The cabin interior is curved to accommodate, among other things, the brackets holding the upper deck floor beams.
These brackets are a structural feature that transfers the weight of the upper deck to the fuselage with considerably less reinforcement that a straight T-joint. The bracket acts as a small truss element, creating a triangle with the deck and ...
A380s are really expensive. Unit cost for an A380, depending on interior appointments, is about \$375 million. The 747-8 is about \$357 million. The 777-300ER is about \$320 million, the last variants of the A340 about \$275 million, and the 787 about \$200 million. The 380 might be the biggest airliner ever to fly, but it's also the most ...
Proving that an aircraft is flyable with one or more engines inoperative is part of the certification programme. The Airbus A380 is certified under FAR (Federal Aviation Regulations, USA) part 25 and JAR (Joint Aviation Regulations, Europe) part 25. One of the requirements of FAR/JAR 25 is that the directional control can be maintained when two critical ...
You'll need to zoom above 100% to read the legend, but up there it's not empty. There's the crew rest area (5), where the pilots rest for example, and it is easily accessible from the cockpit (see below for how it interacts with the upper deck).
There is also an electronics bay (29), and toilets (12).
Note that the cockpit is not on the ...
One of the main reasons the 747 was given the ability to ferry an engine was due to the lack of large cargo aircraft available at the time.
Don't forget the 747 was a major game changer when it came out, it was designed to replace the 707/DC-8, and was almost twice the size of these aircraft. As a result, there just wasn't anything available to transport a ...
Consider this photo of the cross-section of the A380 and the illustration below. You can see the cargo deck on the bottom, the lower deck (where you sat) in the middle, and the upper deck on the top. All have curved walls because the entire fuselage is curved. Straight walls would waste the space between the walls and the curved sides of the aircraft, and no ...
The plane will probably crash.
The vertical stabilizer provides stability in yaw to conventional aircraft. Aircraft such as the B-2 manage to provide stability through computer control, and aircraft such as the Northrop flying wings are designed to fly without one. But if an aircraft designed to be stable using a vertical stabilizer loses that surface, it ...
how could it be trusted?
Like all aircraft, type certification requires that these be tested. I think the wings are tested to 1.5 x their load limit.
A380: STRUCTURAL STATIC TESTS
The A380’s structural static tests on began in November 2004, in preparation for the first flight clearance.
The tests included: Flight Test Installation (FTI) ...
The ugly truth is: Cracks do occur, and have occurred on the A380 wing root, but that is normal. Read on for more.
The static load is only one aspect. Normally, what is driving the design is the fatigue load, which is the constant jerking of aerodynamic and inertial forces on all parts of an airplane. Today, aircraft are designed such that cracks will not ...
Boeing actually never expected the 747 to be so successful. They thought supersonic aircraft were the future. But Boeing knew that an aircraft the size of a 747 would be great for the cargo market. So they designed one aircraft that could be easiy converted into a cargo version.
The cargo 747s can literally open their nose. It is quite impressive. To ...
Why doesn't the A380 use its outboard thrust reversers?
Because it doesn't have (or need) any.
The A380 has reverse thrust on the inboard engines only. This saves weight and since the outboards are often way out over the edge of runways, decreases the risk of FOD.
Like all certified transport aircraft of this type, the A380 can stop ...
It's not as fuel-efficient as a twin engine aircraft and doesn't offer as much scheduling flexibility.
Comparing the 747 in 1969 to the A380 today isn't really a good comparison. A better comparison would be comparing both of them today. In 1969, the 747 was revolutionary. It was the first large jet that could get a lot of people from one side of the world ...
According to this document about the landing gear system, the wheel dimension of the main lading gears is 1400x530 R23. This is not the standard notation known from car tires, but it says that the diameter is 1400mm and the width is 530mm, so the tread has a surface of about 2,3m².
The same document further states:
Depending on the flight phase, a ...
