UNIVERSITATEA POLITEHNICA BUCURETI

FACULTATEA DE INGINERIE AEROSPAIAL

TEMA de PROIECT
CalculuI i Proiectarea Structurilor de Avion
(CPSA)
la disciplinele
STRUCTURI de AVIAIE - MODELE DE CALCUL (SAvMC)
STABILITATEA STRUCTURILOR AEROSPAIALE (SSAv)

- Avion de Airbus
- Model A350
Titular curs:
.l. ing. I. Predoiu

Student:
Stefanovici Vlad

Coordonare proiect:
.l. ing. I. Predoiu

Grupa:
931NA

2012 2013

ASS - TEMA de CASA - 2012/2013

S se studieze un avion de Airbus
- Model A350 Lucrarea va cuprinde:

Cap
1

2
3

Obs

Prezentare general a avionului:

istoric, fabricaie, exploatare,
dezvoltare, perspective
Caseta tehnic
Avionul n trei vederi

Descriere tehnic a subansamblelor

principale: Structur (A - F - AO - AV) Sistem de propulsie - Tren de aterizare
- Instalaii i echipamente (sintetic)

Devizul de greuti i epura de centraj

Evaluri aerodinamice ( C z , etc)

Diagrama de manevr i rafal (DMR)

Termen
de
control

[3-5 pagini]
Sintetic!
Se accept poze, tabele, etc

Spt. 9

[1 pagin]
Desen la scar - cotat!
Editat! (recomandare: ACAD... /
Catia V5R16) - sau manual!
Format: (minim) A3 (2xA4)
[3-5 pagini]
Sintetic!
Schie la scar A - F - AO - AV
Se recomand ataarea unei poze
cu avionul "explodat" i legenda
sintetic (minim 25-30 pozitii cu
accent pe structura!)
Detalii structur A - F - AO - AV:
(tip, materiale)
[3-5 pagini]
Sintetic: formule i tabele
Dou variante de centraj:
1) Avionul gol echipat
2) Avionul la Gmax ("nominal")
Evaluare momente de inerie
[3-5 pagini]
Sintetic: formule i rezultate
[cca 5-10 pagini]
Sintetic: valori, formule, rezultate
DMR: Grafic + Tablou de valori
Studiul punctelor...

Spt. 9
Spt. 9

Spt. 9

Spt. 11

Spt. 11

Metodologie
1. Termenul de control este obligatoriu!
2. Lucrarea definitiv se susine/pred n ultima sptmn de seminar i va consta
din:
Memoriul scris - dosar din plastic - copert transparent...
Textul complet - inclusiv desenele - n format electronic... Textul se va transmite
n formatul *.doc (Word 2003). Textul se va preda pe un CD (individual).
3. Lucrarea constituie condiie de intrare n examen i va avea o pondere de cca 1/3
n nota final.

Content

1. General presentation of the airplane

2.Short Description
3.Design Phase
a) Variants
b) Composition
c) System.
d) Propulsion.
e) Cockpit and Avionics
f) Undercarriage, Weights, Loadings & Cost
4.Specifications
5. 3 View model
6. Airplane and wing cutout model
7. Aircraft components weights
8. Aerodynamic computation
9. Moments of inertia
10. Maneuver and gust diagram

