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TEAM PARADIGM 6SYSTEM DEFINITION REVIEW

Farah AbdullahStephen AdamsNoor Emir Anuar

Paul DavisZherui Guo

Steve McCabeZack MeansMizuki Wada

Askar Yessirkepov

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Presentation Overview Missions Review

Mission Statement Design Mission and Typical Operating

Mission Compliance Matrix

Concept Generation & Selection Overview Initial Concepts Selected Concepts

Cabin Layout Configuration and Dimension Process of Cabin Layout Seats Selection Layout Concepts QFD and Trend Study

Advanced Technologies Technologies Under Consideration Technologies’ Impacts

Engine / Propulsion◦ Engine Concept

◦ Engine Sizing

Constraint Analysis◦ W0/S, T/W0 estimates

◦ Compliance Matrix

Sizing Code◦ Current Status

◦ Validation of Code

◦ TOGW Estimates

Stability and Control Estimates◦ Location of c.g.

◦ Static Margin Estimates

◦ Tail Sizing Approach

Summary and Next Steps

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Mission Statement

Implement advanced technologies to design a future large commercial airliner (200 passenger minimum) that simultaneously addresses all of the N+2 goals for noise, emissions and fuel burn as set forth by NASA.

Use market driven parameters to design a realistic and desirable aircraft.

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Design Mission

Max design range : 6500nm Covers weather issues

Max capacity : 250 passengers Max cruise Mach : 0.85 Cruise Altitude : 35000ft

Taxi and take off

Climb

Cruise

Land and taxi

Missed approach

2nd Climb

Divert to alternate

Loiter(25min.)

Loiter(25 min.)

Land and taxi

1 2

3

4

5

6 7

8

9

10

11

12

Designed Range

6000nm

Dubai New York 200nm

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1-7 : Basic Mission7-13: Reserve Segment

•Satisfy FAA requirement of min. 45 min additional cruise for night time flights

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Typical Operating Mission

Mission Range: 2400nm Max capacity : 300 passengers Max cruise Mach : 0.85 Cruise Altitude : 30000ft

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Taxi and take off

Climb

Cruise

Land and taxi

Missed approach

2nd Climb

Divert to alternate

Loiter(25min.)

Loiter(25 min.)

Land and taxi

1 2

3

4

5

6 7

8

9

10

11

12

Designed Range

2400nm

Seattle

Miami 100nm

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1-7 : Basic Mission7-13: Reserve Segment

•High Capacity Medium Haul Aircraft

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Compliance Matrix

Reference (B777—200)

Target Threshold(Phase 1)

Threshold(Phase 2)

Noise Levels 272 dB cum. 230 dB (-42dB) 246 dB (-20 dB) 246 dB (-20 dB)

LTO NOx Emissions

26 kg/LTO6.5 kg/LTO (-

75%)13 kg/LTO (-

50%)13 kg/LTO (-

50%)

Fuel Burn 2800 kg/hr1400 kg/hr (-

50%)1820 kg/hr (-

35%)1820 kg/hr (-

35%)

TO Field Length

8250-10000 ft4125-5000 ft (-

50%)4500-5500 ft 4500-5500 ft

Max Payload Range

6560 nmi 6560 nmi 6000 nmi 6500 nmi

Cruise Mach0.85 @ 35,000

ft0.85 @ 35,000

ft0.75 @ 35,000

ft0.8 @ 35,000 ft

Passengers 305 270 >200 250

http://www.airbus.com/fileadmin/media_gallery/files/tech_data/AC/AC_A320_01092010.pdf

http://www.airliners.net/aircraft-data/stats.main?id=103

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• Overview of Process• Initial Concepts• Selected Concepts

Concept Generation & Selection

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Outline of Concept Generation

Morphological Matrix

Brainstorming

1st Round Pugh’s Method

Discussions of Pugh Method Results

2nd Round Pugh’s Method

Final Cabin Layout

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Morphological Matrix

Concept Generation

Brainstorming Ideas

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Pugh’s Method

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Pugh’s Method

Results were not conclusive Need to do more top level analysis to

shortlist candidate concepts Concentrate on NASA ERA N+2 goals in

detail

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2nd Round Pugh’s Method

Selected Concepts

Using Pugh’s Method, the best two concepts were selected for detailed analysis

Concept 1 Concept 2

U-TailEngines over tail

Blended Wing Body(Generic BWB, detailed analysis will be performed later)