There's virtually no chance of the pilot deliberately switching off all 4 engines, and even less chance of all 4 engines failing at the same time. It's not entirely impossible for it to happen, but it definitely wouldn't be quietly ignored within the aviation community. I promise you that you would've heard about it afterwards.
That said, the A380's engines ...
Typically, a little gain is obtained.
Larger airplanes use anti-skid technology. Anti-skid works by modulating brake pressure to ensure the tires never skid. It's important to understand the relation between a tire's load, brake pressure, and actual retarding force. First, look at this image :
It shows how as you increase pressure and the wheel starts ...
Fuel tanks take most of the space in aircraft wings, but not all. There are other things on wings too. They are ailerons, flaps, slats, air brakes. On most airliners, the engines are attached to the wings too, so their assembly takes up space.
On the two aircraft of your interest, here are the pictures:
A380 (its nickname is not jumbo, but superjumbo)
As always, it depends. There are several things which provide directional stability:
The stabilizer, obviously,
Positive wing sweep,
They have to work against the destabilizing parts:
External tanks and stores,
Tractor propellers and
Forward-facing engine nacelles.
If the vertical is the only stabilizing part, ...
Here's another article from Oct 15th. They flew out a spare A380 engine. As of the 15th, it wasn't clear yet if this engine will be connected and running during the flight, or if it'll just be there to complete the airframe and act as a counterweight.
Leaving the broken engine in place would do more damage to the engine, complicating the investigation.
In all Airbuses auto-braking system aims for specific deceleration. Once the design target has been reached, the system does not apply more brake pressure although there usually is more available. So, if you apply thrust reverser with autobrake selected it will apply less pressure on wheel brakes and as the target deceleration remains the same, the stopping ...
General rule here: the engine will remain at its last power setting should the FADECs lose comms with the flight deck controls (in your A380 case) or the thrust lever cables come unhooked (in the case of an older aircraft with mechanical cable-and-pulley controls).
However, the fire handle will kill the engine even if the main controls fail -- it operates ...
The wings of the Boeing 787 are so flexible because its carbon fiber material can be stretched more, and the high aspect ratio of 11 will magnify this effect. In flight the consequences are:
Less shaking due to gusts, because the wing will dampen load changes more effectively.
Delayed aileron response, because the lift change due to aileron deflection will ...
Wikipedia lists three basic configurations for the A380-800:
However, different airlines have different configurations. The lowest number of seats is Korean Air, with 407. The highest number of seats is Air France, with 538. Emirates has discussed plans for a configuration with 644 seats but it does not appear ...
The A380 does not appear to have the capability to transport an extra engine under the wing. Higher engine reliability combined with widespread availability of air cargo transport makes this option redundant in modern jets.
In case engines are needed for an A380, they can be transported in a 747-400 Freighter* or the aircraft can be flown with three engines....
You have asked several questions. I'll try to answer them in order to clarify.
Is the ferry range specified anywhere?
From the Airbus website, we find for the Engine Alliance GP7000 engine option the ferry range is ~9,600 NM. Let's just say it's 9,500 NM.
A: 9,500 NM. Also, waiting for the right trade winds can increase you range.
Can an A380 fly between ...
The details of the strength required are likely to be complicated and proprietary. However, we can do a very rough estimate.
Using the equation for estimating root bending moment here, and the following numbers:
Fuselage weight: 230,000 kg
MTOW: 577,000 kg
Engines: 25,000 kg
Fuel: 260,000 kg
Wings: 60,000 kg
Wingspan: 79.75 m
Wing taper ratio: 0.17
The wings are designed like that. You can see them in the picture below.
Image from airliners.net
The A380 wings are designed to be the most efficient while still inside the 80m 'box' for efficient airport operations. The result is a clean slate design which used CFD extensively to get the most efficient aerodynamic design possible.
The 'curve' near the ...
To create a funnel for all the air streaming towards the fuselage.
Slightly longer answer:
Air approaching a swept wing will be accelerated towards the area with the lowest pressure and, therefore, will be sucked towards the wing's center. The center itself will show a markedly different pressure distribution over chord than the two-...