“The Airplane That Could!” - U-M Personal World Wide …yanjin/Team3_CDRPresentation.pdfDAPCA IV Results (in Millions of 2008 USD) Red White/Thomas Blue RDT&E $2,946 $2,946 $8,626

“The Airplane That Could!”

Haoyun FuSuzanne Lessack

Andrew McArthurNicholas Rooney

Jin YanYang Yang

Critical Design ReviewDecember 6th, 2008

Agenda

Criteria

Preliminary Designs

Down Selection

Features

Trade Studies

Wing and Empennage Design

Fuel Tank System

Center of Gravity / Static Stability

Take-off and Landing Analysis

V-n Diagrams

Wing Air Loads

Load Path

Cost Analysis

2

Criteria

3

Relief Delivery Mission

30 ton payload

2,500’ takeoff distance

Cruise speed ≥ Mach 0.8

500 nm cruise range

Wet grass, 3,000’ by 200’ landing zone

Transoceanic Mission

10 ton payload



3,200 nm cruise range


Air Force FDCV Mission 65 ton payload



5000 nm cruise range (one refueling)


4

Takeoff

Climb

500 nm cruise

Land

Climb Loiter

Divert

Loiter Attempt to

Land or

Land

Takeoff

Climb

500 nm cruise

Climb

RTB cruise

Land and

Unload

Cargo

Loiter

Land

Loiter

Relief Mission Divert Profile

Relief Mission Return to Base Profile

Takeoff

Climb

3200 nm Cruise

Attempt

to Land

or Land

Climb

Divert

Loiter

Land

Loiter

Transoceanic Mission Profile

Takeoff

Climb

5000 nm Cruise/Air

Refueling

Attempt

to Land

or Land

Climb

Divert

Loiter

Land

Loiter

FDCV Delivery Mission Profile

Preliminary Designs Red Configuration

FEMA Mission

Low Wing

Three Engines

Conventional Empennage

5

White Configuration

FEMA Mission

High Wing

Two Engines

T-Tail Empennage

Blue Configuration

Air Force FDCV Mission

High Wing

Four Engines

H-Tail Empennage

Preliminary Design ComparisonCriteria Red White Blue

Mission FEMA FEMA Air Force + FEMA

Range (nm) 3,200 3,200 2,800

WTO (lbs) 184,000 184,000 602,000

WE (lbs) 89,600 89,600 262,000

T/W 0.41 0.41 0.33

W/S (psf) 77 77 114

Mach Cruise Speed 0.82 0.82 0.82

SL (ft) 2,330 2,330 2,990

STO (ft) 2,370 2,370 3,460

CLmax TO 2 2 2

CLmax Landing 3.2 3.2 3.2

Wing Span (ft) 126 126 188

AR 6.7 6.7 6.7

Fuselage Length (ft) 104 104 160

Landing Stall Speed (knots)

87 87 106

Cost (Millions 2008 USD) $217.3 $215.8 $287.1 6

Down Selection White Configuration -> Thomas

7

Down Selection

8

High Wing Ground clearance for large flaps

Reduced floating effect

Reduced engine-debris encounters

Cargo floor close to ground

Propulsion System Two tractor engines

Externally blown flaps meet required CLmax

Engines more reliable with today's technology

Engines are easy to inspect

Down Selection

T-tail Configuration Reduced horizontal and vertical

stabilizer volume coefficients

End plate effect

Clean air

Single fuselage attachment point

Avoids rudder blanketing at high angles of attack

Cost FEMA: $215.8 million

Air Force: $287.1 million

Cannot justify a more expensive plane for FEMA

9

Thomas Overview and ComparisonCriteria Thomas White Ilyushin IRTA-21 Lockheed C-130 Boeing C-17

WTO (lbs) 192,000 184,000 132,275 164,000 585,000

WE (lbs) 95,200 89,600 N/A 79,291 276,500

Max Payload (lbs) 60,000 60,000 40,785 48,000 170,900

T/W 0.36 0.41 N/A 0.1 (P/W) 0.28

W/S (psf) 86 77 N/A 94 161.84

Range (nm) 3,200 3,200 1,349 2,832 4,200

Cruise Mach 0.82 0.82 0.65 0.46 0.77

SL (ft) 2,490 2,330 4,430 2,550 3,000

STO (ft) 2,450 2,370 4,270 3,050 7,740

CLmax TO 2 2 N/A N/A N/A

CLmax Landing 3.32 3.2 N/A N/A 4.75

Aspect Ratio 7.4 6.7 N/A 10.1 7.2

Clean Stall Speed (knots)