Page
5
5
6
7
7
8
8
10
11
13
14
15
16
19
21
23

General presentation of the airplane

Short Description
The Airbus A350 XWB is a family of long-range, wide-body jet airliners under
development by European aircraft manufacturer Airbus. The A350 will be the first
Airbus with both fuselage and wing structures made primarily of carbon fiberreinforced polymer. It will carry 250 to 350 passengers in three-class seating,
depending on variant.
The A350 was originally conceived in 2004 as a widely new design, but with a
fuselage based on the A330. This was rejected by some prospective customers. The
2006 redesigned A350 was named by Airbus as the A350 XWB, where the XWB
stands for eXtra Wide Body. Airbus stated that it will be more fuel-efficient and have
operating costs up to 8% lower than the Boeing 787.
The A350 was first announced in 2004 to compete with the Boeing 787. Airbus
initially responded to Boeing's efficient airliner by merely offering an updated A330
with new engines and aerodynamic refinements to improve fuel economy. Airlines
generally ignored the concept causing Airbus to develop a more elaborate A330
derivative with much the same fuselage but mated to a new composite wing and tail
plus more fuel-efficient engines. This first incarnation of the A350 looked nearly
identical to the A330 externally but was essentially a new design having only 10%
commonality with the earlier Airbus.
Although this A350 concept won a few orders, most customers criticized it as
vastly inferior to the more revolutionary 787 that was collecting orders at a record
pace. This poor reception forced Airbus to scrap the concept and respond with a
larger plane competing as much with the 777 as it does with the 787. This completely
new design is referred to as the A350 XWB, for "eXtra Wide Body," since the
fuselage is wider than the A330 and 787 allowing slightly more seat width per
passenger.
Another major change between the original A350 and the XWB is a much
greater use of composite materials that account for more than half of the plane's
structural weight. Both the fuselage and wings are composed of lightweight
composites or aluminum-lithium alloys, which coupled with advanced engines and
sophisticated aerodynamic refinements, promise significant improvements in fuel
efficiency compared to existing airliners. Airbus planned to finalize the design by the
end of 2008 in preparation for manufacturing of the first flyable test model.
The redesigned A350 XWB has proven much more popular with the airline
industry than the earlier A350 and had earned nearly 500 firm orders by July 2009.
Most orders are for the A350-900 base model while the slightly smaller A350-800 is
close behind. A stretched A350-1000 has also been launched, and a cargo model as
well as a long-range version is under consideration. Although initial plans called for
the A350 to begin flying in 2008 and enter service by 2010, the extensive XWB
redesign and A380 manufacturing issues have delayed the program by about three
years.

Design Phase
Airbus suggested Boeing's use of composite materials for the 787 fuselage
was premature, and that the new A350 XWB will feature large carbon fiber panels for
the main fuselage skin. After facing criticism for maintenance costs, Airbus confirmed
in early September 2007 the adoption of composite fuselage frames for the aircraft
structure. The composite frames will feature aluminum strips to ensure the electrical
continuity of the fuselage (for dissipating lightning strikes). Airbus will use a full mock
up fuselage to develop the wiring, a different approach from the A380, on which the
wiring was all done on computers.
Critical components of the all-new airliner are the engines. Rather than the
bleedless configuration used on the Boeing 787, Airbus has confirmed that it will
further develop a full bleed air system on the engines. Rolls-Royce has agreed with
Airbus to supply a new variant of the Trent engine for the A350 XWB, currently called
the Trent XWB. After the low-speed wind tunnel test, Airbus froze the static thrust at
sea level for all three proposed variants in the 330420 kN (74,00094,000 lbf)
range. In June 2007, Rolls-Royce announced that it had signed its biggest ever
contract with Qatar Airways for the Trent XWB to power 80 A350 XWBs on order
from Airbus worth $5.6 billion at list prices.
General Electric (GE) has stated it will not offer the GP7000 engine on the
aircraft, and that previous contracts for the GEnx on the original A350 did not apply to
the XWB. Engine Alliance partner Pratt & Whitney seems to be at odds with GE on
this, publicly stating that it is looking at an advanced derivative of the GP7000. In
April 2007, Airbus former chief executive Louis Gallois held face-to-face talks with
senior GE management over developing a new variant of the GEnx engine for the
A350 XWB. In June 2007, Airbus' Chief Operating Officer John Leahy indicated that
the A350 XWB will not feature the GEnx engine, saying that Airbus wants GE to offer
a more efficient version for the new Airbus airliner. Since then, largest GE engines
operators Emirates, US Airways, Hawaiian Airlines and ILFC have selected the Trent
XWB for their A350 orders. In May 2009, GE said that if it reaches a deal with Airbus
to offer the current 787-optimised GEnx for the A350, it will only power the -800 and 900 variants. GE believes it can offer a product that outperforms the Trent 1000 and
Trent XWB, but has been reluctant to support an airframe that competes directly with
its GE90-115B-powered 777 variants.
In January 2008, French-based Thales Group won the US$2.9 billion (2 billion) 20year contract to supply avionics and navigation equipment for the A350 XWB. Thales
competed against Honeywell and Rockwell Collins for the flight deck supply contract.
US-based Rockwell Collins and Moog Inc were chosen to supply the horizontal
stabiliser actuator and primary flight control actuation, respectively. The flight
management system will include several new safety features.
Regarding cabin ergonomics and entertainment, in 2006 Airbus had signed a firm
contract with BMW for development of an interior concept for the original A350. On 4
February 2010, Airbus signed a contract with Panasonic Avionics Corporation to
deliver in-flight entertainment and communication (IFEC) systems for the Airbus A350
XWB.