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Concept 1

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Concept 1 – Cabin Layout

Wing BoxLD2

Economy Class Seating

Business Class Seating

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Concept 2

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•Process of Cabin Layout•Seats selection•Layout Concepts•QFD and Trend Study

Cabin Layout Configuration & Dimension

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Input (#pax, #class, and #aisle)

Define Seating Size

Layout Concepts

Trend Study and Comparison

Final Cabin Layout

Process of Cabin Layout

Cabin Layout Requirements

Maximum 250 passengers 2 class (40 business & 210 economy)

2 crews for business 7 crews for economy

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Width 17.5 inch 21 inch

Pitch 31 inch 50 inch

Seats selection

<http://www.extend-its.com/seatsize.htm>

Airline Coach Seat Sizes (Economy)

Economy Business

22 1 aisle

Layout Concepts

2 aisles

Fuselage width=WFuselage length=L

W:117in. (2.97m)

L: 2876in.

(73.04m)

W:137in. (3.48m)

L: 2384in.

(60.57m)

W:178in. (4.52m)

L: 2068in.

(52.52m)

W:198in. (5.03m)

L: 1862in.

(47.31m)

W:219in. (5.56m)

L: 1739in.

(44.16m)

W:259in. (6.58m)

L: 1483in.

(37.68m)

2 - 2

2 - 3

2 – 2 - 2

2 – 3 - 2

2 – 4 - 2

2 – 5 - 2

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Trend Study and Comparison

1aisle 2-2

1aisle 3-2

2aisle 2-2-2

2aisle 2-3-2

2aisle 2-4-2

2aisle 3-4-3

2.25E+05 2.30E+05 2.35E+05 2.40E+05 2.45E+05

TOGW (lb)

1aisle 2-2

1aisle 3-2

2aisle 2-2-2

2aisle 2-3-2

2aisle 2-4-2

2aisle 3-4-3

0.0440 0.0460 0.0480 0.0500 0.0520 0.0540

CD0

1aisle 2-2

1aisle 3-2

2aisle 2-2-2

2aisle 2-3-2

2aisle 2-4-2

2aisle 3-4-3

0.3100 0.3150 0.3200 0.3250 0.3300 0.3350

T/W0

1aisle 2-2

1aisle 3-2

2aisle 2-2-2

2aisle 2-3-2

2aisle 2-4-2

2aisle 3-4-3

91.0 92.0 93.0 94.0 95.0 96.0 97.0 98.0

W0/S

24 Concept1

Final Cabin Layout and Dimensions

Pitch=31in. (Economy)

(pitch=50in. for business) Width=193in.

(5.03m) ≈1456.69in. (37m) (total fuselage=1862in. (47.31m)

25 Concept2: Initial layout

Final Cabin Layout and Dimensions

2 separated business class

4 divided compartments for

economy class

Further study is needed to

optimize the cabin layout

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•Technologies Under Consideration•Technologies’ Impacts

Advanced Technologies

Noise reduction

Propulsion Airframe Aeroacoustics

Leading Edge High-Lift device

modification

Perforated Landing Gear Fairings

Airframe Noise Shielding

Ultra-high bypass geared turbofan

engine

Fuel burn and NOx reduction

Active Engine Control

Laminar Flow Control

Gas Foil Bearings

All-Composite Fuselage

Ultra-high bypass geared turbofan

engine

Technology/ Advanced Concept

TRL 6+ Now TRL 6+ by 2020 Fuel Burn NOx Noise Other Benefits

Active Engine Control Yes Yes Up to 1%

ReductionUp to 1% Reduction N/A Longer on-wing

life

Gas Foil (“oil-free”) Bearings in

high-bypass turbofan engines

No Yes -3.05% Fuel Burn Up to 3.05% Reduction N/A

Safer, more reliable than

current

Composite Fuselage Yes Yes Up to 2%

ReductionUp to 2% Reduction N/A stronger, less

parts, longer life

Laminar Flow Control No Yes -28.2% fuel burn Up to 25%

Reduction Up to 1 dB reduction Reduce drag

Leading Edge High-lift Device

ModificationNo Yes Up to1% increase Up to1% increase Up to 1 dB

reductionIncrease Lift generation

Ultra High-Bypass Geared Turbofan

EngineNo Yes -20% fuel burn -50% emissions Stage 4 – 20DB N/A

Propulsion Airframe Aero

acousticsYes Yes Up to1% increase Up to 1%

increase -1.1 to -4 dB N/A

Perforated Landing Gear

FairingsYes Yes Up to1% increase Up to 1%

increase -3db to -4db Reduce Turbulence

Airframe Noise Shielding Yes Yes Up to1% increase Up to1% increase -15 to -20 dB N/A

