Conceptual Design Review

1. Conceptual Design Review • N.E.R.D. • New Environmentally Responsible Design Dean Jones Dustin Souza Anthony Malito Ricardo Mosqueda Alex Fickes Keyur Patel Matt Dienhart Danielle Woehrle NayanapriyaBohidar

2. Outline • Project Mission and Target Market • Design Mission and Requirements • Walk-around • Sizing code Description • Carpet Plots • Aircraft Description • Aerodynamic details • Performance • Propulsion • Structures • Weights and Balance • Stability and Control • Noise • Cost • Summary

3. Project Mission • Mission Statement • “To design an environmentally responsible aircraft for the twin aisle commercial transport market with a capacity of 300+ passengers, NASA’s N+2 capabilities, and an entry date of 2020-2025.” • NASA’s N+2 technology requirements include: 1. Reducing cumulative noise by 42dB below Stage 4 2. Reducing take-off and landing NOx emissions to 75% below CAEP6 levels 3. Reducing fuel burn by 50% relative to “large twin-aisle performance” (777-200LR) 4. Reducing field length by 50% relative to the large twin-aisle

4. Target Market • Mission Statement • A high-capacity, short- to medium-haul aircraft • Primarily servicing Asia-South Pacific region

5. Target Market

6. Design Mission • Design Mission • 400 Passengers • 4,000 nmi Range (Honolulu, HI to Osaka, Japan: 4,000nmi) 6500 ft 6500 ft

7. Design Requirements

8. Walk-Around *Liebeck, R.H., “Design of the Blended Wing Body.” The Boeing company, 01/02/2004, Web, 20/04/2011

9. Design Parameters

10. Technologies

11. Aircraft Sizing • Best Description of Sizing Code • Uses Matlab script provided that iterates for an initial TOGW to a converged value • Uses inputs from trade studies and calculates aircraft geometry and thrust requirements • Incorporates component weight and drag buildup technique • Aircraft is treated as a complete wing for drag buildup. but broken up into centerbody, aft and wing for weight buildup

12. Aircraft Sizing • Fixed Design Parameter Values

13. Aircraft Sizing • Modeling Approaches • Weight Equations: Raymer’s Transport equations + NASA Sizing Methodology for the Conceptual Design of BWB, by Kevin R. Bradley • Wfuse = 5.698865*0.316422(TOGW)0.16652(Scabin)1.061158 • Waft = (1 + 0.05*NEng)*0.53*Saft*(TOGW)0.2*(λaft + 0.5)

14. Aircraft Sizing • Modeling Approaches (contd.) • Drag prediction equations: Raymer’s component drag buildup method using a transonic Re cutoff, flat plate skin friction coefficient and component form factors. • Tail sizing: Raymer’s equations + cross-wind and one-engine out conditions

15. Aircraft Sizing • Modeling Approaches (contd.) • Engine deck using Raymer’s equations and optimized T/W

16. Aircraft Sizing • Modeling Assumptions • From new technologies

17. Aircraft Sizing • Validation • Using current aircraft in the industry

18. Carpet Plot Constraints

19. Carpet Plot

20. Carpet Plot Results

21. Aircraft Description

22. Aircraft Description • 400 Passengers • 1-Class configuration

23. Aerodynamic Design Details • Difficult to put flaps on a HWB design • must make due with leading edge high-lift devices • Choose airfoils with high camber/high CLmax • To reduce fuel burn, airfoil should offer minimum drag • Laminar flow airfoils (eg. NACA 6-series) • Smooth fabrication to reduce skin friction • Airfoil thickness chosen with respect to laminar flow properties and structural considerations • HWB must fit entire cabin volume within the wing section • t/c >14% desirable for good performance (gradual stall) • Design lift coefficient is a function of wing loading

24. Aerodynamic Design Details

25. Aerodynamic Design Details

26. Performance • V-n diagram with gust loading

27. Performance • Performance Summary

28. Propulsion • Geared Turbofan Engine • Cycle Type: High-bypass turbofan • By-pass Ratio: 15:1 • SLS Thrust: 39110 lbs. • Overall Pressure Ratio: 50:1 • Fan Pressure Ratio: 3:1 • Stage Count: 1-G-3-8-2-3

29. Propulsion • Engine Size & Assumptions • Length = 15.99 ft Diameter = 9.14 ft Weight = 7223.35 lbs. • Smaller in length due to less stages • Less maintenance due to fewer stages • Negligible losses upon installation, on top mounting and no integration into airframe. • -20 decibels below Stage 4 • 15% Reduction on fuel consumption • Less air needed to cool the turbine • 75% Reduction in NOx emissions

30. Propulsion • Engine Performance

31. Propulsion • Engine Performance (cont’d)

32. Structures • Center spars in pressurized vessels separate cargo area from passenger seating area. Vertical stabilizers Spars Landing gear Ribs

33. Structures Composites with conductive layers Aluminum Titanium Carbon Fiber Reinforced Plastic Copper-aluminum-zinc alloy (SMAs)* *Barbarino, Silvestro, “Morphing trailing edges with shape memory alloy rods”, 21st International Conference on Adaptive Structures and Technologies, Oct 4th 2010, Web, 20/04/2011

34. Material Justification • Composites with conductive layers • This is used as the skin of the aircraft. Incorporates potential for lightning strikes with conductive layers. • Aluminum • Placed at leading edges due to higher heat resistance as compared to composites and less prone to damage on impact. • Titanium • Used in landing gear, for high strength • Carbon Fiber Reinforced Plastic • Used on ribs, spars and stringers because of high strength-to-weight ratio • Copper-Aluminum-Zinc Alloy (Smart Material Alloy) • Used in the morphing trailing edges. They are able to sustain external loads while allowing controlled shape modification

35. Weights & Balance • Free Body Diagram

36. Weights & Balance • Load Routing

37. Weights & Balance • Empty Weight Breakdown

38. Weights & Balance • Center of Gravity Location

39. Stability & Control • Lateral trim for one engine out @ V = 1.1Vstall • Rudder deflection angle δ = 16 degrees • Cross wind landing condition @ V = .2 VTO • Sideslip angle β = 5 degree

40. Noise • Approach • Choose baseline engine • Adjust engine PNdB level based on: • Distance • Maximum thrust • Partial throttle • Engine technologies • Calculate airframe noise for landing • Function of aircraft weight

41. Noise • Baseline Engine Noise Level Breakdown

42. Noise • FAR Noise Thresholds & Design Noise Level

43. Cost Analysis • Estimated Development and Manufacturing Cost • Estimated number of aircraft in production run • Approximately 400 airplanes for the first 5 years due to the learning curve • Targeting production of 2000 aircrafts in the production run • Estimated Direct Operating Cost

44. Cost Analysis • DOC + I Method • Fuel Cost • Flight Deck Crew Cost • Airframe Maintenance Cost • Engine Maintenance Cost • Depreciation • Interest • Insurance

45. Cost Analysis • Method Used (Production and Manufacturing Cost) • Using a modified version of Raymer’s Eq. 18.9 for airframe and • Pay (Rx) were changed to 2011 dollars from 1999 dollar by accounting for inflation • The hours were also adjusted for based on the production complexity • Using Raymer’s Equation 18.8 for engine cost • Tmaxof 39110 lbs was obtained from the sizing code while Mmax, and Tturbineinletwere assumed to be 0.85 and 2560 R, respectively

46. Summary

47. Compliance Matrix

48. Summary Future Work • NOx Prediction • Structural Refinement • Design & Development Work