126 119 N/A N/A N/A

Landing Stall Speed (knots)

82 87 N/A 100 104

10

Thomas Dimensions

11

Thomas Features

Cockpit

Two Flight Crew

One Loadmaster

One Potential Observer

Loadmaster Station

Desk

Fold-down Chair

Lavatory

Closet

12

Interior Design and Layout - Cockpit

13

Interior Design and Layout: Lavatory, Closet, and Loadmaster Station

14

CAD Representation of the Lavatory (upper left), the closet (upper right), and loadmaster station (right)

Landing Gear Layout

15

Thomas Nose Landing Gear Thomas Main Landing Gear

Trade Studies

Drivers

Take-off Distance

Landing Distance

Gross Take-off Weight

Empty Weight

Parameters

Thrust-to-Weight: 0.31, 0.41, 0.51

Wing Loading: 67, 77, 87

Aspect Ratio: 6.0, 6.7, 7.4

16

Trade Studies

17

Aspect Ratio 7.4

Thrust-to-Weight 0.36

Wing Loading 86

Gross Take-off Weight (lbs) 189,500

Optimized Parameters:

Wing DesignCriteria Thomas

Take-off Weight (lb) 192,000

Wing Loading (lb/ft2) 86

Reference Area (ft2) 2,380

Aspect Ratio 7.4

Span (ft) 133

Sweep (degrees) 28

Dihedral (degrees) -3

Super Critical airfoils:

Boeing 737c @ root

RAE 5213 @ tip

Aerodynamic twist

-3 degrees

18

High Lift and Control Devices

High Lift Devices:

Externally blown flaps 25% of chord

Slats 20% of chord

Control Devices:

Ailerons 30% of chord

Spoilers

Criteria Thomas

CLmax 3.32

Clean CLmax 1.7

Delta Flaps CLmax 1.32

Flaps % of Span 14%-74%

Flaps c'/c 1.25

Delta Slat CLmax 0.3

Slats % of Span 14%-90%

Slats c'/c 1.2

Aileron % of Span 75%-99%

19

Aerodynamic Parameters

ParameterThomas @

Cruise Condition

Lift Coefficient 0.2156

Drag Coefficient 0.0500

Moment Coefficient -0.2677

Oswald Efficiency 0.97

Incidence Angle (deg) 0.83

Spiral Stability 0.71

20

Empennage Design T-tail

NACA 0009 Airfoil

Passed One-Engine-Inoperative test

21

Parameter Horizontal Tail Vertical Tail

Volume Coefficient 0.95 0.76

Aspect Ratio 4.25 1

Taper Ratio 0.45 1

Sweep Angle (°) 33 45

Incidence Angle (°) 0 0

Dihedral (°) -3 0

Tail Area (ft2) 845 340

Propulsion System Pratt & Whitney PW2043 turbofan

PW2000 series/F117-PW-100

used on Boeing 757, Ilyushin Il-96M,

and Boeing C-17

22

PW2000 Series

Fan Tip Diameter (in) 78.5

Length (in) 141.4

Take-off Thrust (lbf, PW2043) 42,600

Bypass Ratio 6

Weight (lbf) 8,721

Specific Fuel Consumption (lb/lbf-hr) 0.35

Fuel Tank System

Transoceanic Mission requires 70,000 lbs of fuel

Nose and forward fuselage tanks move fuel CG location from 45 ft to 30 ft

“Fuel management” provides CG stability during loading

23

Parameter Thomas

Wing Fuel Tank Weight (lbs) 87,800

Wing Fuel Tank Volume (gal/ft3) 13,000/1,740

Nose Fuel Tank Weight (lbs) 8,400

Nose Fuel Tank Volume (gal/ft3) 1,200/170

Forward Fuselage Fuel Tank Weight (lbs)

10,200

Forward Fuselage Fuel Tank Volume (gal/ft3)

