The Value of Aircraft Cabin Design Mock-Ups
The explosion of air passenger traffic through the 1960s demanded that manufacturers develop large aircraft fabrication operations. Gradually, European firms which were on a national scale only found that they could not compete. The enormous size of the domestic US market for passenger aircraft gave the advantage to the USA. European collaboration was the response to this. Little changed as far as the advantage was concerned throughout 30 years of passenger aviation, until, that is, the Airbus A3XX project.
At first everyone involved needed imagination to know the true scale of what they were involved in with the A3XX. This applied equally to engineers, designers, suppliers, and also, the airlines. It was in the winter of 1999-2000 everything changed, as the first A3XX design mock-ups started arriving in sections by truck at Toulouse. Made by a local supplier, SefcaQueutelot, these design mock-ups were the upper-deck section and later, a full-length, full-diameter representative cross section, including main deck and lower cargo hold.
When installed in a new mockup centre adjacent to the Airbus headquarters building at Toulouse, the cabin design mock-ups gave airline customers, in particular, a real life impression of what they were being offered or what they may have already bought. Various interior cabin design mock-ups and features, some of them future options not yet finalized, were also in due course displayed among the design mock-ups collection, which eventually included the A300-600, A330-200, A340-600, and the narrow-body A319, A320, and A321.
Interior aircraft configurations cover cabins and galleys, as well as seating solutions. Going hand-in-hand with complete interior design services, preliminary and in-detail design of interior equipment and installation is an integral part of the process. System designers optimize system solutions by performing layout integration tasks and feasibility studies. They strive for improved galley flexibility, which gives airlines a wider range of options for galley positioning, while minimizing total aircraft weight.
Mock-up development goes from concept level through to the CAD model and beyond. This includes design in CATIA V5, creation of life-sized prototype parts, then creation of CNC manufactured parts.
Aircraft cabin design mock-ups allow system integration (cooling, electrics, lighting, water and waste), integration of monuments, interface management to aircraft on-board systems, certification according to EASA 21J (Design), 21G (production) and local airworthiness requirements.
The payoff came when, aware of the need to keep the momentum going, the supervisory board authorised Managing Director Noel Forgeard in December 1999 to begin touring airlines to ask them for letters of support to gauge market demand. Assuming that sufficient commitments could be obtained, the outline plan was to speed the delayed A3XX schedule and target middle of year 2000 for the commercial launch.
Although the 1990s had turned out to be a difficult time to launch the project, the culmination of the decade was a watershed time for Airbus and its dream of market parity with Boeing. As the 1999 numbers were counted up, it became clear that Airbus had not only completely outsold its rival, but had also ended the year with 48 percent of the total number of undelivered new aircraft on firm order backlog. This must have been a great incentive for Forgeard as he left on his quest for signed letters of support.
Showing posts with label Cabin. Show all posts
Showing posts with label Cabin. Show all posts
Saturday, March 24, 2012
Thursday, March 1, 2012
Aircraft Cabin Interiors and Cargo Holds on the Airbus A310
Aircraft Cabin Interiors and Cargo Holds on the Airbus A310
Aircraft passenger seats
The 18Xft (5.64m) fuselage cross-section provides an optimum balance between aerodynamic considerations, true wide-body passenger accommodation, and a standard underfloor cargo systems fit. It allows customised twin-aisle layouts, ranging from a six-abreast first class configuration to nine-abreast high-density seating for the charter market. A typical mixedclass layout in the A310 accommodates 20 first class passengers in a 2/2/2 configuration with a 40in (102cm) seat pitch, plus 200 economy class passengers 2/4/2 at 32in (81cm) pitch, narrowing to 2/3/2 in the rear fuselage taper. A three-class configuration could accommodate 12 first class (62in [157cm]) seat pitch, 32 business (40in) and 147 economy seats (32in). High-density nine-abreast charter seating is possible for up to 280 passengers. Some 95 percent of passenger seats are doubleseat units with a width of 40.4m.
