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Fuselage Design
ITA 2009 Version 10 - Prof. Bento S. de Mattos
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Functions of Fuselage Functions of Fuselage
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Functions of fuselage:
provision of volume for
payload (passengers & cargo).
provide overall structural
integrity.
possible mounting of landing
gear, powerplant and antennas.
Functions of Fuselage Functions of Fuselage
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Primary Primary Considerations Considerations
Primary Primary Considerations Considerations
Primary considerations when designing the airplane's fuselage are as follows: Primary considerations when designing the airplane's fuselage are as follows:
Low aerodynamic drag
Minimum aerodynamic instability
Comfort and attractiveness in terms of seat design, placement, and storage space
Safety during emergencies such as fires, cabin depressurization, ditching, and proper placement of
emergency exits, oxygen systems, etc.
Ease of cargo handling in loading and unloading, safe and robust cargo hatches and doors
Structural support for wing and tail forces acting in flight, as well as for landing and ground operation forces
Structural optimization to save weight while incorporating protection against corrosion and fatigue
Flight deck optimization to reduce pilot workload and protect against crew fatigue and intrusion by
passengers
Convenience, size, and placement of galleys, lavatories, and coat racks
Minimization of noise and control of all sounds so as to provide a comfortable, secure environment
Climate control within the fuselage including air conditioning, heating, and ventilation
Provision for housing a number of different sub-systems required by the aircraft, including auxiliary power
units, hydraulic system, air conditioning system, etc.
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Layout Procedure Layout Procedure
Primary Decisions Primary Decisions
Pressurization requirements or not?
Affects fuselage section
Powerplant system internally mounted or not?
If yes then dominant effect
Does payload occupy most of the fuselage volume?
If yes then use payload as starting point for fuselage layout.
Are there any special considerations?
twin boom, flying boat, V/STOL, etc.
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Layout Procedure Layout Procedure
Local Layout Decisions Local Layout Decisions
Vertical location of wing
Low, mid or high?
Horizontal tail surface location
Fuselage or fin?
Landing gear mounting/stowage required on fuselage?
Fuel tanks in fuselage?
Avionics location?
APU accommodation?
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Layout Procedure Layout Procedure
Layout Modules Layout Modules
Follow on from primary & local layout decisions.
May be considered separately & then matched together
to form unified fuselage layout.
Aim of integration is to derive fuselage configuration
which makes most use of total internal volume with
appropriate aerodynamic form & minimum of structural
difficulties.
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Layout Procedure Layout Procedure
Layout Modules (Cont.) Layout Modules (Cont.)
Modules include:
payload
powerplant installation
crew compartment
wing carry-through box structure
avionics volume, APU & air conditioning equipment
landing gear stowage & mounting
tail section
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Common practice is to modularize layout: Common practice is to modularize layout:
crew compartment, powerplant system, payload
configuration, fuel volume, landing gear stowage,
wing carry-through structure, empennage, etc.
or simply into front, center and rear fuselage section
designs.
Primary Primary Considerations Considerations
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Primary Considerations Primary Considerations
EE--170 Fuselage Sections 170 Fuselage Sections
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Primary Considerations Primary Considerations
Most of the fuselage volume is occupied Most of the fuselage volume is occupied
by the payload, except for: by the payload, except for:
Single & two-seat light a/c.
Trainer & light strike a/c.
Combat a/c with weapons carried on
outer fuselage & wing.
High performance combat a/c.
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Payload includes: Payload includes:
Passengers & associated baggage.
Freight.
Internal weapons (guns, free-fall bombs, bay-
housed guided weapons.
Crew (significant for anti-sub and early-
warning a/c).
Avionics equipment.
Flight test instrumentation (experimental a/c).
Fuel (often interchangeable with other payload
items on a mass basis).
Primary Primary Considerations Considerations
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Primary Primary Considerations Considerations
Access Panels
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Pressurization Pressurization
If required, has a major impact upon overall shape.
Overall effect depends on level of pressurization required.
Low Differential Pressurization
Defined as no greater than 0.27 bar (4 psi).
