steps were repeated for many values of V through Matlab code and the results were
plotted

Figure 5 Variation of Aerodynamic ratios with velocity

Comments

The results obtained are almost similar to the analytical results. Therefore, it can be concluded
that the results are valid.

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 AIRBUS A380-800

2.5 COMPARING ZERO LIFT DRAG AND DRAG DUE TO LIFT AT VARIOUS
AERODYNAMIC RATIOS

3
𝐶𝐿 2
2.5.1 At ( )
𝐶𝐷
𝑚𝑎𝑥

𝑓𝑡⁄
𝑉(𝐶𝐿3/2 /𝐶𝐷)𝑚𝑎𝑥 = 905.02 𝑠

1
𝑞∞ = × 𝜌∞ × 𝑉∞2
2
𝑙𝑏𝑓
𝑞∞ = 208.32 ⁄𝑓𝑡 2

𝑊
𝐶𝐿 =
𝑞∞ 𝑆

𝐶𝐿 = 0.6515

Zero lift drag = 𝑞∞ 𝑆𝐶𝐷,𝑂 = 25,200.50 𝑙𝑏

Drag due to lift = 𝑞∞ 𝑆𝐾𝐶𝐿2 = 75,598.68 𝑙𝑏

Zero lift drag
R = drag due to lift= 0.33

𝐶𝐿
2.5.2 At ( )
𝐶𝐷 𝑚𝑎𝑥

𝑓𝑡⁄
𝑉(𝐿/𝐷)𝑚𝑎𝑥 = 1191.07 𝑠

1
𝑞∞ = × 𝜌∞ × 𝑉∞2
2
𝑙𝑏𝑓
𝑞∞ = 360.81 ⁄𝑓𝑡 2

𝑊
𝐶𝐿 =
𝑞∞ 𝑆

𝐶𝐿 = 0.3761

22
 AIRBUS A380-800

Zero lift drag = 𝑞∞ 𝑆𝐶𝐷,𝑂 = 43,649.65 𝑙𝑏

Drag due to lift = 𝑞∞ 𝑆𝐾𝐶𝐿2 = 43,639.88 𝑙𝑏

Zero lift drag

R = drag due to lift = 1

1
𝐶𝐿 2
2.5.3 𝐴𝑡 ( 𝐶 )
𝐷
𝑚𝑎𝑥

𝑓𝑡⁄
𝑉(𝐶𝐿1/2/𝐶𝐷)𝑚𝑎𝑥 = 1567.43 𝑠

1
𝑞∞ = × 𝜌∞ × 𝑉∞2
2
𝑙𝑏𝑓
𝑞∞ = 624.89 ⁄𝑓𝑡 2

𝑊
𝐶𝐿 =
𝑞∞ 𝑆

𝐶𝐿 = 0.2172

Zero lift drag = 𝑞∞ 𝑆𝐶𝐷,𝑂 = 75,593.03 𝑙𝑏

Drag due to lift = 𝑞∞ 𝑆𝐾𝐶𝐿2 = 25,204.47 𝑙𝑏

Zero lift drag

R = drag due to lift = 3

23
 AIRBUS A380-800

2.6. 𝑉𝑚𝑎𝑥 AT SEA LEVEL AND AT CRUISING ALTITUDE

2.6.1 At sea level

𝜌0 = 0.00237 (Sea-Level)
W = 1,234,588.67 lbs
𝑊 ⁄𝑆 = 109.806

4(70,000 𝑙𝑏𝑠)
𝑇𝐴𝑚𝑎𝑥 /𝑊 =
1,234,588.67 𝑙𝑏𝑠
𝑇𝐴𝑚𝑎𝑥
= 0.2267
𝑊
1/2
2
[𝑇𝐴,𝑚𝑎𝑥 /𝑊](𝑊 ⁄𝑆) + (𝑊/𝑆)√[𝑇𝐴,𝑚𝑎𝑥 /𝑊] − 4𝐶𝐷,𝑂 𝐾
𝑉𝑚𝑎𝑥 =
𝜌∞ 𝐶𝐷,𝑂
{ }

1/2
[0.2267](135.73) + (135.73)√[0.2267]2 − 4 × 0.0133 × 0.094
𝑉𝑚𝑎𝑥 ={ }
0.00237 × 0.0133

𝑉𝑚𝑎𝑥 = 1377.52 𝑓𝑡/𝑠

DISCUSSION:
Clearly 𝑉𝑚𝑎𝑥 is slightly higher than the speed of sound at sea level, which is 1117 𝑓𝑡/𝑠.
This result does not include the realistic drag divergence phenomenon near Mach 1, and
hence is not indicative of the maximum velocity of the actual A380, which would be
slightly less than the speed of sound.

2.6.2 At cruising altitude (43,100 𝑓𝑡)

𝜌∞ = 5.087 × 10−4
0.6
𝑇𝐴 𝜌∞ 𝑚 5.087 × 10−4
=[ ] =[ ] = 0.3965
𝑇𝐴,0 𝜌0 0.00237

24
 AIRBUS A380-800

𝑇𝐴,𝑚𝑎𝑥 = 0.3965 × 𝑇𝐴,0 = 0.3965 × 4(70,000 𝑙𝑏𝑠) = 111,024.17 𝑙𝑏𝑠

𝑇𝐴,𝑚𝑎𝑥
= 0.0899
𝑊
1/2
2
[𝑇𝐴,𝑚𝑎𝑥 /𝑊](𝑊 ⁄𝑆) + (𝑊/𝑆)√[𝑇𝐴,𝑚𝑎𝑥 /𝑊] − 4𝐶𝐷,𝑂 𝐾
𝑉𝑚𝑎𝑥 =
𝜌∞ 𝐶𝐷,𝑂
{ }
1/2
[0.0899](135.73) + (135.73)√[0.0899]2 − 4 × 0.0133 × 0.094
𝑉𝑚𝑎𝑥 ={ }
5.087 × 10−4 × 0.0133

𝑉𝑚𝑎𝑥 = 1708.40 𝑓𝑡/𝑠

DISCUSSION:
We notice that as the altitude increases, 𝑉𝑚𝑎𝑥 𝑖𝑛𝑐𝑟𝑒𝑎𝑠𝑒𝑠 since density decreases. Again
the drag polar assumed in this example does not include the large drag rise near Mach 1,
and hence the velocity measured is unrealistically large.