VARIANTS:
A350-800

Shortened model for 270 passengers designed as a direct

replacement for the A330-200 and a competitor to the Boeing 787-9;
about 180 ordered by mid-2009

A350-900

Base model for 314 passengers; about 225 ordered by mid-2009

A350-900F

Proposed cargo freighter model based on the A350-900 but

equipped with the engines, landing gear, and strengthened structure
of the A350-1000

A350-900R

Proposed long-range model based on the A350-900 but equipped

with the engines, landing gear, and strengthened structure of the
A350-1000

A350-1000

Stretched model for 350 passengers; about 50 ordered by mid-2009

A350 Prestige Luxury model of the A350

COMPOSITION: Composites: 53% of primary structural weight including fuselage

skin panels, doublers, joints, floor beams, and stringers, tail unit,
and wing
Aluminium: 19% of structure consists of lightweight aluminium
and aluminium-lithium alloys including the fuselage frames,
nosecone and landing gear bays as well as wing ribs
Titanium: 14% of structural weight including engine components
and pylons
Steel: 6% of structural weight including landing gear
Other: 8% of structural weight

SYSTEMS:
Radar

Honeywell RDR-4000 weather radar

Avionics

Thales dual integrated standby instrument system, airport navigation

system and "brake to vacate" airport guidance system, Rockwell Collins
navigation and landing system and digital radar altimeter, head up
display

Flight
Controls

Digital fly-by-wire

Electrical 400 Hz AC supplied by four 100 kVA, 230 V AC engine-driven

starter/generators and a Honeywell HGT 1700 APU providing 1,270 kW
(1,700 shp); SAFT batteries for DC power; Hamilton Sundstrand ram-air
turbine provides emergency power for flight controls and landing gear
Hydraulics 5,000 psi (34,475 kPa)
Braking

Messier-Bugatti brakes

De-icing

Goodrich detection system

PROPULSION:
Powerplant

(A350-800) two Rolls-Royce Trent XWB-74 turbofans

(A350-900) two Rolls-Royce Trent XWB-83 turbofans
(A350-1000) two Rolls-Royce Trent XWB-92 turbofans

Engine Rating

(A350-800) 2 x 74,000 lb (329 kN)

(A350-900) 2 x 83,000 lb (369 kN)
(A350-1000) 2 x 92,000 lb (409 kN)