Mainly applicable to fighters where crew are also equipped with
pressure suits.
Cockpit pressurization primarily provides survivable environment
in case of suit failure at high altitude.
Also used on some general aviation a/c to improve passenger
comfort at moderate altitude.
Pressure compartment has to avoid use of flat surfaces.
Primary Primary Considerations Considerations
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Normal (High) Differential Pressurization Normal (High) Differential Pressurization
Usual requirement is for effective altitude to be no more
than 2.44 km (8000 ft) ISA for passenger transports.
Implied pressure differentials are:
0.37 bar (5.5 psi) for a/c at 7.6 km (25,000 ft).
0.58 bar (8.5 psi) for a/c at 13.1 km (43,000 ft).
0.65 bar (9.4 psi) for a/c at 19.8 km (65,000 ft).
High pressure differential required across most of
fuselage for passenger transports so often over-riding
fuselage structural design requirement.
Primary Primary Considerations Considerations
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Normal (High) Differential Pressurization (Cont.) Normal (High) Differential Pressurization (Cont.)
Particular need to base outer shell cross-section on circular arcs to
avoid significant mass penalties.
Pure circular sections best structurally but double-bubbles
sometimes give best compromise with internal layout.
Circular
section
examples
Primary Primary Considerations Considerations
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Fuselage Layout Fuselage Layout
Considerations Considerations -- Transports Transports
Double Double--Bubble Fuselage X Bubble Fuselage X--Section Examples Section Examples
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Cross Section Cross Section
ERJ 145
CRJ 200
DHC 8 Dornier 328
ATR 42 / 72 Saab 340 / 2000
EMBRAER 170/190
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Cabin Width & Cross Cabin Width & Cross--Section Section
Double Double--Deck Airbus A380 Deck Airbus A380
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Powerplant Powerplant Location Location
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If powerplant is located within fuselage, this is a
primary consideration for fuselage layout.
Three main powerplant arrangements affecting
fuselage layout.
Nose-mounted.
Central or central/rear location.
Rear fuselage location.
Powerplant Powerplant Location Location
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Nose Nose--Mounted Engine Mounted Engine
Either piston or turbine-driven propeller.
Significantly influences geometry and cross-section of
front fuselage.
Powerplant Powerplant Location Location
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Rear Fuselage Location
Common for supersonic combat aircraft
with low aspect ratio wings.
Major advantage is reduced length of
exhaust tail pipe.
Wing carry-through structure passes ahead
of powerplant, easing access and removal.
Complicates design of empennage
attachment structure, though OK if a
canard configuration.
Powerplant Powerplant Location Location
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Wing Wing--Mounted or Fuselage Mounted or Fuselage--Mounted Engines? Mounted Engines?
Powerplant Powerplant Location Location
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Wing Wing--Mounted or Fuselage Mounted or Fuselage--Mounted Engines? Mounted Engines?
Rear Mounted Rear Mounted
May suffer from boundary layer ingestion
Bleed air supply more complicated
Difficult to inspect by the crew and maintenance team
Thrust line above the cg
Critical for stretched versions
Larger tailplane
Lower cabin noise level
Rear mounted engines often require soft (rubber/fluid) engine mounts to absorb vibration and
blade off loads. For wing mounted engines the flexible wings act as effective dampers thus allowing
engines to use cheaper hard mount arrangements
Heavier aft fuselage structure
Ice shed from the wing and aircraft nose can be ingested by the engine
There is the possibility of high drag from the convergent/divergent channel formed between the
nacelle and the fuselage wall on rear mounted engine installations
Aft fuselage mounted engines reduce the rolling moment of inertia. This can be a disadvantage if
there is significant rolling moment created by asymmetric stalling. The result can be an excessive
roll rate at the stall
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Recontouring of the aft fuselage to
improve propeller efficiency
Powerplant Powerplant Location Location
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Three Three--engine Arrangements engine Arrangements
A center engine is always a
difficult problem. Early DC-10
studies examined 2 engines on
one wing and one on the other,
and 2 engines on one side of
the aft fuselage and one on the
other, in an effort to avoid a
center engine. Neither of these
proved desirable. The center
engine possibilities are shown
at left.