2.7 MINIMUM POWER REQUIRED AND THE VELOCITY AT WHICH IT OCCURS

𝑃𝑅,𝑚𝑖𝑛

(𝐶𝐿 3/2 /𝐶𝐷 )𝑚𝑎𝑥 = 9.90

𝐶𝐷2 1 2
⁄ 3= ( )
𝐶𝐿 9.90
𝐶2
( 𝐷⁄ 3 ) = 0.0102
𝐶𝐿 𝑚𝑖𝑛

2𝑊 3 1 𝑓𝑡. 𝑙𝑏⁄
𝑃𝑅𝑚𝑖𝑛 = √𝜌 × (𝐶 3/2 = 91.086× 106 𝑠
∞𝑆 𝐿 /𝐶𝐷 )𝑚𝑎𝑥

1ℎ𝑝 = 550 𝑓𝑡. 𝑙𝑏⁄𝑠

25
 AIRBUS A380-800

𝑃𝑅𝑚𝑖𝑛 = 165,611 ℎ𝑝

The velocity at which minimum 𝑃𝑅𝑚𝑖𝑛 occurs is that for flight at (𝐶𝐿 3/2 /𝐶𝐷 )
𝑚𝑎𝑥

𝑓𝑡⁄
𝑉(𝐶𝐿3/2 /𝐶𝐷)𝑚𝑎𝑥 = 905.02 𝑠

2.7.1 Graphical Approach

Figure 6 Power required curve for Airbus A380-800

Comments
Clearly, the graphical results are almost similar with a very little which can be ignored. It can be
noted that velocity for minimum thrust required is greater than that required for minimum power
required.

𝑉(𝑇𝑅 )𝑚𝑖𝑛 = 1191.07 𝑓𝑡/𝑠

𝑉(𝑃𝑅)𝑚𝑖𝑛 = 905.02 𝑓𝑡/𝑠

26
 AIRBUS A380-800

2.8 POWER AVAILABLE

0.6
𝜌∞ 𝑚 5.087 × 10−4
𝑃𝐴 = 𝑇𝐴 𝑉∞ = 𝑇𝐴,0 [ ] 𝑉∞ = 4(70,000) [ ] 𝑉∞ = 111,024.17𝑉∞
𝜌0 0.00237

Power available at cruise velocity

𝑃𝐴 = 111,024.17 (822)
𝑃𝐴 = 91,261,867 𝑓𝑡. 𝑙𝑏/𝑠

2.8.1 Graphical Approach

1. A value of 𝑉∞ was chosen
2. 𝑃𝐴 and 𝑃𝑅 were calculated at that velocity
3. The steps were repeated for many values of velocity

Figure 7 Power available and Power required versus flight velocity

27
 AIRBUS A380-800

Comments
Clearly it can be seen for the graph that the maximum velocity at cruise altitude is almost similar
to the analytical value which is

𝑉𝑚𝑎𝑥 = 1708.40 𝑓𝑡/𝑠

This value of the maximum velocity is an overestimation because drag divergence has not
been taken into account. Moreover, thrust is assumed to stay at its maximum value constantly,
which is not realistic.

2.9 MINIMUM VELOCITY AT SEA LEVEL BASED ON

2.9.1 low speed intersection of 𝑇𝐴 and 𝑇𝑅 curves

1/2
𝑇 2
[ ] (𝑊 ⁄ )
𝑆 − (𝑊/𝑆)√ [𝑇/𝑊] − 4𝐶𝐷,𝑂 𝐾
𝑉𝑚𝑖𝑛 ={ 𝑊 }
𝜌∞ 𝐶𝐷,𝑂

1/2
0.2267 × 135.73 − 135.73√[0.2267]2 − 4 × 0.0133 × 0.094
𝑉𝑚𝑖𝑛 ={ }
0.00237 (0.0133)

𝑉𝑚𝑖𝑛 = 220 𝑓𝑡⁄𝑠

2.9.2 Stalling velocity

2𝑊
𝑉𝑠𝑡𝑎𝑙𝑙 = √
𝜌∞ 𝑆𝐶𝐿,𝑚𝑎𝑥

As we know that for double slotted Fowler Flap, For Landing we have the following
value,

𝐶𝐿,𝑚𝑎𝑥
= 2.6
cos (𝑆𝑤𝑒𝑒𝑝)

28
 AIRBUS A380-800

𝐶𝐿,𝑚𝑎𝑥 = 2.16

2(135.73)
𝑉𝑠𝑡𝑎𝑙𝑙 = √
(0.0023)(2.16)

𝑉𝑠𝑡𝑎𝑙𝑙 = 201.93𝑓𝑡/𝑠

DISCUSSION:
Clearly, the stalling velocity defines the minimum velocity for A380-800.

2.10 RATE OF CLIMB

𝑇 1
sin(𝜃𝑚𝑎𝑥 ) = −
𝑊 (𝐿/𝐷)𝑚𝑎𝑥

1
sin(𝜃𝑚𝑎𝑥 ) = 0.2267 − 14.14 =0.156

𝜃𝑚𝑎𝑥 = 8.97 𝑑𝑒𝑔𝑟𝑒𝑒𝑠

1/2
2 𝐾 𝑊
𝑉𝜃𝑚𝑎𝑥 =√ ( ) 𝑐𝑜𝑠(𝜃max )
𝜌∞ 𝐶𝐷,𝑂 𝑆

𝑉𝜃𝑚𝑎𝑥 = 547.41 𝑓𝑡⁄𝑠

3
Z=1+√1 + ((𝐿/𝐷) 2 (𝑇/𝑊)2
𝑚𝑎𝑥 )

Z = 2.136

1/2
(𝑊/𝑆)𝑍 𝑇 3/2 𝑍 3
(𝑅/𝐶)𝑚𝑎𝑥 =[ ] ( ) [1 − − ]
3𝜌∞ 𝐶𝐷,𝑂 𝑊 6 2((𝐿/𝐷)𝑚𝑎𝑥 )2 (𝑇/𝑊)2 𝑍