Engine Intakes

Two nacelles on wing pylons

Fuel Type

Jet A, Jet A-1

The Trent XWB family has two basic engines to power the three A350 variants. The
baseline 370 kN (83,000 lbf) thrust version for the A350-900 will be derated to 330 kN
(74,000 lbf) and 350 kN (79,000 lbf) for the -800, while an upgraded 432 kN (97,000
lbf) thrust version will power the A350-1000. The higher rating engine version will
have some modifications to the fan module - it will be the same diameter but will run
slightly faster and have a new fan blade design - and increased temperatures
allowed by new materials technologies from Rolls-Royce's research. The basic 248 t
MTOW -800 will be offered with a 330 kN (74,000 lbf) sea-level-thrust rating, while
the 279 t MTOW option will have 350 kN (79,000 lbf) thrust. Airbus also plans to offer
a 'hot and high' rating option for Middle Eastern launching customers Qatar Airways,
Emirates, and Etihad. This option has an increased thrust of 350 kN (79,000 lbf) at
higher altitudes and temperatures.
The Trent XWB will feature a 300-centimetre (118 in) fan diameter and the design will
be based on the advanced developments of the Trent 900 (Airbus A380) and Trent
1000 (Boeing 787). The Trent XWB may also benefit from the next-generation
reduced acoustic mode scattering engine duct system (RAMSES), which is a noisedampening engine nacelle intake and a carry-on design of the Airbus's "zero splice"
intake liner developed for the A380. Engine thrust-reversers and nacelles will be
supplied by US-based Goodrich Corporation.
The A350 XWB will feature a 1,268 kW (1,700 shp) Honeywell HGT1700 auxiliary
power unit, which has 10% greater power density than the previous generation of
Honeywell's 331 APU family. Honeywell will also supply the air management system:
the bleed air, environmental control, cabin pressure control and supplemental cooling
systems. The ram-air turbine will be supplied by Hamilton Sundstrand and will be
located in the lower surface of the fuselage.The generator requirement for the ram air
turbine is 100 kVA compared to 150 kVA for the A380.
In light of the Boeing 787 Dreamliner battery problems, in February 2013 Airbus
decided to revert from Lithium-ion to the proven Nickel-cadmium technology although
the flight test programme will continue with the Lithium-Ion battery systems.

Specifications

Three-shaft high bypass ratio: 9.3

Take-off thrust: 75,00097,000 lbf (330430 kN) (flat-rated to ISA+15C)

Fan diameter: 3.0 m (118 in)

Fan: single stage, swept, low hub:tip ratio

Airflow: approx. 1,440 kg (3,200 lb) per second

Overall pressure ratio >=52:1 (Top-of-Climb)

IP compressor: 8 stage axial

HP compressor: 6 stage axial

Combustor:

HP turbine: single-stage, aircooled

IP turbine: two-stage, aircooled (extra stage relative to previous marks of Trent)

LP turbine: 6-stage, uncooled

Cockpit and avionics

The revised design of the cockpit dropped the A380-sized display and adopted 38 cm (15 in) LCD
screens. The new six-screen configuration will have two central displays mounted one above the
other (the lower one above the thrust levers) and a single (for each pilot) primary flight/navigation
display, with an adjacent on-board information system screen. Airbus says the new cockpit will
allow advances in navigation technology to be placed on the displays in the future plus flexibility
and capacity to upload new software and to combine data from multiple sources and sensors for
flight management and aircraft systems control. The A350 XWB will also feature a head-up
display.

The avionics will be a further development of the integrated modular avionics (IMA) concept
found on the A380. The A350's IMA will manage up to 40 functions (versus 23 functions for the
A380) such as undercarriage, fuel, pneumatics, cabin environmental systems, and fire
detection. Airbus says benefits will include reduced maintenance and lower weight because IMA
replaces multiple processors and LRUs with around 50% fewer standard computer modules
known as line-replaceable modules. The IMA runs on a 100-Mbit/s network based on the avionics
full-duplex (AFDX) standard, already employed in the A380 instead of the Arinc 429 system on
the A330/A340.

10

UNDERCARRIAGE:
Type

Retractable tricycle with two main gear and single steerable nose
gear

Main Gear

(A350-800) Four wheels per unit, tire size unknown

(A350-900) Four wheels per unit, tire size unknown
(A350-1000) Six wheels per unit, tire size unknown

Nose Gear

Twin wheels per unit, tire size unknown

Wheel Track

(A350-800) 34.77 ft (10.60 m)

(A350-900) 34.77 ft (10.60 m)
(A350-1000) 35.10 ft (10.70 m)

Wheel Base

(A350-800) 81.56 ft (24.86 m)

(A350-900) 94.21 ft (28.66 m)
(A350-1000) 108.60 ft (33.10 m)

WEIGHTS & LOADINGS:

Empty
Normal Takeoff

(A350-900) 255,075 lb (115,700 kg)

unknown

Maximum Takeoff

(A350-800) 540,130 lb (245,000 kg)

(A350-900) 584,225 lb (265,000 kg)
(A350-1000) 650,360 lb (295,000 kg)