Powerplant Powerplant Location Location
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Three Three--engine Arrangements engine Arrangements
Solutions to the DC-10 tail engine maintenance
problems include built-in work platforms and
provisions for a bootstrap winch system utilizing
beams that are attached to fittings built into the
pylon structure. Although currently companies are
developing virtual reality systems to evaluate
accessibility and maintenance approaches,
designers considered these issues before the
advent of VRML. The figure at left is an artist's
concept of a DC-10 engine replacement from a
1969 paper entitled "Douglas Design for
Powerplant Reliability and Maintainability".
Powerplant Powerplant Location Location
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Central or Central/Rear Location
Advantageous layout for jet-powered
military strike/trainer a/c of moderate
aspect ratio wings.
Associated side or ventral intakes may also pass through wing center
structure.
Major consideration is engine removal usually downwards via
access panels/doors.
Exhaust gases ejected via rear of fuselage to alleviate acoustic fatigue
problems.
Powerplant Powerplant Location Location
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General Configuration General Configuration
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Aircraft Aircraft
Overall Length Overall Length
(m) (m)
Fuselage Width Fuselage Width
(m) (m)
Length / Width Length / Width
A319 33.84 3.95 8.57
A320-200 37.57 3.95 9.51
B737-200 30.53 3.76 8.12
B737-400 36.11 3.76 9.60
B757-200 47.32 3.76 12.59
MD-81 39.75 3.4 11.69
MD-83 45.0 3.4 13.24
Narrow Body Jet Transports
Typical Aircraft Fuselage Dimensions Typical Aircraft Fuselage Dimensions
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Typical Aircraft Fuselage Dimensions Typical Aircraft Fuselage Dimensions
Aircraft Aircraft
Overall Length Overall Length
(m) (m)
Fuselage Width Fuselage Width
(m) (m)
Length / Width Length / Width
A310-200 45.13 5.64 8.00
A300-600 53.3 5.64 9.45
A330-600 63.65 5.64 11.29
A340-200 59.4 5.64 10.53
B747-400 68.63 6.6 10.40
B767-200 48.51 5.03 9.64
B777-200 62.78 6.2 10.13
L1011-250 54.17 5.97 9.07
DC10-30 51.97 6.02 8.63
MD-11 58.65 6.02 9.74
Wide Body Jet Transports Wide Body Jet Transports
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Aircraft Aircraft
Overall Length Overall Length
(m) (m)
Fuselage Fuselage
Width (m) Width (m)
Length / Width Length / Width
An-32 23.8 2.9 8.21
BAe Jetstream 41 18.25 1.98 9.22
Embraer EMB 120 18.73 2.28 8.21
SAAB 340B 19.73 2.31 8.54
Shorts 330-200 17.69 2.24 7.89
Regional Turboprops Regional Turboprops
Typical Aircraft Typical Aircraft
Fuselage Dimensions Fuselage Dimensions
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Local Layout Aspects Local Layout Aspects
Wing Wing -- Vertical Location Vertical Location
Compromise between aerodynamic, structural &
operational considerations also covered in
Configuration presentation.
Can occasionally be an over-riding configurational
issue, particularly regarding:
propeller ground clearance.
powerplant removal on V/STOL a/c.
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Wing Vertical Location Wing Vertical Location Aerodynamics Considerations Aerodynamics Considerations
Mid-wing position gives lowest interference drag, especially good for
supersonic a/c.
Top-mounted wing minimises trailing vortex drag, especially good for low-
speed a/c.
Low wing gives improved landing gear stowage & more usable flap area.
Local Local Layout Aspects Layout Aspects
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Local Layout Aspects Local Layout Aspects
Wing Vertical Location Structural Considerations
Primary wing structure should be continuous across fuselage
rules out use of mid-wing position when requirement
for single payload volume to occupy most of fuselage.