29
 AIRBUS A380-800

(𝑅/𝐶)𝑚𝑎𝑥 = 107.71 𝑓𝑡/𝑠

1/2
(𝑇/𝑊)(𝑊/𝑆) 3
𝑉(𝑅/𝐶)𝑚𝑎𝑥 ={ [1 + √1 + ]}
3𝜌∞ 𝐶𝐷,𝑂 ((𝐿/𝐷)𝑚𝑎𝑥 )2 (𝑇/𝑊)2

𝑉(𝑅/𝐶)𝑚𝑎𝑥 = 832 𝑓𝑡/𝑠

2.10.1 Graphical Approach

1. A value of 𝑉∞ was chosen
2. 𝐶𝐿 and 𝐶𝐷 were calculated at that velocity
3. 𝑇𝑅 was calculated from its formula
4. 𝑃𝑅 was calculated by multiplying 𝑇𝑅 with 𝑉∞
5. 𝑃𝐴 was calculated by multiplying 𝑇𝐴,𝑚𝑎𝑥 with 𝑉∞
6. Finally Rate of climb was calculated
7. These steps were repeated for several velocities

Figure 8 Variation of ROC versus flight velocity

30
 AIRBUS A380-800

Comments
Clearly the graphical result is similar to the analytical results.
𝑅𝑂𝐶𝑚𝑎𝑥 = 110 𝑓𝑡/𝑠
𝑉𝑅𝑂𝐶,𝑚𝑎𝑥 = 850 𝑓𝑡/𝑠

2.11 GLIDE PERFORMANCE ANALYSIS

2.11.1 Minimum glide angle

1
𝑡𝑎𝑛𝜃𝑚𝑖𝑛 =
(𝐿/𝐷)𝑚𝑎𝑥

1
𝑡𝑎𝑛𝜃𝑚𝑖𝑛 =
14.14

𝜃𝑚𝑖𝑛 = 4.040

2.11.2 Maximum range covered on ground

Figure 9 Range covered in an equilibrium glide

31
 AIRBUS A380-800

ℎ
= tan 𝜃
𝑅

ℎ 43,100 𝑓𝑡
𝑅𝑚𝑎𝑥 = =
tan 𝜃 𝑚𝑖𝑛 0.0707

𝑅𝑚𝑎𝑥 = 609,618 𝑓𝑡

𝑅𝑚𝑎𝑥 = 115.45 𝑚𝑖𝑙𝑒𝑠

2.11.3 Velocity for maximum range

At 43,100ft,
Density = 5.087 × 10−4
1/2
2 𝐾 𝑊
𝑉(𝐿/𝐷)𝑚𝑎𝑥 = ( √ )
𝜌∞ 𝐶𝐷,𝑂 𝑆

𝑉(𝐿/𝐷)𝑚𝑎𝑥 = 1191.07 𝑓𝑡/𝑠

At sea level,
Density = 0.00237
1
𝜌∞ 43100 2
𝑉(𝐿/𝐷)𝑚𝑎𝑥 = (𝜌 ) (𝑉( 𝐿 ) ) at 43,1000
∞ |𝑠𝑒𝑎 𝑙𝑒𝑣𝑒𝑙 𝐷 𝑚𝑎𝑥

(𝑉( 𝐿 ) ) = 551 𝑓𝑡⁄𝑠

𝐷 𝑚𝑎𝑥

32
 AIRBUS A380-800

2.12 SINK RATE FOR THE CASE OF MINIMUM GLIDE ANGLE

1
𝑡𝑎𝑛𝜃𝑚𝑖𝑛 =
(𝐿/𝐷)𝑚𝑎𝑥

𝜃𝑚𝑖𝑛 = 4.040

𝑉𝑉 = (𝑉∞ )𝜃𝑚𝑖𝑛 sin 𝜃𝑚𝑖𝑛

𝑉𝑉 = 83.91 𝑓𝑡⁄𝑠

2.12.1 Minimum sink rate

2 𝑊 2 135.73
(𝑉𝑉 )𝑚𝑖𝑛 = √ 3/2 =√ 5.087×10−4
𝜌 ∞ ((𝐶𝐿 /𝐶𝐷 )𝑚𝑎𝑥 )2 𝑆 9.902

(𝑉𝑉 )𝑚𝑖𝑛 = 73.78 𝑓𝑡/𝑠

COMMENT: The minimum sink rate is not achieved at minimum angle

2.13 SERVICE AND ABSOLUTE CEILING

The altitude where (𝑅/𝐶)𝑚𝑎𝑥 = 0 is the highest achievable altitude in a steady, level
flight. This altitude is defined as the absolute ceiling.

A more useful quantity is the service ceiling, conventionally defined as the altitude where
(𝑅/𝐶)𝑚𝑎𝑥 = 100 𝑓𝑡⁄𝑚𝑖𝑛. The service ceiling represents the practical upper limit for
steady, level flight.

33
 AIRBUS A380-800

Figure 10 Variation of maximum rate of climb with altitude

2.14 MAXIMUM RANGE AT CRUISING ALTITUDE

1
2 2 𝐶𝐿 2 1/2 1/2
𝑅= √ (𝑤0 − 𝑤1 )
𝑐𝑡 𝜌∞ 𝑆 𝐶𝐷

Where
𝑊0 is the gross weight of the airplane including everything; payload, fuel, crew, structure

𝑊1 is the weight of the fuel when the fuel tanks are empty.

