Figure 4.11. Wing span versus wing-loading and aspect ratio

4.5.7 Wing Loading versus Aircraft Span

Figure 4.11 substantiates Equation 3.43 in Section 3.20.1, which states that the growth of the wing span is associated with the growth in wing loading.

With steady improvements in new-material properties, miniaturization of equipment, and better fuel economy, wing span is increasing with the introduction of bigger aircraft (e.g., Airbus 380). Growth in size results in a wing root thickness large enough to encompass the fuselage depth when a BWB configuration becomes an attractive proposition for large-capacity aircraft. Although technically feasible, it awaits market readiness, especially from the ground-handling perspective at airports.

The aspect ratio shows a scattering trend. In the same wing-span class, the aspect ratio could be increased with advanced technology but it is restricted by the increase in wing load. Current technology provides for an aspect ratio from 8 to 14.

4.6 Civil Aircraft Component Geometries

Previous sections discussed statistical relationships of weight and geometries for a complete aircraft. Section 2.4.1 provides familiarization with typical civil aircraft and its components. The next level of information pertains to the aircraft component geometries available, as building blocks, to shape a new aircraft. There is a wide range of options available from which to choose. The choices are not arbitrary – definite reasons are associated with the choices made (see Chapter 6). This section provides pertinent information on the fuselage, wing, empennage, and nacelle groups, which are required to configure civil aircraft designs.

1.Fuselage Group. This is concerned with shaping and sizing of the fuselage, from where the civil aircraft configuration exercise begins. Related information ascertains seating arrangement, comfort level, and cabin width to accommodate