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Local Layout Aspects Local Layout Aspects
Wing - Vertical Location Operational Issues
Clearance & ground access
high wing best if using wing-mounted props.
also improved loading/unloading for freight a/c.
stores handling difficult if lower surface > 1.5 m above
ground.
Crashworthiness
low wing best for water evacuation.
high wing best for wheels-up landing.
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Local Layout Aspects Local Layout Aspects
Wing Wing -- Vertical Location Vertical Location Operational Issues (Cont.) Operational Issues (Cont.)
Landing gear
high wing gives long/heavy landing gear or fuselage
mount & retract into fairings.
Internal Cabin Layout
High wing gives headroom problems.
Low wing provides better freight capacity.
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Local Layout Aspects Local Layout Aspects
Wing Wing -- Vertical Location Vertical Location Summary of Applications Summary of Applications
High wing
Freight a/c, small prop-powered transport a/c, most single
engine light a/c, some combat a/c (especially if V/STOL),
unmanned a/c, flying boats, tilt wing/rotor a/c.
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Local Layout Aspects Local Layout Aspects
Wing Wing -- Vertical Location Vertical Location Summary of Applications (Cont.) Summary of Applications (Cont.)
Mid wing
High performance combat a/c, multi-deck large transport a/c, weapons
systems dedicated a/c with long internal bay.
Low wing
Most passenger transport a/c, some light single/twin engine trainers,
canard configured combat a/c.
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Fuselage Fuselage Local Layout Aspects Local Layout Aspects
Empennage Layout Empennage Layout Vertical Surface(s) Vertical Surface(s)
Single, central fin most common arrangement, positioned as far aft as
possible.
Sometimes ahead of horizontal tail on fighters & trainers to improve spin
recovery.
Twin fin arrangements used for:
twin boom fuselage layout a/c;
a/c with high stealth requirement;
freight a/c with large rear ramp loading door.
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Empennage Layout Empennage Layout Horizontal Surface Horizontal Surface
Efficiency affected by wing downwash, thus vertical location
relative to wing important.
Usually mounted higher than wing except on high wing design
or with small moment arm low tail can give ground clearance
problems.
Local Local Layout Aspects Layout Aspects
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Local Layout Aspects Local Layout Aspects
Canard Layout Canard Layout
Canard should be located higher than wing spacing is
critical design feature.
Sometimes just behind
cockpit, high on fuselage.
Or often in front though it
then obstructs pilots view.
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Local Layout Aspects Local Layout Aspects
Avionics & APU Avionics & APU
Including navigation, comms. & flight control/management
equipment.
Provision necessary for adequate volume in correct location
with ease of access.
Location of radar, aerials, etc also important
sensors often have to face forward/down in a/c nose.
long range search & early warning scanners sometimes
located on fuselage.
Auxiliary power unit (APU) commonly located at extreme
rear of fuselage on transport a/c.
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Local Layout Aspects Local Layout Aspects
E3 Sentry
E2 Hawkeye
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Local Layout Aspects Local Layout Aspects
Fuel
Not normally located within fuselage of passenger
transport a/c
exceptions are freight bay extended range tanks and
CG balancing tanks.
Many other a/c classes store fuel in fuselage.
Results in awkward-shaped tanks on high-performance
combat a/c.
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Local Layout Aspects Local Layout Aspects
Weapons Bay(s) Weapons Bay(s)
Disposable load should be
carried so that overall CG is
close to that of a/c as a whole.
Greater layout flexibility conferred if more than one
bay used:
may facilitate landing gear stowage;
reduced structural cut-out problems.
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Local Layout Aspects Local Layout Aspects
Gun Installation Gun Installation
Common on combat a/c.
Mounted in forward region of
a/c, adjacent to crew
compartment.
Major factor in nose layout,
especially when allowing for
ammunition stowage & spent
cartridge collection.
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A350XWB Nose Layout A350XWB Nose Layout
The cockpit fuselage section will be
constructed from aluminum lithium, with
Airbus deciding against adopting a one-
piece carbonfibre structure that it had
been evaluating previously.