Maximum Landing

(A350-800) 402,345 lb (182,500 kg)

(A350-900) 446,435 lb (202,500 kg)
(A350-1000) 497,140 lb (225,500 kg)

Fuel Capacity

Maximum Payload

Wing Loading

Thrust/Weight Ratio

(A350-800) 229,480 lb (104,090 kg) in

33,550 gal (127,000 L) wing tanks
(A350-900) 245,390 lb (111,305 kg) in
35,875 gal (135,805 L) wing tanks
(A350-1000) 277,405 lb (125,830 kg) in
40,555 gal (153,520 L) wing tanks
(A350-800) 142,420 lb (64,600 kg)
(A350-900) 167,550 lb (76,000 kg)
(A350-1000) 201,945 lb (91,600 kg)
(A350-800) 113.3 lb/ft (553.0 kg/m)
(A350-900) 122.5 lb/ft (598.2 kg/m)
(A350-1000) 136.4 lb/ft (665.9 kg/m)
unknown

11

COST:

(A350-800) $206 to $212 million [2008$]

(A350-900) $238 to $243 million [2008$]
(A350-1000) $267 to $272 million [2008$]

Net orders
(cumulative by year)

Airbus A350 firm orders

A350800

A350900

A3501000

Total
firm
orders

92

414

110

616

Wind tunnel testing

12

Specifications
Model
Cockpit crew

Seating, typical

Overall length

A350-800

A350900F

A350-1000

Two flight crew: pilot, co-pilot and up to eight cabin crew

270
(3-class)

314 (3-class)

276312
(2-class)

315366 (2-class)

440 (maximum)

475 (maximum)

60.54 m (198.6 ft)

350 (3-class)
369412
(2-class)

550
(maximum)
73.88 m
(242.4 ft)

66.89 m (219.5 ft)

Wingspan
Wing area

A350-900R

A350-900

64.8 m (213 ft)

2

~460 m2 (5,000 sq ft)

443 m (4,770 sq ft)

Wing
sweepback

31.9

Overall height

17.05 m (55.9 ft)

Fuselage width

5.96 m (19.6 ft)

Fuselage height

6.09 m (20.0 ft)

Cabin width

5.61 m (18.4 ft)

Maximum
takeoff
weight

259 t (571,000 lb)

Maximum
landing weight

193 t (425,000 lb)

205 t (452,000 lb)

233 t
(514,000 lb)

Maximum zero
fuel weight

181 t (399,000 lb)

192 t (423,000 lb)

220 t
(485,000 lb)

Manufacturer's
empty
weight
Maximum cargo
capacity

268 t
(591,000 lb)

298 t (657,000 lb)

115.7 t
(255,100 lb)
28 LD3 or
9 pallets

308 t
(679,000 lb)

118.1 t
(260,400 lb)

36 LD3 or 11 pallets

90 t
(198,000 lb)

44 LD3 or 14
pallets

Cruise speed

Mach 0.85 (903 km/h, 561 mph, 487 knots, at 40,000 ft or 12.19 km)

Maximum cruise
speed

Mach 0.89 (945 km/h, 587 mph, 510 knots, at 40,000 ft or 12.19 km)

9,250 km
(4,990 nmi)

Maximum range

(with
passengers
and baggage)
Maximum fuel
capacity

15,700 km
(8,480 nmi)

129,000 l (34,100 US
gal)

Service ceiling

15,000 km
(8,100 nmi)

Maximum
cargo
payload

15,600 km
(8,420 nmi)

138,000 l
(36,500 US
156,000 l (41,200 US gal)
gal)
43,100 ft (13.1 km)

Engines (2)
Maximum thrust
capability

19,100 km
(10,300 nmi)

RR Trent XWB
79,000 lbf
(351 kN)

84,000 lbf
(374 kN)

13

93,000 lbf
(414 kN)

93,000 lbf
(414 kN)

97,000 lbf
(431 kN)