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•Engine Concept•Engine Sizing

Engine / Propulsion

Engine/Propulsion

Engine under consideration: Geared Turbofan

Less noise Less NOx emissions Less SFC Direct-drive lighter than Geared

Table: Turbofan engines currently in market

Table: Geared turbofan experiment

Aircraft Engine type Thrust at SL(lb) SFC Max. Pressure Ratio Bypass Ratio

B767-200ER CF6-80A 48,000-50,000 0.355 - 0.357 27.3 - 28.4 4.59 - 4.66

A310-200 CF6-80C2 52,500 - 63,500 0.307 - 0.344 27.1 - 31.8 5 - 5.31

JT9D 48,000 - 56,000 23.4 - 26.7 5

Gear TypeExhaust

type Tsls (lb)Fan Diameter

(in)Pressure

RatioBypass Ratio

Takeoff Pressure Ratio

Reverse Thrust (%)

Geared Mixed 39800 91.9 1.55 8.4/8.6 38/36 48-55Direct Mixed 34800 78.9 1.71 6.1/6.3 38/36 43-50

Engine Specifications

Sizing

Using equations from Raymer “Rubber” engine

Tsls = [W0*(T/W0)]/neng

Sizing factor SF=Tsls/(Tsls)base

L=Lbase(SF)0.4

D=Dbase(SF)0.5

W=Wbase(SF)1.1

SFC=(SFC)base(SF)-0.1

Same with emissions

Tech. Factors

Different Fuels Chevron Nozzle Fuel Flow Control Engine types

Direct Drive Vs. Geared Unducted Turbofan Turboprop

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•Performance Constraints•W0/S, T/W0 estimates•Trade Studies•Compliance Matrix

Constraint Diagrams

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Major Performance Constraints Noise Level Fuel Economy Takeoff Ground Roll Landing Ground Roll NOx Emissions Service Ceiling/Cruise Mach Passenger Count > 200

From Compliance Matrix

Constraint Diagram Parameters top of climb (1g steady, level flight, M =

0.8 @ h=40K, service ceiling) sustained subsonic 2g manuever, 250kts

@ h =10K takeoff ground roll 6000 ft @ h = 5K, +15° hot

day landing braking ground roll 2000 ft @ h =

5K, +15° hot day second segment climb gradient above h =

5K, +15° hot day

Initial Estimates for U-Tail

Clmax (TO) = 1.7 Clmax (Landing) = 2.25 (Single Fowler, no

slat) Service Ceiling = 40000 ft Take-off Ground Roll = 6000 ft Landing Braking Ground Roll = 2000 ft Mach Number = 0.8 Aspect Ratio = 8 Reverse Thrust coefficient = 0.25

Initial Constraint Diagram – U-Tail Tube & Wing

50 60 70 80 90 100 110 120 130 140 1500

0.1

0.2

0.3

0.4

0.5

0.6

top of climb (1g steady, level flight, M = 0.8 @ h=40K, service ceiling)sustained subsonic 2g manuever, 250kts @ h =10Ktakeoff ground roll 6000 ft @ h = 5K, +15° hot daylanding braking ground roll 2000 ft @ h = 5K, +15° hot daysecond segment climb gradient above h = 5K, +15° hot day

W0/S [lb/ft2]

TS

L/W

0

U-Tail Trade StudyService Ceiling

Mach Number AR Clmax (TO)

Clmax

(Landing)Takeoff

Ground RollBraking Ground

RollAlpha

Reverse T/W W/S Notes

40000 0.85 9 1.7 3.1 7000 2000 0 0.29 146

40000 0.8 9 1.6 2.4 8000 2000 0.25 0.28 130

40000 0.85 9 1.7 2.25 6000 2000 0.25 0.29 122

40000 0.85 9 1.6 2.4 6000 2000 0.25 0.28 112

40000 0.85 9 1.6 2.4 6000 2000 0 0.28 112

Removing thrust reversal did not change T/W and

W/S results

40000 0.85 9 1.6 2.25 6000 2000 0 0.28 112

40000 0.8 9 1.6 2.4 6000 2000 0.25 0.28 110

40000 0.8 7.5 1.6 2.4 5000 2000 0.25 0.31 106

40000 0.8 8.5 1.7 2.25 6000 2000 0 0.31 104

40000 0.8 8 1.6 2.4 5000 2000 0.25 0.3 102

40000 0.8 8.5 1.6 2.4 5000 2000 0.25 0.29 98

40000 0.8 8 1.7 2.25 6000 2000 0.25 0.32 124 Baseline

(ft) - - - - (ft) (ft)