A350 XWB chief engineer Gordon
McConnell said that the nose redesign
was made partly for improved
aerodynamics and also to enable the
overhead crew rest to be installed further
forward and eliminate any encroachment
in the passenger cabin. He adds that
strength requirements for birdstrike
protection were partly behind the
decision to adopt a metallic nose
structure. "If we went for a composite
structure we'd have to reinforce the area
above the cockpit with titanium which is
expensive," he says.
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A350XWB Nose Further Redesign A350XWB Nose Further Redesign
Emirates has become the first A350
customer to release images of the XWB
with the revamped nose and cockpit
window arrangement adopted by Airbus as
it refines the aircraft's design from the
original 2006 concept. The revised nose,
which dispenses with the dramatic four-
window panel layout illustrated on all
artists' impressions released of the A350 in
May 2008, was adopted last year when
Airbus decided to incorporate the A380's
nose structural design.
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A350XWB All Out of Direction A350XWB All Out of Direction
In June 2008 Airbus released computer-aided design model images of the
A350 that showed its latest thinking on the fuselage and nose shape. The
four windows panels are back in business. At this point and according to
Airbus the XWB's wing design was also further refined, among other
changes also incorporating a streamwise flap motion design to reduce drag
and seven-spoiler configuration instead of the six previously planned.
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Typical Nose Layouts Typical Nose Layouts
Single Seat Combat A/C Single Seat Combat A/C
Fairchild Republic A-10A Warthog
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Typical Nose Layouts Typical Nose Layouts
Single Seat Combat A/C Single Seat Combat A/C
McDonnell Douglas F-15A/C Eagle
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Nose Layout Nose Layout
Crew Accommodation Crew Accommodation
Twin Twin--Seat Combat & Trainer A/C Seat Combat & Trainer A/C
Tandem or side-by-side twin seating
arrangements possible:
Side-by-side has:
simpler layout, eased communications, wide fuselage,
increased drag, complicated ejection.
Tandem seating arrangement generally preferred.
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Typical Nose Layouts Typical Nose Layouts
Twin Twin--Seater Seater Combat A/C Combat A/C
Panavia Tornado Panavia Tornado
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Typical Nose Layouts Typical Nose Layouts
Twin Twin--Seater Combat A/C Seater Combat A/C
Blackburn Buccaneer
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Typical Nose Layouts Typical Nose Layouts Military Transport A/C Military Transport A/C
Lockheed C-130 Hercules
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Design Design constraints constraints
Nose landing-gear
housing
Room for flight
controls
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Landing gear compartment shall
accommodate both E-170 and E-190 wheel
and associate systems.
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Radome Radome
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Crew Accommodation Crew Accommodation
Civilian Passenger Transport A/C Civilian Passenger Transport A/C
Typical flight deck layout
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Typical Nose Layout: Boeing 747 Typical Nose Layout: Boeing 747
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C
D
Mach number
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Passengers & Baggage Passengers & Baggage
General Comments
Primary consideration regarding fuselage layout for civil
airliners.
Adequate provision required for passengers, baggage &
freight according to specification.
Cabin length & width mainly determined by passenger
& associated services.
Cross-section depth also influenced by accommodation
of standard containers.
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Passengers & Baggage Passengers & Baggage
General Comments (Cont.)
For typical subsonic single-deck airliner, passenger cabin
approximately 70% of total length.
Larger nose and tail length on supersonic airliner usable
cabin length approximately 55% of total.
Multi-deck arrangements (e.g. Boeing 747, Airbus A380)
introduce flexibility.
Once cross-section is fixed, different passenger
requirements met by stretching or shortening the fuselage.
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Passengers Preferences Passengers Preferences
Main concerns are comfort & safety.
Emotional aspects
As expected?
Aesthetically pleasing?
Feels friendly & safe?
Entertainment & boredom avoidance
In-seat entertainment.
Comfortable conversation possible.
Undisturbed reading, working, etc.
Eating & drinking.
Sleep & relaxation.
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Passengers Preferences (Cont.)
