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https://www.atsb.gov.au/media/4173625/ao-2010-089_final.pdf
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04.04.2008 direct order from the www.qantas.com website. Purchases of model planes by aviation buffs sustain this category and the new A380 plane ...
EN-Airbus-A380-Facts-and-Figures-Dec-2021
01.12.2021 re-investing millions Euros in their planes to upgrade their cabin for passenger comfort. (todate Singapore Airlines Qantas and Emirates).
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LIST OF AUTHORISED MEDICAL SUPPORT EQUIPMENT ON QANTAS. A330 A380
2020 Qantas Group Data Book
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QANTAS AIRBUS A380 NEW CABIN FEATURES AIRBUS A380 FAST FACTS No in fleet: 12 First received: 2008 Wingspan: 79 8 metres Cruising speed: Mach 0 85 Engine thrust: 70000 pounds Maximum take-off weight: 560 tonnes Range at full capacity: 13800 kilometres INFLIGHT ENTERTAINMENT Average flights flown annually per aircraft: 400
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Title: Seat Map for the A380-800 Aircraft - 14F/64J/35PY/371Y Created Date: 12/19/2016 11:20:22 AM
AIRCRAFT CHARACTERISTICS AIRPORT AND MAINTENANCE PLANNING AC
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Searches related to qantas a380 model plane filetype:pdf
The Airbus A380 is a double deck wide body four-engine jet air liner manufactured by the European corporation Airbus and a subsidiary of EADS It is the world's largest passenger airliner The A380 was initially offered in two models The A380-800 original configuration carried 555 passengers in a three
How many passengers does a Qantas A380 seat?
- Qantas’ Airbus A380s seat a total of 484 or 485 passengers, depending on the layout. The older configuration, which can be found on VH-OQA, features a smaller premium economy class cabin, and a larger economy class cabin.
Where did a Qantas A380 Airbus land?
- AUCKLAND, NEW ZEALAND - OCTOBER 10: A Qantas A380 Airbus lands at Auckland International Airport watched by hundreds of people on October 10, 2008 in Auckland, New Zealand.
When will the Qantas A380 replace the Boeing 747?
- That 'replacement' timeframe is likely to stretch well into the next decade, however – the first Qantas A380 having arrived in 2008, and by comparison the airline has notched up over 15 years flying some Boeing 747s.
MODELING AND ANALYSIS ON WING OF A380 FLIGHT
N.Anjaneyulu1 *, J. Laxmi Lalitha2,
1 Department of Mechanical Engineering, Bapatla Engineering College, Bapatla, Guntur, India
2 Department of Mechanical Engineering, Bapatla Engineering College, Bapatla, Guntur, India,
ABSTRACT
The A380 is currently the largest aircraft in commercial operation and one of the most advanceplanes in the world. The Airbus A380 is a double deck, wide body four-engine jet airliner manufactured
by the European corporation airbus, a subsidiary of Eads. This common design approach sacrifices
some Fuel Efficiency (due to a weight penalty) on the A380-800 passenger model, but Airbus estimatesthat the size of the aircraft, coupled with the advances in technology described below, will provide lower
operating costs per passenger than the 747-400 and older 747 variants. In recent years we found minor
cracks on wings of A380. Some of them were related to production. The minor cracks - no more than two
centimeters long - were discovered on some of the wing rib brackets and were caused by a manufacturing
issue and not the turbulence. But inspections found that were related to rib feet .originally the cracks are
in brackets in the middle of the giant wings. In this project an attempt is made in to find the reason for
cracks on the wings. Firstly we made modeling of the entire flight. We modeled wing separately. Later we
made steady state thermal analysis and transient thermal analysis on the wing.1. INTRODUCTION
The Airbus A380 is a double deck, wide
body, four-engine jet air liner manufactured by theEuropean corporation Airbus and a subsidiary
of EADS. It is the world's largest passenger airliner. The A380 was initially offered in two models. The A380-800 original configuration carried 555 passengers in a three class configuration or 853 passengers (538 on the main deck and 315 on the upper deck) in a single- class economy configuration. In May 2007 Airbus began marketing a configuration with 30 fewer passengers, (525 total in three classes), traded for370 km (200 nmi) more range, to better reflect