𝑐𝑡 is the thrust specific fuel consumption

The above equation is a simplified range equation for jet propelled airplane. From this
equation, the flight conditions for maximum range for a jet propelled airplane are
1⁄
𝐶𝐿 2
Fly at maximum 𝐶𝐷

Have the lowest possible thrust specific fuel consumption (TSFC)

34
 AIRBUS A380-800

Fly at high altitudes, where is small

Carry a lot of fuel.

For the current case we have

Cruising altitude 43,100 𝑓𝑡
𝜌∞ = 5.087 × 10−4 𝑠𝑙𝑢𝑔𝑠⁄𝑓𝑡 3

𝑚𝑎𝑥𝑖𝑚𝑢𝑚 𝑡𝑎𝑘𝑒𝑜𝑓𝑓 𝑤𝑒𝑖𝑔ℎ𝑡 = 𝑊0 = 1,234,588 𝑙𝑏𝑠

𝑚𝑎𝑥𝑖𝑚𝑢𝑚 𝑓𝑢𝑒𝑙 𝑤𝑒𝑖𝑔ℎ𝑡 = 𝑊𝑓 = 705,479 𝑙𝑏𝑠

𝐸𝑚𝑝𝑡𝑦 𝑤𝑒𝑖𝑔ℎ𝑡 = 𝑊1 = 𝑊0 − 𝑊𝑓 = 529,109 𝑙𝑏𝑠

0.522
𝑇𝑆𝐹𝐶 𝑖𝑛 𝑐𝑜𝑛𝑠𝑖𝑠𝑡𝑒𝑛𝑡 𝑢𝑛𝑖𝑡𝑠 = 𝑐𝑡 =
3600

𝑐𝑡 = 1.45 × 10−4 𝑠 −1

1
𝐶𝐿 2
( ) = 26.27
𝐶𝐷
𝑚𝑎𝑥

𝑅 = 91,350,290 𝑓𝑡

91,350,290
𝑅= = 17300 𝑚𝑖𝑙𝑒𝑠
5280

35
 AIRBUS A380-800

2.15 MAXIMUM ENDURANCE

1 𝐿 𝑊0
𝐸= 𝑙𝑛
𝑐𝑡 𝐷 𝑊1

Clearly, maximum endurance for a jet propelled airplane corresponds to following

conditions

Fly at (𝐿⁄𝐷)𝑚𝑎𝑥

Lowest possible TSFC

Highest possible ratio of 𝑊0 to 𝑊1 (Carry a lot of fuel)

In our current case,

(𝐿⁄𝐷)𝑚𝑎𝑥 = 14.14

𝑐𝑡 = 1.45 × 10−4 𝑠 −1
𝑊0 1,234,588 𝑙𝑏𝑠
=
𝑊1 529,109 𝑙𝑏𝑠

𝐸 = 82,626 𝑠
𝐸 = 22.95 ℎ𝑟𝑠

36
 AIRBUS A380-800

CHAPTER 03
3. ACCELARATED FLIGHT PERFORMANCE ANALYSIS

TURNING PERFORMANCE

By definition, a level turn is one in which the curved flight path is in a horizontal plane
parallel to the plane of the ground. That is, in a level turn, the altitude remains constant.
For a best turning performance, it is aimed to achieve minimum radius and maximum
turning rate, with a highest possible value of load factor.

Figure 11 Top view of airplane in a level turn

3.1 LEVEL TURN

3.1.1 MINIMUM TURN RADIUS

4𝐾(𝑊⁄𝑆)
𝑅𝑚𝑖𝑛 =
𝑇
𝑔𝜌∞ (𝑊 )√1 − 4𝐾𝐶𝐷,𝑂 /(𝑇⁄𝑊 )2

37
 AIRBUS A380-800

𝑊
= 135.73
𝑆
𝑇
= 0.2267
𝑊
𝐶𝐷,0 = 0.0133

𝐾 = 0.094
𝑔 = 32.2 𝑓𝑡⁄𝑠 2
𝑠𝑙𝑢𝑔𝑠
𝜌∞ = 0.002377
𝑓𝑡 3
Substituting all the values in the above equation we get,

𝑅𝑚𝑖𝑛 = 3096 𝑓𝑡

3.1.2 LOAD FACTOR CORRESPONDING TO 𝑅𝑚𝑖𝑛

𝑛𝑅𝑚𝑖𝑛 = √2 − 4𝐾𝐶𝐷,𝑂 /(𝑇⁄𝑊 )2

Substituting the values we get,

𝑛𝑅𝑚𝑖𝑛 = 1.3793

3.1.3 VELOCITY CORRESPONDING TO 𝑅𝑚𝑖𝑛

4𝐾(𝑊⁄𝑆)
(𝑉∞ )𝑅𝑚𝑖𝑛 = √
𝑇
𝜌∞ (𝑊 )

38
 AIRBUS A380-800

Substituting the values we get,

(𝑉∞ )𝑅𝑚𝑖𝑛 = 307.74 𝑓𝑡⁄𝑠

Lift coefficient corresponding to these values is,

2𝑛 𝑊
𝐶𝐿 =
𝜌∞ 𝑉∞ 2 𝑆

𝐶𝐿 = 1.66
This value is well beyond from our assumed value i.e CL max. Therefore, the minimum
turning radius is constrained by stall and not by the above equations. Rather the smallest
turning radius with max possible load factor will actually be that corresponding to point A
in the curve.