Updated Estimates for U-Tail

Clmax (TO) = 1.7 Clmax (Landing) = 2.5 (Single slotted

Fowler + Slat) Service Ceiling = 40000 ft Take-off Ground Roll = 6000 ft Landing Braking Ground Roll = 2000 ft Mach Number = 0.8 Aspect Ratio = 9 Reverse Thrust coefficient = 0.25

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Updated Constraint Diagram – U-Tail Tube & Wing

50 60 70 80 90 100 110 120 130 140 1500

0.1

0.2

0.3

0.4

0.5

0.6

top of climb (1g steady, level flight, M = 0.8 @ h=40K, service ceiling)sustained subsonic 2g manuever, 250kts @ h =10Ktakeoff ground roll 6000 ft @ h = 5K, +15° hot daylanding braking ground roll 2000 ft @ h = 5K, +15° hot daysecond segment climb gradient above h = 5K, +15° hot day

W0/S [lb/ft2]

TS

L/W

0

Estimates for BWB

Clmax (TO) = 1.7 Clmax (Landing) = 2.0 (Slats) Service Ceiling = 40000 ft Take-off Ground Roll = 4500 ft Landing Braking Ground Roll = 2000 ft Mach Number = 0.85 Aspect Ratio = 6 Reverse Thrust coefficient = 0.25

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Constraint Diagram – Blended Wing Body

50 60 70 80 90 100 110 120 130 140 1500

0.1

0.2

0.3

0.4

0.5

0.6

top of climb (1g steady, level flight, M = 0.85 @ h=32K, service ceiling)sustained subsonic 2g manuever, 250kts @ h =10Ktakeoff ground roll 6000 ft @ h = 5K, +15° hot daylanding braking ground roll 2000 ft @ h = 5K, +15° hot daysecond segment climb gradient above h = 5K, +15° hot day

W0/S [lb/ft2]

TS

L/W

0

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•Current Status•Validation of Code•TOGW Estimates

• P6CAF-IncAR• P6BWB-ScalAR

Sizing Code

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Current Status

Completed: Drag components – Parasite drag, Induced

drag Lift components – Wing, Tail Field length functions – Takeoff/Landing Propulsion – Rubber engine sizing LTO, Cruise, Loiter weight fraction

calculations Component weight sizing NOx, dB emissions estimation based on

historical data

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Major Assumptions

NOx emission estimation based on CAEP

6 best fit curve

Noise levels based on best fit from

current engine data

Horizontal tail scaled from wing

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Implemented Technologies

Weight Fuel Burn NOx Noise

Active Engine Control

Gas Foil (“oil-free”) Bearings in high-bypass turbofan engines

Composite Fuselage

Laminar Flow Control

Leading Edge High-lift Device ModificationUltra High-Bypass Geared Turbofan EnginePropulsion Airframe AeroacousticsPerforated Landing Gear FairingsAirframe Noise Shielding

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Comparison with 767-200ER

Parameter 767-200ER Sizing Code % Dev.

MTOW (lb) 395000 382090 -3.27

Empty Weight (lb) 186000 174170 -6.36

Fuel Weight (lb) 150320 157240 4.60

Payload Weight (lb) 50680 50680 -

TO Field Length (ft)* 9300 8454 -9.097

Landing Field Length (ft)*

5500 5149

NOx Emissions (g/kN) 62 65 -0.0484

Noise Emissions (dB) 283.3 282.0 -0.486

*assume standard day

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Comparison with A330-200

Parameter A330-200 Sizing Code % Dev.