trends in premium class accommodation.2. Advanced materials:
While most of the fuselage is
aluminum, composite materials comprise more than 20% of the A380's airframe. Carbon-fiber reinforced plastic, glass-fiber reinforced plastic and quartz-fiber reinforced plastic are used extensively in wings, fuselage sections (such as the undercarriage and rear end of fuselage), tail surfaces, and doors. Newer weld able aluminum alloys are also used. This enables the widespread use of laser beam welding manufacturing techniques, eliminating rows of rivets and resulting in a lighter, stronger structure.International Journal of Engineering Research & Technology (IJERT)Vol. 1 Issue 6, August - 2012ISSN: 2278-01811www.ijert.org
Fig 1. Conceptual design of A380
Fig. 2 Conceptual design of wing
3. PROBLEM DEFINITION:
wings of a380. In this project we made an attempt to find the reason behind the cracks from design prospective. We made all the analysis usingANSYS WORKBENCH. We applied varying
pressure between 1Mpa and 1.5Mpa with in temperature 22°C to 35°C. We used aluminum alloy as material. Modeling of Flight and wing was done in CATIA V5 R18. Dimensions of the flightWing span: 79.75 m
Overall length72.72 m
Height24.09 m
Table 1. Input Values
MATERIAL Aluminum Alloy
VOLUME 793.55 m³
MASS 2.1981e6kg
No. OF NODES 1381
No. OF ELEMENTS 595
DENSITY 2770. kg/m³
SPECIFIC HEAT 875J/Kg °C
4. TOTAL DEFORMATION:
In the fig 3. We fixed one end and we
applied uniform temperature and we have pressure1Mpa at top and front end of the wing, 1.5Mpa at
bottom of the wing.Fig 3. Total deformation
International Journal of Engineering Research & Technology (IJERT)Vol. 1 Issue 6, August - 2012ISSN: 2278-01812www.ijert.org
5. EQUIVALENT STRESS:
In the fig 4. We fixed one end and we
applied uniform temperature and we have pressure1Mpa at top and front end of the wing, 1.5Mpa at
bottom of the wing.Fig 4. Equivalent Stress
6. MAXIMUM PRINCIPAL STRESS:
In the fig 5. We fixed one end and we
applied uniform temperature and we have pressure1Mpa at top and front end of the wing, 1.5Mpa at
bottom of the wing.Fig 5. Max. Principal Stress
7. MINIMUM PRINCIPAL STRESS:
In the fig 6. We fixed one end and we
applied uniform temperature and we have pressure1Mpa at top and front end of the wing, 1.5Mpa at
bottom of the wing.Fig 6 Min. Principal Stress
8. DIRECTIONAL HEAT FLUX:
In the fig 7. We fixed one end and we
applied uniform temperature and we have pressure1Mpa at top and front end of the wing, 1.5Mpa at
bottom of the wing.Fig 7 Directional Heat Flux
International Journal of Engineering Research & Technology (IJERT)Vol. 1 Issue 6, August - 2012ISSN: 2278-01813www.ijert.org
9. TRANSIENT THERMAL
ANALYSIS:
Table 2. Input Values
MATERIAL Aluminum Alloy
VOLUME 793.55 m³
MASS 2.1981e6kg
No. OF NODES 1381
No. OF ELEMENTS 595
DENSITY 2770. kg/m³
SPECIFIC HEAT 875J/Kg °C
TEMPERATURE
BETWEEN
22 TO 35°C
10. TOTAL HEAT FLUX:
In the Fig 8. We have given varying
temperature between 35°C to 28°C. with pressure1Mpa at the front end of the wing.
Fig 8 Total Heat Flux
11. DIRECTIONAL HEAT FLUX:
In the Fig 9. We have given varying
temperature between 35°C to 28°C. with pressure1Mpa at the front end of the wing
Fig 9 Directional Heat Flux
Structural
Young's Modulus 7.1e+010 Pa
Poisson's Ratio 0.33
Density 2770. kg/m³
Thermal Expansion 2.3e-005 1/°C
Thermal
Specific Heat 875. J/kg·°C
Fig. 10 Aluminum Alloy > Thermal Conductivity
International Journal of Engineering Research & Technology (IJERT)Vol. 1 Issue 6, August - 2012ISSN: 2278-01814www.ijert.org
Fig. 11 Temperature - Global Minimum
Fig. 12 Directional Heat Flux
11. CONCLUSION:
Under the above conditions we got stress
and strain values with in the limiting range. The maximum stresses that wing of a flight can with stand are 700pa. but we got stress 400pa So the wing we have designed is safe.12. References:
http://en.wikipedia.org/wiki/Airbus_A380 and other websites of a380 and database of other fight designs.International Journal of Engineering Research & Technology (IJERT)Vol. 1 Issue 6, August - 2012ISSN: 2278-01815www.ijert.org
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