3.2 MAXIMUM TURN RATE

𝜌∞ 𝑇⁄𝑊 𝐶𝐷,𝑜 1/2

𝜔𝑚𝑎𝑥 = 𝑞 √ [ −( ) ]
𝑊/𝑆 2𝐾 𝐾

𝜔𝑚𝑎𝑥 = 0.122 𝑟𝑎𝑑⁄𝑠

Recalling that 1 𝑟𝑎𝑑 = 57.3 𝑑𝑒𝑔𝑟𝑒𝑒𝑠

𝜔𝑚𝑎𝑥 = 7.02 𝑑𝑒𝑔/𝑠

The corresponding maximum load factor and velocity are given by formula

39
 AIRBUS A380-800

𝑇
𝑛𝜔𝑚𝑎𝑥 =√ 𝑊 −1
√𝐾𝐶𝐷,𝑜

Substituting the values we get,

𝑛𝜔𝑚𝑎𝑥 = 2.32

1/4
2𝑊/𝑆 1/2 𝐾
(𝑉∞ )𝜔𝑚𝑎𝑥 =[ ] [ )]
𝜌∞ 𝐶𝐷,𝑜

(𝑉∞ )𝜔𝑚𝑎𝑥 = 551 𝑓𝑡⁄𝑠

3.3 THE V-n DIAGRAM

Maximum load factor variation with velocity is plotted below. For a given maximum
power available at sea-level, the maximum load factor at a given velocity can be
calculated by the formulae given as,

1/2
1 2
𝜌∞ 𝑉 ∞ 𝑇𝐴 1 𝐶𝐷,0
𝑛𝑚𝑎𝑥 = {2 [( ) − 𝜌∞ 𝑉∞2 ]}
𝐾(𝑊 ⁄𝑆) 𝑊 𝑚𝑎𝑥 2 𝑊/𝑆

Similarly the stall limit curve on left side is plotted using the following formula.

1 𝐶𝐿,𝑚𝑎𝑥
𝑛𝑚𝑎𝑥 = 𝜌∞ 𝑉∞2
2 𝑊 ⁄𝑆

40
 AIRBUS A380-800

3.3.1 GRAPHICAL APPROACH

Figure 12 The V-n diagram

Comments

This plot represents all the limits within which the aircraft must operate for a safe flight.
Material, aerodynamic and structural limitations are all illustrated here.

Clearly from the graph it can be seen that

Corner velocity = 450 𝑓𝑡/𝑠
Dynamic limit = 1003 𝑓𝑡/𝑠

41
 AIRBUS A380-800

3.4 CORNER VELOCITY AT SEA LEVEL

Taking (𝐶𝐿 )𝑚𝑎𝑥 = 2.16 and 𝑛𝑚𝑎𝑥 = 4.5

2𝑛𝑚𝑎𝑥 𝑊
𝑉∗ = √
𝜌∞ 𝐶𝐿,𝑚𝑎𝑥 𝑆

2(4.5)
𝑉∗ = √ (135.73)
(0.002377)(2.16)

𝑉 ∗ = 488 𝑓𝑡⁄𝑠

3.5 ENERGY HEIGHT

The total energy of an airplane is the sum of kinetic and potential energy, that is,

1
𝑇𝑜𝑡𝑎𝑙 𝑒𝑛𝑒𝑟𝑔𝑦 = 𝑚𝑔ℎ + 𝑚𝑉∞2
2

The 𝑠𝑝𝑒𝑐𝑖𝑓𝑖𝑐 𝑒𝑛𝑒𝑟𝑔𝑦, denoted by 𝐻𝑒 , is defined as total energy per unit weight and is
obtained by,

1 1
𝑚𝑔ℎ + 2 𝑚𝑉∞2 𝑚𝑔ℎ + 2 𝑚𝑉∞2
𝐻𝑒 = =
𝑊 𝑚𝑔

𝑉∞2
𝐻𝑒 = ℎ +
2𝑔

The specific energy has units of height and is therefore also called the energy height of
the aircraft.

42
 AIRBUS A380-800

𝐶𝑟𝑢𝑠𝑖𝑛𝑔 𝑎𝑙𝑡𝑖𝑡𝑢𝑑𝑒 = 43,100 𝑓𝑡

𝐶𝑟𝑢𝑖𝑠𝑖𝑛𝑔 𝑠𝑝𝑒𝑒𝑑 = 822 𝑓𝑡/𝑠

Or
8222
𝐻𝑒 = 43,100 +
2(32.2)

𝐻𝑒 = 53,591 𝑓𝑡

3.6 PS CONTOURS

Figure 13 Specific excess power contours

43
 AIRBUS A380-800

Comments
The graph above shows the overlay of 𝑃𝑠 contours and specific energy states on an
altitude Mach number map. The 𝑃𝑠 contours shown here correspond to the Airbus A380-
800 aircraft. The graph also shows that the service ceiling of the aircraft is between
40,000 and 45,000 which is in accordance to the aircraft data. Also the maximum
achievable Mach number is around 0.96 which is valid and correct.

3.7 TOTAL TAKEOFF DISTANCE

An illustration of the ground roll, airborne distance and total takeoff distance can be
shown as below,

Figure 14 Illustration of total takeoff distance

Clearly the total takeoff distance is the sum of ground roll 𝑠𝑔 and airborne distance 𝑠𝑎 .

First we will calculate ground roll 𝑠𝑔

Since A380 is equipped with double slotted fowler flaps, based on the data given in the
book for flaps deflected in the takeoff position

44
 AIRBUS A380-800

(𝐶𝐿 )𝑚𝑎𝑥
= 1.9
𝑐𝑜𝑠Λ
The wing sweep angle for A380 is
Λ = 33.5

(𝐶𝐿 )𝑚𝑎𝑥 = 1.9 × 𝑐𝑜𝑠33.5

(𝐶𝐿 )𝑚𝑎𝑥 = 1.58

2𝑊
𝑉𝑠𝑡𝑎𝑙𝑙 = √
𝜌∞ 𝑆𝐶𝐿,𝑚𝑎𝑥

2(135.73)
𝑉𝑠𝑡𝑎𝑙𝑙 = √
(0.002377)(1.58)

𝑉𝑠𝑡𝑎𝑙𝑙 = 268 𝑓𝑡/𝑠

The liftoff velocity is chosen to be equal to 1.1𝑉𝑠𝑡𝑎𝑙𝑙
Hence, 𝑉𝐿𝑂 𝑖𝑠
𝑉𝐿𝑂 = 1.1𝑉𝑠𝑡𝑎𝑙𝑙