There is a gap between the two centre units to ensure that each passenger has at least one armrest not shared with another passenger. The two aisles in economy class are 191n (48cm) wide. Crew seats are also incorporated, one at each door, and a purser station in the front passenger cabin. Two optional crew seats can be installed at the front side of the forward cabin bulkhead.
The cabin has been designed for four galleys, with a total capacity of 21 trolleys, allowing the serving of two hot meals plus beverages. The standard aircraft is equipped with five aircraft lavatories, four in the rear and one in the forward cabin. Structural provisions have been made for an additional lavatory in the front cabin.
Access to the cabin is via four large doors along each side of the fuselage, two ahead of the wing and two at the rear, measuring 42 x 76in (1.07 x 1.93m x 1.07m). These are outward parallel-opening plug-type doors and require no power assistance. They are impossible to open in normal cruise flight with the aircraft pressurised. There are also two 26X x 53in (0.67 x 1.34m) plug-type emergency exits of similar construction over the wings, and two 24 x 28in (0.7 x 0.6m) crew emergency exits.
Cargo compartments
The A310 has two underfloor cargo compartments, which can accept all standard ULDs (Unit Load Devices) in current use. In the forward hold, up to eight LD3 or four LD6 containers can be carried two-abreast, while three full-size pallets or a mixture of both are alternative options. The rear hold can take up to six LD3 or three LD6 containers plus bulk cargo. A net separates the rear cargo from the bulk cargo compartment, which has a usable volume of around 610 cu.ft (17.3m') and a load capacity of 6,1001b (2,770kg). All the holds can be heated and ventilated so that livestock can be carried.
Access to the main cargo compartments is provided by two doors in the lower right hand side of the fuselage. The forward door measures 106 wide x 67in high (2.7/m x 1.7m), and the rear hold door 71 wide x 67in high (1.81m x 1.7m). Both doors open outwards and upwards hydraulically, with manual locking/unlocking, and extend over the full height of the holds. There is also a manually-operated 37 x 37in (0.95m x 0.95m) plug-type door to the bulk cargo compartment. The A310-2000 convertible and A310-200F and -300F freighter conversions, have a main deck cargo door on the forward left hand side with 70° or 145° opening angle and measuring Min wide x 101in high (3.58m x 2.57m). Typical cargo on the main deck of the A310F comprises 16 88in x 125in (223.5cm x 135.5cm) or 18 88in x 108in (223.5cm x 274cm) pallets in side-by-side loading, or five containers and five pallets.
Both the forward and aft cargo compartments can be provided with a semi-automatic electrically powered loading system, which is controlled by an operator from the control panel, located behind service doors in the outer skin on the right hand side of each doorway. The system permits manual loading/unloading if the power dives are inoperative.
Cabin Interior design
This is the starting point from which airlines can then build their own identity, commissioning companies like Design Q to work on quality aircraft interior styling, material specification and bespoke trimming for VIP interiors or airline cabin interiors. Upholstery specification consultants are important contributors to an airlines image.
Aircraft passenger seats
The 18Xft (5.64m) fuselage cross-section provides an optimum balance between aerodynamic considerations, true wide-body passenger accommodation, and a standard underfloor cargo systems fit. It allows customised twin-aisle layouts, ranging from a six-abreast first class configuration to nine-abreast high-density seating for the charter market. A typical mixedclass layout in the A310 accommodates 20 first class passengers in a 2/2/2 configuration with a 40in (102cm) seat pitch, plus 200 economy class passengers 2/4/2 at 32in (81cm) pitch, narrowing to 2/3/2 in the rear fuselage taper. A three-class configuration could accommodate 12 first class (62in [157cm]) seat pitch, 32 business (40in) and 147 economy seats (32in). High-density nine-abreast charter seating is possible for up to 280 passengers. Some 95 percent of passenger seats are doubleseat units with a width of 40.4m.
There is a gap between the two centre units to ensure that each passenger has at least one armrest not shared with another passenger. The two aisles in economy class are 191n (48cm) wide. Crew seats are also incorporated, one at each door, and a purser station in the front passenger cabin. Two optional crew seats can be installed at the front side of the forward cabin bulkhead.