14

15

Aircraft components weights

GROUP/Subgroup

% Gmax

Total weight empty operational

G0

OVERALL G0/Gmax

43

WING
FUSELAGE
TAIL
ALIGHTING GEAR (2-point)
Main Landing gear
Tail wheel
ALIGHTING GEAR (3-point)
Main Landing gear
Tail wheel
POWERPLANT
Engines
Propellers
Engine accessories
Power plant controls
Starting system
Fuel system
Lubricating system
SURFACE CONTROLS
(STANDARD) EQUIPMENT
Instruments
Electrical equipment
Communicating equipment
De-icer installation
FURNISHINGS
Weight per passenger
RESIDUAL FUEL and OIL

Operational Load
Gu

OVERALL Gu/Gmax

Observation

Crew/Passengers
Standard weight plus
hand bag
Useful load (Food and
water)
Weight per passeger
Fuel and oil

16

38955
33761
5194
21295
19997
1298
18179
12985
5194
57134
38955
7791
3895
8
519.4
1298
4414
1038.8
3116
12205
2337
6493
6493
15582
12985
26400
30

13 17
8 13
1.5 2.5
5.5 8.8
58
0.5 0.8
5.5 9.5
47
1.5 2.5
15 27
10 20
24
12
0.1 0.4
0.3 0.9
1.5 2.5
0.3 0.6
12
4.5 7.2
0.5 1.2
23
! 2 3!
0.06
4 10
5 10
1

74480

20 40

33000

12.7

80 + 20 = 100
daN/pax

1300

0.3 0.6

3.5 9.0 lb/pax

~ (1.5 4 daN/pax)

125830

4750

...

Fuel density: 0.81kg/L

45 85 daN/pax
15 daN/motor

Terminology

: Design gross weight

: Ultimate load factor = 1.5 x limit load factor
: Trapezoidal wing area
: Aspect ratio
: Wing/ empennage taper ratio (ctip/croot)
: Wing/ empennage sweep at 25% MAC
: Control surface area (wing-mounted)
: 1.143 for unit (all-movable) horizontal tail; 1.0 otherwise
: Fuselage width at horizontal tail intersection
: Horizontal tail span
: Horizontal/Vertical tail area
: Tail length: wing quarter-MAC to tail quarter-MAC
: Aircraft pitching radius of gyration (0.3 )
: Aircraft yawing radius of gyration (
: 0.0 for conventional tail; 1.0 for T tail
: 1.0 if no cargo door; 1.06 if one side cargo door; 1.12 if two side
cargo door/ if aft clamshell door; 1.25 if two side cargo doors and aft
clamshell door
: 1.12 if fuselage-mounted main landing gear; 1.0 otherwise
: Fuselage wetted area
: 0.75|(1+2)/(1+)|(Bw tan/L)
: Fuselage structural length/ Fuselage structural depth
: 1.126 for kneeling wheel; 1.0 otherwise
: Landing design gross weight
: Ultimate landing load factor = Ngear x 1.5
: Length of main landing gear
: Number of main gear wheels
: Number of main gear shock absorbers
: 1.15 for kneeling wheel; 1.0 otherwise
: Nose-gear length
: Number of nose-wheel

17

We are using the Cargo/Transport Weights formula

(
(
(
)
(
(

( )
(

18

|(

Structural depth = 234 220 = 14 in = 1.16 ft

Aerodynamic computation
We use Dieterich formula:

For the wing

For M=0.4

For M=0.6

For M=0.7

19

For the horizontal stabilizer

For M=0.4

=
)

For M=0.6

=
)

For M=0.7

=
)

For M=0.4

=10.23

For M=0.6

= 6.25 + 6.319 +

= 7.42 + 7.49 +

For M=0.7

20

Moments of inertia

=
(
(
(
(
(

(
(
(
(

21

=
(
(
(
(
(

22

Maneuver and gust diagram

In order to complete the calculation, Mathcad was used.
Computational tasks:
Entry data:
Airplane mass
Reference wing area
Wingspan Aerodynamic characteristics
Load factors

23

We use the entry data in order to compute the minimum sustentation speed and the
characteristic points of the maneuver diagram.

24

The following maneuver diagram results:

25

Next we calculate the gust parameters and arrange the maneuver and gust diagram

26

Finally, the maneuver and gust diagram is complete

27