𝑉𝐿𝑂 = 295 𝑓𝑡/𝑠

𝑇
𝐾𝑇 = ( − 𝜇𝑟 )
𝑊 0.7𝑉𝐿𝑂

To evaluate 𝑇 at 0.7𝑉𝐿𝑂 we use the following equation,

𝑇 = 𝑘1∗ − 𝑘2∗ 𝑉∞ + 𝑘3∗ 𝑉∞2
𝑉∞ = 0.7𝑉𝐿𝑂 = 0.7(295) = 206.5 𝑓𝑡/𝑠

𝑇 = 280,000 − 21.28(206.5) + 1.117 × 10−2 (206.5)2

𝑇 = 275,130 𝑙𝑏𝑠

45
 AIRBUS A380-800

Thus,

𝑇 275,130
𝐾𝑇 = ( − 𝜇𝑟 ) = − 0.04
𝑊 0.7𝑉𝐿𝑂 1,234,588

𝐾𝑇 = 0.1828

For the evaluation of 𝐾𝐴 , we need 𝐶𝐷,0 and the increase in the zero lift drag coefficient
due to the extended landing gear which will be estimated as below,
𝑊
∆𝐶𝐷,0 = 𝐾𝑢𝑐 𝑚−0.215
𝑆
Where we will assume that 𝐾𝑢𝑐 is approximately 4.5 × 10−5 for the case of moderate
flap deflection.
𝑊
Also is in units of newton per square meter and 𝑚 is in units of kilograms.
𝑆

Since,
1𝑙𝑏 = 4.448 𝑁
1𝑓𝑡 = 0.3048𝑚
1𝑙𝑏𝑚 = 0.4536𝑘𝑔

2
𝑊 1,234,588 𝑙𝑏𝑠 4.448𝑁 1𝑓𝑡
= ( )( )
𝑆 9095 𝑓𝑡 2 1𝑙𝑏 0.3048𝑚
𝑊
= 6499 𝑁/𝑚2
𝑆
0.4536𝑘𝑔
𝑚 = 1,234,588 𝑙𝑏𝑚 = 560,000 𝑘𝑔
1𝑙𝑏𝑚

∆𝐶𝐷,0 = 6499 (4.5 × 10−5 )(560,000)−0.215

∆𝐶𝐷,0 = 0.017

46
 AIRBUS A380-800

(16ℎ⁄𝑏)2
𝐺=
1 + (16ℎ⁄𝑏)2
Where ℎ is the height of the wing above the ground and 𝑏 is the wingspan
(16(17.2)⁄261.65)2
𝐺=
1 + (16(17.2)⁄261.65)2

1.106
𝐺= = 0.5251
2.106
Finally taking 𝐶𝐿 = 0.1 during the ground roll
𝜌∞ 𝐺
𝐾𝐴 = − [𝐶𝐷,0 + Δ𝐶𝐷,0 + (𝑘1 + ) 𝐶𝐿2 − 𝜇𝑟 𝐶𝐿 ]
𝑊 Π𝑒𝐴𝑅
2( 𝑆 )

From previous calculations we have

𝜌∞ = 0.002377
𝐴𝑅 = 7.53
𝑒 = 0.5897
1
𝑘1 = = 0.071
Π𝐴𝑅𝑒

0.002377 0.5251
𝐾𝐴 = − [0.0133 + 0.017 + (0.071 + ) 0.12 − 0.04(0.1)]
2(135.73) Π(0.5897)(7.53)

𝐾𝐴 = −8.75 × 10−6 [0.0303 + 1.0866 × 10−3 − 0.004]

𝐾𝐴 = −2.39 × 10−7

Clearly in the above calculation for 𝐾𝐴 , the contribution due to zero-lift drag is
𝐶𝐷,0 + Δ𝐶𝐷,0 = 0.0303

Which is much larger than the contribution for drag due to lift

47
 AIRBUS A380-800

𝐺
(𝑘1 + ) 𝐶 2 = 1.0866 × 10−3
Π𝑒𝐴𝑅 𝐿

The ground roll can be approximated by

1 𝐾𝐴 2
𝑠𝑔 = 𝑙𝑛 (1 + 𝑉 ) + 𝑁𝑉𝐿𝑂
2𝑔𝐾𝐴 𝐾𝑇 𝐿𝑂

1 −2.39 × 10−7
𝑠𝑔 = −7
𝑙𝑛 (1 + (295)2 ) + 3(295)
2(32.2)(−2.39 × 10 ) 0.1828

𝑠𝑔 = 8726.8 𝑓𝑡

Now, we will calculate the airborne segment of the total takeoff distance 𝑠𝑎 that is, distance
covered over the ground while airborne necessary to clear a 35 𝑓𝑡 obstacle,

6.96(𝑉𝑠𝑡𝑎𝑙𝑙 )2
𝑅=
𝑔

6.96(268)2
𝑅= = 15,525 𝑓𝑡
32.2

ℎ𝑂𝐵
𝜃𝑂𝐵 = 𝑐𝑜𝑠 −1 (1 − )
𝑅
35
𝜃𝑂𝐵 = 𝑐𝑜𝑠 −1 (1 − )
15,525

𝜃𝑂𝐵 = 3.85 𝑑𝑒𝑔𝑟𝑒𝑒𝑠

𝑠𝑎 = 𝑅 sin 𝜃𝑂𝐵 = 15,525sin (3.85)

48
 AIRBUS A380-800

𝑠𝑎 = 1042.42

Hence,
𝑇𝑜𝑡𝑎𝑙 𝑡𝑎𝑘𝑒𝑜𝑓𝑓 𝑑𝑖𝑠𝑡𝑎𝑛𝑐𝑒 = 𝑠𝑔 + 𝑠𝑎

𝑇𝑜𝑡𝑎𝑙 𝑡𝑎𝑘𝑒𝑜𝑓𝑓 𝑑𝑖𝑠𝑡𝑎𝑛𝑐𝑒 = 8726.8 + 1042.42 = 9769.2 𝑓𝑡

3.8 TOTAL LANDING DISTANCE

Figure 15 Landing path and total landing distance

Assuming that no thrust reversal is used, runway is dry concrete with brakes on values of 𝜇𝑓 =
0.4, Approach angle = 3
First of all, we will calculate the stalling velocity for landing,
For double slotted fowler flaps deflected in the landing position, we take,