The cabin has been designed for four galleys, with a total capacity of 21 trolleys, allowing the serving of two hot meals plus beverages. The standard aircraft is equipped with five aircraft lavatories, four in the rear and one in the forward cabin. Structural provisions have been made for an additional lavatory in the front cabin.
Access to the cabin is via four large doors along each side of the fuselage, two ahead of the wing and two at the rear, measuring 42 x 76in (1.07 x 1.93m x 1.07m). These are outward parallel-opening plug-type doors and require no power assistance. They are impossible to open in normal cruise flight with the aircraft pressurised. There are also two 26X x 53in (0.67 x 1.34m) plug-type emergency exits of similar construction over the wings, and two 24 x 28in (0.7 x 0.6m) crew emergency exits.
Cargo compartments
The A310 has two underfloor cargo compartments, which can accept all standard ULDs (Unit Load Devices) in current use. In the forward hold, up to eight LD3 or four LD6 containers can be carried two-abreast, while three full-size pallets or a mixture of both are alternative options. The rear hold can take up to six LD3 or three LD6 containers plus bulk cargo. A net separates the rear cargo from the bulk cargo compartment, which has a usable volume of around 610 cu.ft (17.3m') and a load capacity of 6,1001b (2,770kg). All the holds can be heated and ventilated so that livestock can be carried.
Access to the main cargo compartments is provided by two doors in the lower right hand side of the fuselage. The forward door measures 106 wide x 67in high (2.7/m x 1.7m), and the rear hold door 71 wide x 67in high (1.81m x 1.7m). Both doors open outwards and upwards hydraulically, with manual locking/unlocking, and extend over the full height of the holds. There is also a manually-operated 37 x 37in (0.95m x 0.95m) plug-type door to the bulk cargo compartment. The A310-2000 convertible and A310-200F and -300F freighter conversions, have a main deck cargo door on the forward left hand side with 70° or 145° opening angle and measuring Min wide x 101in high (3.58m x 2.57m). Typical cargo on the main deck of the A310F comprises 16 88in x 125in (223.5cm x 135.5cm) or 18 88in x 108in (223.5cm x 274cm) pallets in side-by-side loading, or five containers and five pallets.
Both the forward and aft cargo compartments can be provided with a semi-automatic electrically powered loading system, which is controlled by an operator from the control panel, located behind service doors in the outer skin on the right hand side of each doorway. The system permits manual loading/unloading if the power dives are inoperative.
Cabin Interior design
This is the starting point from which airlines can then build their own identity, commissioning companies like Design Q to work on quality aircraft interior styling, material specification and bespoke trimming for VIP interiors or airline cabin interiors. Upholstery specification consultants are important contributors to an airlines image.
Monday, February 27, 2012
Aircraft Cabin Interior Design
Aircraft Cabin Interior Design
Aircraft interior design should provide a flawless full service from the project phase to the turnkey option for the completion of the flight environment. Skills, planning and aircraft design creativity are required to satisfy the customer. Building on solid technological experience and a modern hand-crafted approach, products and hand-manufactured supplies must be tested and certified for aeronautical applications.
Aircraft interior designers integrate aesthetic requests, functional needs and creativity, according to the highest professional standards. Exclusivity is an important combination of materials and design. An environment which is unique, elegant and classy needs high value materials and able craftsmen who provide interiors with endurance, safety and pleasure.
14CFR part 25.562
Every aircraft cabin re-configuration, in all types of aircraft (Transport, General Aviation and Rotorcraft), needs to be certified as per the existing Code of Federal Regulation governing that particular type of aircraft. The current practice used to comply with Federal Aviation Regulations (FAR's) related to aircraft cabin seating and aircraft cabin interior design is to conduct full-scale system sled tests.
This approach can be expensive and the test results are sensitive to changes in test conditions, such as the sled pulse, dummy calibration, seat belt elongation, etc., resulting in scatter in the results. With the development of the more robust codes for the analytical tools, it should be possible to successfully capture the test conditions by one of these tools and to obtain results which compare favourably with the actual tests results. Part 25 category of transport aircraft, 14CFR 25.562 states: "Each seat type design which is approved for crew or passenger occupancy during takeoff and landing must successfully complete dynamic tests or be demonstrated by rational analysis based on dynamic tests of a similar type seat, in accordance with each of the following emergency landing conditions" and then the conditions are stated.