1,500/200

Fuel Tank System: Nose and Forward Fuselage Fuel Tanks

24

Nose Fuel Tank

Fuselage Fuel Tank

Fuel Tank System: Wing Fuel Tanks

25

Center of Gravity Excursion and Static Stability

CaseX Center

of Gravity (ft)

XbarCenter of Gravity

Static Margin

(%)

Empty 50.5 2.45 5

Empty + Loading Cargo + Fuel (Loading Payload)

50.7 2.46 4

Empty + Loaded Cargo + Crew (Landing)

49.5 2.40 9.6

Empty + Loaded Cargo + Crew + Full Fuel (Take-off)

48.7 2.36 12.2

Center of Gravity

Total Excursion: 8.2%

Neutral Point: 51.6 ft

Passes longitudinal, lateral, and ground clearance tests

26

90000

110000

130000

150000

170000

190000

2.350 2.400 2.450 2.500

Wei

gh

t (l

b)

Xbar CG (normalized by MAC)

Landing

Take-off

Loading

Empty

Take-offSegment Thomas

SG (ft) 284

SR (ft) 650

ST (ft) 1,560

SC (ft) 0

Total Take-off distance (ft)

2,494

27

Meets take-off distance requirement

< 1% margin

Height after Transition: 154 ft

Balanced field Length: 900 ft

Landing

Meets landing distance requirement on wet grass

< 1% margin

Calculated without thrust reversers

Built in safety factor of 1.66

Segment Thomas

Sa (ft) 450

SF (ft) 630

SFR (ft) 540

SB (ft) 1,120

Total landing distance (ft)

2,490

28

V-n Diagrams: Minimum Weight Condition (121,000 lbs)

29

V-n Diagrams: Maximum Weight Condition (192,000 lbs)

30

Wing Air Load Distributions Minimize aircraft weight while meeting safety

standards

The aircraft structure must:

Withstand the proof load without detrimental distortion

Not fail until ultimate load has been achieved.

Obtain distributed load on wings by combining AVL results with the proper equations.

Finite element method used to calculate aerodynamic loads in the body-fixed coordinate system.

31

32

Bending Moment in the X-direction for Maximum Weight

Load Path Layout Longerons and Stringers

Fuselage Bulkhead

Wind Box Carry-through

Wing Spars

Manufacturer Cost Overview

Cost Analysis Results are given in Millions of 2008 USD

Customer price and Net Present Value Program Profit are based on 10% margin rate

34

Thomas

RDT&E $3,208

Flyaway $4,319

Program Cost(RDT&E + Flyaway)

$7,527

Program Cost per Plane $215.1

Customer Price per Plane

$236.6

Contribution Margin $103.8

Breakeven Quantity 31.8

NPV Program Profit $752.7

FEMA Life-Cycle Cost

Cost Analysis Results are given in millions of 2008 USD

Operating Cost per Flight Hour in 2008 USD: $16,500

Life-Cycle Cost is based on an aircraft service life of 21 years

35

Thomas


$7,527


$236.6

Operating Cost $12,520

Operating Cost per Plane

$357.7

Disposal Cost $210.1

Total Life Cycle Cost $21,011

36

Design Methodology Historical Aircraft

Preliminary Sizing

Initial Cost Analysis

Three Configurations

Red, White, and Blue

CATIA models

Detailed Design Aspects

Down-Select Process

Refined Thomas Aircraft

V-n Diagrams

AVL Analysis

Structural Loads

Revised Cost

3D Printing Model37

Aircraft Sizing Preliminary Sizing

Take-off

Climb

Cruise Speed

Ceiling

Landing

Thrust-to-Weight and Wing Loading

38

Relief Transoceanic

Thrust-to-Weight Ratio 0.35 0.41

Wing Loading (psf) 95 77

CLmax Take-off 2.0 2.0

CLmax Landing 3.2 3.2

Individual WeightsItems Relief Mission

Weights (lb)Transoceanic

Mission Weights (lb)