49
 AIRBUS A380-800

(𝐶𝐿 )𝑚𝑎𝑥
= 2.5
𝑐𝑜𝑠Λ

(𝐶𝐿 )𝑚𝑎𝑥 = 2.5 cos(33.5) = 2.08

2𝑊
𝑉𝑠𝑡𝑎𝑙𝑙 = √
𝜌∞ 𝑆𝐶𝐿,𝑚𝑎𝑥

2(135.73)
𝑉𝑠𝑡𝑎𝑙𝑙 = √
(0.002377)(2.08)

𝑉𝑠𝑡𝑎𝑙𝑙 = 235 𝑓𝑡/𝑠

For commercial aircrafts, the average flight velocity during the flare is:
𝑉𝑓 = 1.23𝑉𝑠𝑡𝑎𝑙𝑙

𝑉𝑓 = 289 𝑓𝑡/𝑠

And the touchdown velocity is:

𝑉𝑇𝐷 = 1.15𝑉𝑠𝑡𝑎𝑙𝑙
𝑉𝑇𝐷 = 270 𝑓𝑡/𝑠
From the equation
𝑉𝑓2
𝑅=
0.2𝑔
𝑅 = 12969
Now using,
𝐴𝑝𝑝𝑟𝑜𝑎𝑐ℎ 𝐴𝑛𝑔𝑙𝑒 = 𝜃𝑎 = 30
we will calculate flare height as:
ℎ𝑓 = 𝑅(1 − cos 𝜃𝑎 )

ℎ𝑓 = 17.77 𝑓𝑡

50
 AIRBUS A380-800

The approach distance is obtained by:

50 − ℎ𝑓
𝑠𝑎 =
tan 𝜃𝑎
𝑠𝑎 = 615 𝑓𝑡

The flare distance is given by

𝑠𝑓 = 𝑅 sin 𝜃𝑎

𝑠𝑓 = 679 𝑓𝑡

Now calculating,
𝑇𝑟𝑒𝑣
𝐽𝑇 = + 𝜇𝑓
𝑊
𝐽𝑇 = 0 + 0.4 = 0.4

As,
𝜌∞ 𝐺
𝐽𝐴 = [𝐶𝐷,𝑂 + ∆𝐶𝐷,𝑂 + (𝐾1 + ) 𝐶 2 − 𝜇𝑓 𝐶𝐿 ]
2(𝑊/𝑆) 𝜋𝑒𝐴𝑅 𝐿
Where,
(16ℎ/𝑏)2
𝐺=
1 + (16ℎ/𝑏)2
Where ℎ = 17.2 𝑓𝑡 and 𝑏 = 261.65 𝑓𝑡
𝐺 = 0.5251
𝐾1 = 0.071
𝑊
∆𝐶𝐷,𝑂 = 𝐾 𝑚−0.215
𝑆 𝑢𝑐
We will assume that for full flaps deflection during landing, 𝐾𝑢𝑐 = 3.16 × 10−5
𝑊
= 6499𝑁/𝑚2
𝑆
𝑚 = 560,000 𝑘𝑔

51
 AIRBUS A380-800

Substituting values, we get:

∆𝐶𝐷,𝑂 = 0.0119

𝐶𝐿 = 0.1

So,
𝜌∞ 𝐺
𝐽𝐴 = [𝐶𝐷,𝑂 + ∆𝐶𝐷,𝑂 + (𝐾1 + ) 𝐶 2 − 𝜇𝑓 𝐶𝐿 ]
2(𝑊/𝑆) 𝜋𝑒𝐴𝑅 𝐿

𝐽𝐴 = −1.199 × 10−7

Putting 𝑁 = 3 and all the values in the formula of 𝑠𝑔 , we get:

1 𝐽𝐴 2
𝑠𝑔 = 𝑁𝑉𝑇𝐷 + ln (1 + 𝑉𝑇𝐷 )
2𝑔𝐽𝐴 𝐽𝑇
𝑠𝑔 = 3671 𝑓𝑡

Finally,
𝑇𝑜𝑡𝑎𝑙 𝐿𝑎𝑛𝑑𝑖𝑛𝑔 𝐷𝑖𝑠𝑡𝑎𝑛𝑐𝑒 = 𝑠𝑎 + 𝑠𝑓 + 𝑠𝑔 = 615 + 679 + 3671

𝑇𝑜𝑡𝑎𝑙 𝐿𝑎𝑛𝑑𝑖𝑛𝑔 𝐷𝑖𝑠𝑡𝑎𝑛𝑐𝑒 = 4965 𝑓𝑡

52
 AIRBUS A380-800

3.9 REFERENCES

[1] Modern airliners, "modernairliners.com," [Online]. Available:

http://www.modernairliners.com/airbus-a340-specs/. [Accessed 22 01 2018].

[2] K. Palt, "Flugzeuginfo.net," [Online]. Available:

http://www.flugzeuginfo.net/acdata_php/acdata_a340_300_en.php. [Accessed 22
01
2018].

[3] E. Roux, Turbofan and Turbojet Engines: Database Handbook, Elodie Roux, 2007,
2007.

[4] SKYbrary Aviation Safety, "Skybrary.aero," [Online]. Available:

http://www.skybrary.aero/index.php/A343. [Accessed 22 01 2018].

[5] Wikipedia, "En.wikipedia.org," [Online]. Available:

https://en.wikipedia.org/wiki/Airbus_A340. [Accessed 22 01 2018].

[6] John D.Anderson. “Aircraft Performace and Design”. Chapter 5-6 and Chapter 3. Pp
145- 370.
Fifth reprint 2012. September 1968

53
 AIRBUS A380-800

APPENDIX

Matlab codes.