When these federal regulations were enacted, the ability of analytical tools was limited and there did not exist enough data to show that certification could be performed using analysis. Is it possible to identify the conditions under which a Part 25 type aircraft could be certified by analysis for compliance with the 14 CFR 25.562 regulation, and also to identify the validation criteria when using analytical tools?
DOE analysis.
The validation criteria for the analytical model can be developed, a full factorial design of experiment DOE analysis can be performed to determine the effect the factors have on the dynamic response of the seat, the dummy and the restraint systems. Factors can be chosen such as the seat cushion type, thickness of the cushion and the rigidity of the seat, the seat set back distance, seat belt type, type of bulkhead and the coefficient of friction of the impact surface.
There is a demand for a new integrated analytical system methodology that would help the aerospace cabin interior designers in developing crashworthy cabin interiors. A graphical user interface would help the cabin interior designers to optimise their design by selecting components that would help in minimizing the
injury criteria. This would reduce the time it takes to design these configurations and would reduce the cost of certification while improving the safety of the flying public.
Airlines brand proposition.
Aircraft interior design must never lose its grip on safety regulations even though aircraft design creativity demands such close attention to the the airlines brand proposition.
Aircraft interior design should provide a flawless full service from the project phase to the turnkey option for the completion of the flight environment. Skills, planning and aircraft design creativity are required to satisfy the customer. Building on solid technological experience and a modern hand-crafted approach, products and hand-manufactured supplies must be tested and certified for aeronautical applications.
Aircraft interior designers integrate aesthetic requests, functional needs and creativity, according to the highest professional standards. Exclusivity is an important combination of materials and design. An environment which is unique, elegant and classy needs high value materials and able craftsmen who provide interiors with endurance, safety and pleasure.
14CFR part 25.562
Every aircraft cabin re-configuration, in all types of aircraft (Transport, General Aviation and Rotorcraft), needs to be certified as per the existing Code of Federal Regulation governing that particular type of aircraft. The current practice used to comply with Federal Aviation Regulations (FAR's) related to aircraft cabin seating and aircraft cabin interior design is to conduct full-scale system sled tests.
This approach can be expensive and the test results are sensitive to changes in test conditions, such as the sled pulse, dummy calibration, seat belt elongation, etc., resulting in scatter in the results. With the development of the more robust codes for the analytical tools, it should be possible to successfully capture the test conditions by one of these tools and to obtain results which compare favourably with the actual tests results. Part 25 category of transport aircraft, 14CFR 25.562 states: "Each seat type design which is approved for crew or passenger occupancy during takeoff and landing must successfully complete dynamic tests or be demonstrated by rational analysis based on dynamic tests of a similar type seat, in accordance with each of the following emergency landing conditions" and then the conditions are stated.
When these federal regulations were enacted, the ability of analytical tools was limited and there did not exist enough data to show that certification could be performed using analysis. Is it possible to identify the conditions under which a Part 25 type aircraft could be certified by analysis for compliance with the 14 CFR 25.562 regulation, and also to identify the validation criteria when using analytical tools?
DOE analysis.
The validation criteria for the analytical model can be developed, a full factorial design of experiment DOE analysis can be performed to determine the effect the factors have on the dynamic response of the seat, the dummy and the restraint systems. Factors can be chosen such as the seat cushion type, thickness of the cushion and the rigidity of the seat, the seat set back distance, seat belt type, type of bulkhead and the coefficient of friction of the impact surface.
There is a demand for a new integrated analytical system methodology that would help the aerospace cabin interior designers in developing crashworthy cabin interiors. A graphical user interface would help the cabin interior designers to optimise their design by selecting components that would help in minimizing the
injury criteria. This would reduce the time it takes to design these configurations and would reduce the cost of certification while improving the safety of the flying public.
Airlines brand proposition.
Aircraft interior design must never lose its grip on safety regulations even though aircraft design creativity demands such close attention to the the airlines brand proposition.
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