MTOW (lb) 510000 496170 -2.712

Empty Weight (lb) 264885 235330 -11.158

Fuel Weight (lb) 188224 200150 +6.336

Payload Weight (lb) 56320 56320 -

TO Field Length (ft) 12080 9760

Landing Field Length (ft) 6010

NOx Emissions (g/kN) 279.2 285.7 +2.328

Noise Emissions (dB) 61 71 +16.393

*assume standard day

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Parameters for P6CAF-IncAR

250 pax Wing Planform Area = 2500 ft2

Thrust = 39500 lbf CLmax = 2.3 CLα = 0.12 AR = 9.0

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P6CAF-IncAR Sizing

Parameter 767-200ER P6CAF-InCAR

TOGW (lb) 387,000 235,920

We (lb) 186,000 126,880

Wf (lb) 150,320 52,637

Noise (dB) 274.7

NOx (g/kN) 62 60.6

Pax 224 250

TO Field Length (ft)* 9000 6575

Landing Field Length (ft)*

5500 5870

T/W0 0.3272 0.3282

W0/S 127.15 94.92

*assume standard day

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Parameters for P6BWB-ScalAR

250 pax Wing Planform Area = 2910 ft2

Thrust = 42200 lbf CLmax = 2.3 CLα = 0.13

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P6BWB-ScalAR Sizing

Parameter 767-200ER P6BWB-ScalAR

BWB-450a

TOGW (lb) 387,000 235,390 823,000

We (lb) 186,000 110,320 412,000

Wf (lb) 150,320 72778 -

Noise (dB) 274.7 279.7 -

NOx (g/kN) 62 65 -

Pax 224 224 800

TO Field Length (ft) 6020

Landing Field Length (ft)

4120

T/W0 0.3400

W0/S 83.589

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•Location of c.g.•Static margin estimates•Tail sizing approach

• P6CAF-IncAR• P6BWB-ScalAR

Stability & Control Estimates

Center of Gravity Locations Used Raymer’s Table 15.2 as a guide Tube-and-wing U-tail design has initial c.g. estimated 112.22

feet from nose of aircraft Blended-wing body design has initial c.g. estimated 42.10

feet from nose of aircraft

Static Margin Estimates

Using c.g. and neutral point estimates, static margins can be calculated from:

Tube-and-wing body SM = 17.56% Blended-wing body SM = -60.94%

n cgx xSM

c

Tail Sizing

Initial tail sizing done using equations 6.28 and 6.29 from Raymer’s text

Tube-and-wing body: SHT = 1316.61 ft2

SVT = 930.01 ft2

Blended-wing body is tailless

WHT WHT

HT

c C SS

L VT W W

VTVT

c b SS

L

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•Summary of Concepts•Next Steps

Summary

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Summary

Two concepts chosen show potential for achieving target values

Constraint diagrams show range of allowable T/W0 and W0/S values to use in sizing

Sizing code models base aircraft (767-200ER) parameters to a currently acceptable accuracy

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Concept 1

U-Tail

Geared Turbofan

High AR wings

Streamlined Fuselage

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Concept 1 – Cabin Layout

Wing BoxLD2

Economy Class Seating

Business Class Seating

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Concept 2

Engines

Wingtips as Rudder

Lifting Fuselage

64

Dimensions

Concept 1 Concept 2

Length 60.412 m 25.462 m

Wingspan 64.000 m 72.000 m

Width 5.000 m 13.804 m (Fuselage)

Height 7.000 m 9.303 m

Cabin Height 2.300 m 2.0 m (estimated)

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Compliance Matrix

Reference (B777—200)

Target Threshold(Phase 1)

Threshold(Phase 2)

Noise Levels 272 dB cum. 230 dB (-42dB) 246 dB (-20 dB) 246 dB (-20 dB)

LTO NOx Emissions

26 kg/LTO6.5 kg/LTO (-

75%)13 kg/LTO (-

50%)13 kg/LTO (-

50%)

Fuel Burn 2800 kg/hr1400 kg/hr (-

50%)1820 kg/hr (-

35%)1820 kg/hr (-

35%)

TO Field Length

8250-10000 ft4125-5000 ft (-

50%)4500-5500 ft 4500-5500 ft

Max Payload Range

6560 nmi 6560 nmi 6000 nmi 6500 nmi

Cruise Mach0.85 @ 35,000

ft0.85 @ 35,000

ft0.75 @ 35,000

ft0.8 @ 35,000 ft

Passengers 305 270 >200 250

http://www.airbus.com/fileadmin/media_gallery/files/tech_data/AC/AC_A320_01092010.pdf

http://www.airliners.net/aircraft-data/stats.main?id=103

66

Next Steps

Obtain appropriate airfoil data Interpolation / XFLR5 design

Model engine in sizing code to vary with altitude

Model NOx emissions and dB levels more accurately Currently using CAEP-6 best fit curve dB levels based on historical data