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Environmentally Responsible Aircraft (ERA) Design Review

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  1. Systems Design Review Presentation Joe Appel Todd Beeby Julie Douglas KonradHabina Katie Irgens Jon Linsenmann David Lynch Dustin Truesdell

  2. Outline • Mission statement • Design requirements • Concept generation and selected concepts • Technology and effects • Engine sizing and technology • Constraint diagrams • Sizing code • Stability, CoG and Tail Sizing • Summary of aircraft concepts • Next Steps

  3. Mission Statement • Design an Environmentally Responsible Aircraft (ERA) that lowers noise, minimizes emissions, and reduces fuel burn • Utilize new technology to develop a competitive medium-size aircraft that meets the demands of transportation for continental market • Deliver a business plan focusing on capitalizing on growing markets • Submit final design to NASA ERA College Student Challenge

  4. Major Design Requirements • NASA ERA Goals Large twin aisle reference configuration = Boeing 777-200LR

  5. Major Design Requirements • Market Goals • 200 passengers • Intra - Continental Range • 3200 Nautical Miles • Operability • Maintenance • Turnaround time • Production and operating costs

  6. Design Process • Concept Generation • Created functional flow block diagram • Brainstormed design features • Assembled morphological matrix • Designed 8 initial concepts • Two rounds of Pugh's method

  7. Concept Generation & Selection – Initial Concepts

  8. Selected Concepts: Concept 1

  9. Concept 1

  10. Concept 1: Cabin Layout

  11. Concept 2

  12. Concept 2

  13. Concept 2: Cabin Layout

  14. Technologies • Concept 1: • “Double bubble” fuselage • C - wing • Aft mounted engines • Concept 2: • High wing • Under wing engines • High aspect ratio wing

  15. Technologies • On both concepts • Laminar flow • Composite Materials Courtesy NASA

  16. Technology Effects • Double Bubble Fuselage • 19% fuel burn reduction, 15 min load/unload time reduction, pressurization difficulties • C – wing • 11% reduction in induced drag, increased wing weight • Aft mounted engines • 16 % fuel burn reduction, 5db noise reduction, maintenance issues

  17. Technology Effects • High Wing • Allows for GTF to be fixed in under wing configuration • Under Wing Engines • No increase in maintenance time or cost • High AR Wing • 1% increase in span = 1.7% decrease in induced drag • Laminar Flow • 25% laminar flow on wing = 25% reduction in parasite drag, no leading edge devices limits slow speed ability

  18. Technology Effects • Composite Materials • Fiber Laminate Core(FLC) reduces over 40% directional strength, 15% lower density then Al • Alcoa Wing Box, 20% wing weight reduction Photos courtesy of ALCOA

  19. Engine Selection • The Geared Turbo Fan (GTF) • Pros -Fuel economy-up to 15% savings • Noise-max of10dB reduction • Emissions –surpass CAEP/6 by 50% for NOx • Cons -Maintenance costs for gearbox http://www.aric.or.kr/trend/history/images/propellant/pw_geared_turbofan.jpg

  20. Engine Sizing • Modeling the baseline engine to the GEnx-1B64 • Modeled engine features: Weight=11,900 lbs; T:W=4.951; BPR=10; Pressure ratio 20:1 • Genx-1B64 features: Weight=12822 lbs ; T:W=5.21; BPR=19/2; Pressure ratio 23:1 Courtesy GE Aircraft Engines

  21. Engine Technology Effects • Cheverons-Improved exhaust and bypass air mixing reducing engine exhaust noise by 3 dB • Soft Vanes-Reduce fan noise by 1-2 dB by reducing unsteady pressure response on stator surface. http://memagazine.asme.org/articles/2006/november/Put_Nozzle.cfm Assessment of soft vane and metal foam engine noise reduction concepts-NASA Glenn

  22. Major Performance Constraints • Top of Climb: • Alt = 42,000 ft, Mach = 0.75 • 2-G Maneuver: • Alt = 10,000 ft, V = 250 Kts, • Landing Braking Ground Roll @ High-Hot Cond. : • Length = 4000 ft, (Alt = 5000 ft, T = +15 F) • Takeoff Accel. Ground Roll @ High-Hot Cond. : • Length = 2000 ft • Second Segment Climb @ High-Hot Cond.: • 1 engine out, FAA min. climb gradient (2.4%)

  23. Basic Assumptions • Concept 1 – Double Bubble • Concept 2 – High Wing

  24. Constraint Diagram: Concept 1 Tsl/W0 = 0.29 (lbf/lb) W0/S = 103 (lbs/ft2)

  25. Constraint Diagram: Concept 2 Tsl/W0 = 0.26 (lbf/lb) W0/S = 84 (lb/ft2)

  26. Trade Studies • Aspect Ratio • Varied aspect ratio between 9 & 20 • Mach Number • Target performance specifications yielded a mach number of 0.75 • Sweep • Researched the effects of sweep between 0 ° & 35° on both concepts and chose appropriate sweep angles

  27. Aircraft Design Mission 3 Norange descent CruiseClimb Loiter (30 min) Loiter (30 min) 2 6 7 No range descent Climb 32000 ft Climb 4’ 5’ 0 Attempt to Land 5 9 1 4 8 Taxi & takeoff Land Land 6800 ft Range: 3200 nmi 4950 ft Fuel Reserves

  28. Code Status Current Status Validated Code for Boeing 757-200 and 767-200ER Split up sizing code into weight and drag components Location of center of gravity for Hybrid Concepts Validation using similar a/c: Boeing 757-200 TOGW = 255000 lb, OEW = 127000 lb, Wfuel = 74510 lb

  29. Basic Assumptions • Concept 1 – Double Bubble • Concept 2 – High Wing

  30. Sizing Approach • Empty Weight • Statistical equations for components from Raymer Text • Weights added to Payload & Fuel to estimate TOGW • If fuel weight isn’t sufficient, weights adjusted (iteration) • Fuel Weight • Segment fuel fractions using Range and Endurance eqns • Drag • Component drag build-up • Parasite, for each exposed aircraft component • Induced, for wing and tail surfaces • Wave, neglected for cruse Mach ~ 0.75

  31. Concept Descriptions • Concept 1 – Double Bubble • Concept 2 – High Wing

  32. Component Weight Breakdown Double Bubble High Wing

  33. Sizing Output Double Bubble High Wing

  34. Center of Gravity • Concept 1 – Double Bubble Static Margin = -20 a.c. 93’ c.g. 73’ Datum 65’ 69’ 122’ 125’ 130’

  35. Center of Gravity • Concept 2 – High Wing Static Margin = -18 a.c. @ 88’ Datum c.g. @ 70’ 56’ 69’ 75’ 145’ 150’

  36. Tail Sizing • Relate wing aspects to tail • Wing yaw moments countered by wing span • Pitching moments counted by wing mean chord • Correlate using volume coefficients • Equations 6.28 & 6.29 from Raymer

  37. Concept 1: Exterior 15.6’ 130’ 160’ 20’

  38. Concept 1: Interior • Cabin height = 7ft 2in

  39. Concept 1: LOPA

  40. Concept 2: Exterior 17.8’ 150’ 231’ 17.5’

  41. Concept 2: Interior • Cabin height = 7ft 2in

  42. Concept 2: LOPA

  43. Compliance Matrix

  44. Next Steps • Drag component build up • Carpet plots and more in-depth trade studies • C.G. travel diagram • Additional technology integration • Improve engine model accuracy

  45. On a scale of one to ten,

  46. Concept Generation & Selection • House of Quality

  47. AppendixMorphological Matrix

  48. AppendixPugh’s Method

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