Physical aspects
Tidy?
Efficient air-conditioning?
Odour-free?
Quiet & vibration-free?
Non-smoking?
Cramped space?
Disturbance of & by others.
Carry-on baggage facility convenience.
Proper lighting
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Cabin Length Cabin Length
Determined by combination of:
Seat pitch, typically:
charter, 0.7 to 0.775 m
economy, 0.775 to 0.85 m
business, 0.9 to 0.95 m
first, 0.95 to 1.5 m
Galley floor area, typically 1 to 2 m by 0.7 m
Toilet floor area, typically 1 m by 1 m
Number of cross aisles
Number of passengers and distribution across cabin.
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Passengers & Baggage Passengers & Baggage
Seating & passenger layout considerations: Seating & passenger layout considerations:
Minimise passenger fore & aft movements to reduce
CG variations during flight.
Dispose passengers, baggage & freight equally
about nominal CG position.
Avoid seating in line with plane of propellers
(noise, psychology).
More space required for seats facing bulkheads.
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Passengers & Baggage (Cont.) Passengers & Baggage (Cont.)
Forward facing seats generally best.
Large number of small windows gives versatile viewing arrangement.
Doors required for passengers, galley access, toilet services, freight/baggage
stowage, emergency exits.
Overhead lockers for passengers light baggage.
Headroom minimum 1.8 m, 2.0 m in aisles.
Typical economy class requirements:
1 toilet per 40 to 50 pax.
1 galley per 60 to 120 pax.
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Cabin Width & Cross Cabin Width & Cross--Section Section
Shape mainly dictated by structural requirements for pressurisation.
circular best structurally but may give too much unusable
space above & below cabin.
problem overcome by using several inter-connecting circular
sections (mass penalty).
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Cabin Width & Cross Cabin Width & Cross--Section Section
Commuter Airplanes Cabins Commuter Airplanes Cabins
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Cabin Width & Cabin Width &
Cross Cross--Section (Cont.) Section (Cont.)
Size should be small enough to reduce mass &
drag but big enough to provide passenger
comfort.
Main decision is choice of number of seats
across a/c and consequential aisle arrangement.
Need to provide headroom for passengers next
to wall sometimes constrains shape & moves
seat position inwards from edge of floor.
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Cabin Width & Cabin Width &
Cross Cross--Section (Cont.) Section (Cont.)
Seat arrangements Seat arrangements
Seat widths (typically):
charter, 0.4 to 0.42 m
economy, 0.475 to 0.525 m
business, 0.575 to 0.625 m
first, 0.625 to 0.7 m
Many seating possibilities but passenger should
be no more than 2 seats away from aisle.
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Cabin Width & Cross Cabin Width & Cross--Section (Cont.) Section (Cont.)
Aisle width typically:
economy, 0.4 to 0.5 m
first, > 0.6 m
Possibilities include:
2/2, 3/3, 2/3/2, 2/4/2,
2/5/2, 3/4/3, 3/5/3
Boeing 777 possibilities
Seating arrangements (cont.) Seating arrangements (cont.)
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Cabin Length (Cont.) Cabin Length (Cont.)
Typical split of classes:
8% first, 13% business, 79% economy
Extra flip-up seats also required for cabin attendants
in vicinity of emergency doors/exits, typically;
economy, 1 per 30 to 40 pax
business, 1 per 20 to 25 pax
first, 1 per 10 to 15 pax.
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Cabin Width Estimation Cabin Width Estimation
Internal width for economy seating approximately:
[0.5 p + 0.55 a] m,
where:
p = number of seats across cabin
a = number of aisles
External cross-section estimation
Maximum external width includes allowance for trim &
structure, typically 0.2 to 0.3 m added to cabin width.
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Cabin Length Estimation Cabin Length Estimation
Total length in any given unit of accommodation for single Total length in any given unit of accommodation for single
deck layout approximately deck layout approximately
[(P/p +g) s + t + 0.8 w] m, where:
P = total number of passengers in unit
p = number of seats across cabin width
g = number of galleys across length
s = seat pitch (m)
t = number of toilets across length
w = number of cross aisles
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Fuselage Fineness Ratio Fuselage Fineness Ratio
Depends on choice of seating layout, i.e. number
of seats across width and number of rows.