Thrust Required vs Velocity

disp('Thrust Required vs Velocity')
disp('--------------------------------------------------')
W=1234588.67; %Enter aircraft weight%
S=9095.5; %enter wing area%
Cdo=0.0133; %enter Cdo%
k=0.094; %enter k %
p= 0.0005087
const=(2*W)/(p*S);
const2=(0.5*p*S);
v1=300;
v2=1;
v3=1500;
V=v1:v2:v3;
Cl=const.*(1./(V.^2));
Cd=Cdo+((Cl.^2).*k);
Tr=const2*Cd.*(V.^2);
plot(V,Tr)
xlabel('Velocity in ft/s')
ylabel('Thrust Required in lbf')
hold on
disp('Max Thrust Required')
max(Tr)
disp('--------------------------------------------------')

disp('Min Thrust Required')

min(Tr)

Aerodynamic Ratios vs flight velocity

disp('Cl/Cd ; Cl(3^2)/Cd ; Cl(1^2)/Cd curves vs Velocity')
disp('--------------------------------------------------')
W=1234588.67; %Enter aircraft weight%
S=9095.5; %enter wing area%

Cdo=0.0133; %enter Cdo%

k=0.094; %enter k %
po=0.002377;
p=0.0005087
const=(2*W)/(p*S);
const2=(0.5*p*S);
v1=0;
v2=1;
v3=1200;
V=v1:v2:v3;
Cl=const.*(1./(V.^2));

54
 AIRBUS A380-800

Cd=Cdo+((Cl.^2).*k);
LDratio=Cl./Cd;
L32=(Cl.^(3/2));
L32D=(L32./(Cd));
L12=Cl.^(1/2);
L12D=L12./Cd;
plot(V,LDratio)
hold on
plot(V,L32D,'r')
plot(V,L12D,'k')
disp('Max Cl/Cd Ratio')
max(LDratio)

disp('--------------------------------------------------')
disp('Max (Cl^3/2)/Cd Ratio')
max(L32D)

disp('--------------------------------------------------')

disp('Max (Cl^1/2)/D Ratio')

max(L12D)
disp('--------------------------------------------------')

Power required
W=1234588.67;
rho=0.0005087;
S=3892;
V=300:1:1200;
for i=1:length(V)
CL(i)=2*W/(rho*S*(V(i))^2);
CD(i)=0.0133+0.094*((CL(i))^2);
TR(i)=0.5*rho*S*(V(i)^2)*CD(i);
PRinftlbs(i)=TR(i)*V(i);
PRinhp(i)=PRinftlbs(i)/550
end
plot(V,PRinhp)

Power required and Power available vs flight velocity

W=1234588.67;
rho=0.0005087;
rhosealevel=0.002377;
S=9095.5;
TA=280000
V=100:1:1900;
for i=1:length(V)
CL(i)=2*W/(rho*S*(V(i))^2);
CD(i)=0.02187+0.04156*((CL(i))^2);
TR(i)=0.5*rho*S*(V(i)^2)*CD(i);
PRinftlbs(i)=TR(i)*V(i);
PRinhp(i)=PRinftlbs(i)/550;
PA(i)=TA*(rho/rhosealevel)*V(i);

55
 AIRBUS A380-800

PAinhp=PA(i)/550;
end
plot(V,PRinhp,'b')
hold on
plot(V,PAinhp,'m')

Rate of climb vs flight velocity

W=1234588;
S=9095.5;
p=0.0005087;
k=0.094;
Cdo=0.0133;
Ta2=111,024.17; %thrust available at 43,100ft
const3=(2*W)/(p*S);
const4=(0.5*p*S);
V=400:1:1800;
Pa2=Ta2.*V; %power available
Cl2=const3.*(1./(V.^2));
Cd2=Cdo+((Cl2.^2).*k);
Tr2=const4*Cd2.*(V.^2);
Pr2=Tr2.*V; %power required
ROC=(Pa2-Pr2)./W;
plot(V,ROC);
hold on
xlabel('Velocity (ft/s)')
ylabel('Rate of Climb (ft/s)')

The V-n diagram

T=280000;
W=1234588.67;
S=9095.5;
WtoS=135.73;
Cd0=0.0133;
K=0.094;
TtoW=T./W;
rhosl=0.002377;
Vcl=1:1:2100;
Clmax=2.16;
nll= repmat(3.5,1003,562);
nnll= repmat(-1.5,1003,349);
nul= repmat(5.5,1003,689);
nnul= repmat(-2.5,1003,427);
nclmax=(0.5.*rhosl.*Vcl.^2.*(Clmax/WtoS));
plot(Vcl,nclmax,'k')
hold on
plot(nll,'k')
hold on
plot(nul,'k')
hold on
nclmaxminus=-(0.5.*rhosl.*Vcl.^2.*(1.6/WtoS));
plot(Vcl,nclmaxminus,'k')

56
 AIRBUS A380-800

hold on
plot(nnll,'k')
hold on
plot(nnul,'k')
hold on
line([1003 1003], [-6 10]);
hold on
line([0 1003],[0 0]);
xlim([0 1200])
xlabel('Velocity (ft/s)')
ylabel('Load Factor; n')
title('V-n')
ylim([-6 10])

Specific excess power

W = 1234588.67; %total weight
S = 9095.5; %wing area
k = 0.094; %constant of coefficient of lift
Cdo = 0.0133; %zero lift drag coefficient
TA0 =280000 ; %Maximum thrust available by the engines
rho_1 = 0.002377; %density at sea level
V = [0:1:1600];
for i = [0.002377, 0.002048, 0.001756, 0.001496, 0.001267,
0.001066, 0.000891, 0.000738]
% values of density at different heights with a step of 5000ft
Cl = (2*W)./(i.*(V.^2)*S);
Cd = Cdo + k.*Cl.^2;
TAmax_alt = TA0*(i/rho_1);% Maximum thrust available at different
altitudes for turbofan
PAmax = TAmax_alt.*V;
TR = 0.5*i.*(V.^2)*S.*Cd;
PR = TR.*V;
ROC = (PAmax - PR)/W;
plot(V,ROC)
hold on
ylim([0 130]);
end

57