Wing 21,450 21,450

Horizontal Tail 3,855 3,900

Vertical Tail 1,646 1,600

Fuselage 38,195 38,200Main Landing Gear 7,495 7,500Nose Landing Gear 1,320 1,300

Installed Engines 18,420 18,400

Payload 60,000 20,000

Crew 615 615

Fuel 36,600 70,000

WE 95,200 95,200

WTO 192,000 185,800

Utilize Composites

39

Landing Gear Sizing

40

Criteria Thomas

Nose Total Tire Load (lb) 23,000

Main Total Tire Load (lb) 207,000

Nose Gear Bogeys 1

Main Gear Bogeys 4

Nose Gear Wheels / Bogey 2

Main Gear Wheels / Bogey 2

Nose Weight per Wheel (lb) 11,500

Main Weight per Wheel (lb 25,900

Nose Tire Diameter (inch) 25

Main Tire Diameter (inch) 40

Nose Tire Width (inch) 7

Main Tire Width (inch) 14

KEbraking (106 ft-lb/s) 12

Positioning

41

Landing Gear Position Thomas

Xng(nose landing gear) ft 16.2

Yng(nose landing gear) ft 0

Zng(nose landing gear) ft 3

Xmg (main landing gear)ft 58

Ymg (main landing gear)ft 5.9

Zmg (main landing gear)ft 3

Ztip(the height of the tip of the fuselage from the ground)

12.4

This configuration passes the longitudinal tip-over test, lateral tip-over test, and meets the ground clearance criteria.

Thomas Design Cost Overview -Preliminary Design Review Estimates DAPCA IV Results (in Millions of 2008 USD)

Red White/Thomas Blue

RDT&E $2,946 $2,946 $8,626

Flyaway $3,967 $3,920 $24,004


$6,913 $6,866 $32,631

Program Cost per Plane $197.5 $196.2 $261.0


$217.3 $215.8 $287.1

Contribution Margin $103.9 $103.8 $95.1

Breakeven Quantity 31.8 31.8 113.642

Assumptions Used to Separate RDT&E Costs and Flyaway Costs

HoursPercentage Spent in

Development (RDT&E)

Percentage Spent in Production (Flyaway)

Engineering 80% 20%

Tooling 95% 5%

Manufacturing 5% 95%

Quality Control 5% 95%

43

Preliminary Design Review DAPCA IV Model Inputs by Configuration

Model Input Red White Blue

Empty Weight (lbs) 90,000 90,000 262,000

Takeoff Weight (lbs) 184,000 184,000 602,000

Max Speed (knots) 530 530 530

Production Quantity 35 35 125

Flight Tested Aircraft 2 2 4

Total Engines 105 70 500

Engine Max Thrust (lbf) 25,000 37,000 50,000

Engine Max Mach 0.84 0.84 0.84

Engine Turbine Temperature (ºR)

2,560.00 2,560.00 2,560.00

Cost Avionics Rate/pound $5,219 $5,219 $5,219

Avionics Weight Percentage

3.00% 3.00% 2.00% 44

Empennage Design

45

One-Engine-Inoperative 25°rudder deflection

Take-off conditions, where speed is the lowest and, consequently, the moment created by the rudder deflection is the lowest

46

Critical Engine-Out Yawing Moment

(lb·ft)

Drag-Induced Yawing Moment

(lb·ft)

Sum of Critical Engine-Out and Drag-Induced

Yawing Moments (lb·ft)

Moment due to Rudder Deflection

(lb·ft)

760,000 189,000 949,000 2,806,000

Balanced Field Length Take-off field length required, including obstacle

clearance, if an engine fails at a speed at which the stop distance and the remaining take-off distance are equal

Minimum required is 2000 feet with a 50 feet obstacle clearance

Value for Thomas is around 900 feet

47

48

Figure 1: Shear loading in the X-direction for critical points with maximum weight

49

Figure 2: Shear loading in the Z-direction for critical points with maximum weight

50

Figure 4: Bending Moment in the Z-direction for critical points with maximum weight

51

Figure5: Torsional Moment in the y-direction for critical points with maximum weight

52

Figure 6: Shear loading in the X-direction for critical points with minimum weight

53

Figure 7: Shear loading in the Z-direction for critical points with minimum weight

54

Figure 8: Bending Moment in the X-direction for critical points with minimum weight

55

Figure 9: Bending Moment in the Z-direction for critical points with minimum weight

56

Figure10: Torsional Moment in the y-direction for critical points with minimum weight

Documents

“The Airplane That Could!” - U-M Personal World Wide …yanjin/Team3_CDRPresentation.pdfDAPCA IV Results (in Millions of 2008 USD) Red White/Thomas Blue RDT&E $2,946 $2,946 $8,626