Should typically aim for a subsonic fineness ratio
of about 9 (see above):
lower values give drag penalty
higher values give dynamic instability and
reduces future stretch potnential.
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Fuselage Fineness Ratio (Cont.) Fuselage Fineness Ratio (Cont.)
Effect of cabin layout Effect of cabin layout
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Fuselage Fuselage Mass Estimation Mass Estimation
Transport Aircraft Transport Aircraft
where
and
w
f
= fuselage width (ft)
h
f
= fuselage height (ft)
l
n
= tail arm of the horizontal tail (ft)
V
D
= dive speed (knots)
(weight provided in lb)
(ft
2
)
f
f
f
w
L
=
|
|
.
|

\
|
+
|
|
.
|

\
|
=
2
3 / 2
f f
1
1
2
- 1 L D
f f
gs f
S

t
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Fuselage Fuselage Mass Estimation Mass Estimation
Fighter Plane Fighter Plane
where
l
f
= fuselage length (ft)
h
f
= fuselage height (ft)
W
TO
= takeoff weight (lb)
(weight provided in lb)
(ft
2
)
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Innovative Cabin Layout Innovative Cabin Layout
Patented Diagonal Seating Patented Diagonal Seating
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Innovative Cabin Layout Innovative Cabin Layout
The Sky is the Limit for Fantasy The Sky is the Limit for Fantasy
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Baggage & Freight Baggage & Freight
Typical baggage provision is 16~20 kg per
passenger (density approximately 160 kg/m
3
).
This is in addition to personal items placed in
overhead (or sometimes side) lockers.
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Baggage & Freight (Cont.) Baggage & Freight (Cont.)
Usual arrangement is to carry passengers baggage
plus freight, loaded in standard LD containers
and located in under-floor freight holds.
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Baggage & Freight (Cont.) Baggage & Freight (Cont.)
Hold usually split into separate fore and aft areas,
divided by wing carry-through structure.
Boeing 767
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Baggage & Freight (Cont.) Baggage & Freight (Cont.)
Sometimes freight & passengers accommodated in
main cabin in separate sections (combi)
needs large freight access door.
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1995
Same
ERJ 145
front
fuselage
Employ ERJ 145 fuselage sections
EMBRAER 170 EMBRAER 170
A ) DERIVAO DO ERJ 145, ALARGANDO-SE AS PARTES CILNDRICAS DA FUSELAGEM :
B ) FUSELAGEM 4-ABREAST CIRCULAR, MOTORES NA FUSELAGEM, ASA DERIVADA DO ERJ 145 :
EMBRAER 170 EMBRAER 170
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Same front fuselage from older versions (reduce costs)
Airbus concept for the A380 Airliner (year 2000) Airbus concept for the A380 Airliner (year 2000)
No wingtips
Two A-300 fuselage sections joined by plain segments
Drawback: any
door in this
region is costly
to manufacture
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Dornier 228 Dornier 228
Dornier 328Jet Dornier 328Jet
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Fuselage Aerodynamics Fuselage Aerodynamics
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Typical Flow Pattern Typical Flow Pattern
Fuselage Aerodynamics Fuselage Aerodynamics
Here is not a good location for probes
Upwash caused by the wing
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Goals Goals
Aim is to achieve reasonably streamlined form together with
minimum surface area to meet required internal volume.
Both drag and mass heavily influenced by surface area.
Require absence of steps and minimum number of
excrescences.
Fundamental differences between subsonic and supersonic
applications.
Concerned with: cross-section shape, nose shape & length,
tail shape/length, overall length.
Fuselage Aerodynamics Fuselage Aerodynamics
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Should not be unduly bluff.
Local changes in cross-section needed
to accommodate windscreen panels.
Windscreen angle involves compromise
between aerodynamics, bird-strike,
reflection and visibility requirements.
Windscreen panel sizes should be less
than 0.5 m
2
each.
Shape of the Nose Shape of the Nose
Fuselage Aerodynamics Fuselage Aerodynamics
104
Starting point for front fuselage
layout is often satisfactory position
for pilots eye.
Reasonable nose length is about:
1.1 to 2.0 x fuselage diameter
(subsonic).
4 x fuselage diameter
(supersonic).
Fuselage Aerodynamics Fuselage Aerodynamics
Shape of the Nose (Cont.) Shape of the Nose (Cont.)
105
Subsonic
Fuselage Aerodynamics Fuselage Aerodynamics
106
Example of Fuselage Design Example of Fuselage Design
Armstrong Whitworth 650 Argosy Armstrong Whitworth 650 Argosy
Vortex Generators to reattach the flow
107
The aircraft
flies in the
transonic
regime
108
Experiment
Transonic
Shock wave causes flow separation in
this region. Vortex generators fix
problem. However, shock wave
remains causing drag and
considerable.
109
Mach number contours
Navier-Stokes Simulation
M

= 0.85
110
Shock causes flow
separation
111
Flow
separation
CBA CBA--123 123
112
113
No flow stagnation at the
windshield-nose junction
Mach = 0.80
Euler Calculations
114
Mach = 0.85
Weak shock wave with no flow separation
115
116
Center Fuselage & Overall Length
Subsonic Aircraft
Theoretically minimum drag for streamlined body with fineness
ratio (length/diameter) of 3.
In reality, typical value is around 10, due to:
need to utilise internal volume efficiently.
requirement for sufficiently large moment arm for
stability/control purposes.
suitable placement of overall CG.
Fuselage Aerodynamics Fuselage Aerodynamics
117
Constant cross-section
preferable for optimized
volume utilization and ease of
manufacture.
Not too critical
aerodynamically, but should:
avoid sharp corners;
provide fairings for
protuberances
Fuselage Aerodynamics Fuselage Aerodynamics
Cross section Shape for Subsonic A/C Cross section Shape for Subsonic A/C
118
Fuselage Aerodynamics Fuselage Aerodynamics
Supersonic Aircraft Supersonic Aircraft
Overall length/diameter ratio very important because
of wave drag problems typically around 20.
119
Area-ruling needed to:
reduce wave drag;
increase critical Mach number (M
crit
)
Combined wing/fuselage section area should vary smoothly
along length.
Fuselage Aerodynamics Fuselage Aerodynamics
Cross section Shape for Supersonic A/C Cross section Shape for Supersonic A/C
120
Tail Shape Tail Shape
Smooth change in section required, from maximum
section area to ideally zero.
Minimisation of base area especially important for
transonic/supersonic a/c.
Typical tail section lengths are:
2.5 to 3.0 x diameter (subsonic)
6 to 7 x diameter (supersonic)
Fuselage Aerodynamics Fuselage Aerodynamics
Tail Shape Tail Shape
121
Important parameter for determining tail
upsweep angle is ground clearance required for
take-off and landing rotation.
Typically 12
o
to 15
o
.
Tail Tail Shape Shape
Fuselage Aerodynamics Fuselage Aerodynamics
Pylon
Engine Pylon
Axed Configuration
For the ERJ-145 Airliner
+ Fluent
Wind Tunnel
123
Upsweep angle can be a particular design problem for
transport a/c with large rear ramp loading doors (up to 25
o
).
Tail Tail Shape Shape
Fuselage Aerodynamics Fuselage Aerodynamics
124
Avoid flow separation and improve rudder effectiveness
Fuselage Aerodynamics Fuselage Aerodynamics
Mutual interference Mutual interference
125
Fuselage Fuselage Local Layout Aspects Local Layout Aspects
Strakes
Stablets
EMB EMB--145SA 145SA
Solving Poor Dutch Solving Poor Dutch--Roll Behavior Caused by Antenna Instalation Roll Behavior Caused by Antenna Instalation
Fuselage Aerodynamics Fuselage Aerodynamics