DOCSLIB.ORG

System Requirements Review

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
System Requirements Review AAE 451, SENIOR DESIGN SYSTEM REQUIREMENTS REVIEW TEAM 3: GOLDJET DIANE BARNEY DONALD BARRETT MICHAEL COFFEY JON COUGHLIN MARK GLOVER KEVIN LINCOLN ANDREW MIZENER JARED SCHEID ERIC SMITH Team GoldJet 1 System Requirements Review Table of Contents I. Mission Statement 2 II. Outline of NASA Competition 2 III. Key Assumptions 2 IV. Quality Function Deployment 3 V. Market Research 6 VI. Competitors 11 VII. City Pairs and Key Routes 12 VIII. Design Mission 16 IX. Economic Mission 19 X. Aircraft Sizing 20 XI. Summary and Next Steps 24 XII. References 27 Team GoldJet 2 System Requirements Review I. Mission Statement To design a profitable supersonic aircraft capable of Trans-Pacific travel to meet the needs of airlines and their passengers around the world. II. Outline of NASA Competition The NASA Aeronautics Research Mission Directorate’s (ARMD) 2008-2009 University Competition calls for the design of an N+2 generation supersonic aircraft which would have initial operational capability (IOC) in 2020. More specific goals for the aircraft as outlined by the competition guidelines include: Cruise speed of Mach 1.6 to 1.8 Design Range of 4000 nautical miles Payload of 35-70 passengers, mixed class Fuel Efficiency of 3 passenger-miles per pound of fuel Takeoff field length < 10,000 feet for airport compatibility Supersonic cruise efficiency Low sonic boom (<70 PldB) In addition, entries to the competition are to identify the possible market for a small supersonic airliner, develop design and economic missions for the aircraft (including likely routes), identify technologies that might enable the aircraft design, and complete a conceptual sizing. These guidelines proved to be a starting point for our aircraft. Deviations occurred as a result of assumptions made, a market study, and sizing based on historical data. III. Key Assumptions Our aircraft is designed to have initial operational capability in 2020, with entry into service by 2023. In order for the GoldJet aircraft to be successful, there are several precedents, both technological and political, that must be met. 1. There must be a change to the FAR regulations that prohibit supersonic flight over land. Supersonic flight over land has been prohibited in the United States since March 1972. Team GoldJet 3 System Requirements Review Changes to these regulations must come in the form of a complete repeal, or a modification to allow certain supersonic corridors for flight over areas of low population density. According to a statement released by Carl Burleson, Director of Environment and Energy on October 16, 2008, it is anticipated that future regulations “would propose any future supersonic airplane produce no greater noise impact on a community than a subsonic airplane.”[1] A design with a sonic boom overpressure less than 0.3 lb/ft2 is a target of GoldJet in order to meet these new anticipated regulations. 2. A number of Supersonic Business Jet (SSBJ) concepts are currently in design and study phases of development. A change in supersonic flight regulations would pave the way for the success of SSBJ’s over the next 10-15 years, fueling technological innovation. Our aircraft will depend on this field of research for products like more efficient supersonic engines, and possibly composite materials with better temperature resistance. IV. Quality Function Deployment The first task in our design process was customer identification. We have defined our customers as anyone affected by the operation of our aircraft. Our primary customers are airlines and passengers. Other customers include the general public, maintenance workers, pilots and crew, and leasing companies (like ILFC). We then identified specific needs for each set of customers, combined them, and allocated a total of 100 points to the group to assign each a relative worth. Each need was assigned a portion of this 100 points and the final ranking of our customer needs can be seen in the table below. Team GoldJet 4 System Requirements Review Customer Needs Relative Worth Profitable Operations 22 Reduced Trip Time 11.88 Long Range 11.38 Marketable 9.375 Functions at Current 6.5 Airports Passenger Comfort 6.875 Many Trips per Day 6.625 Affordable Purchase Cost 5.25 Quiet 4.75 Low Emissions 4.625 Easy to Maintain 3.75 Easy to Manufacture 3.125 Easy to Fly 2.25 Can Carry Cargo 1.625 Table 1: Customer Needs and Relative Worth Our most important customers are airlines, and we feel that profitable operation of our aircraft will be the main factor in their purchasing decision. This is reflected in profitable operations receiving the highest relative worth of all our customer needs. The main purpose of supersonic flight is to reduce trip time. The time savings of supersonic flight increase with the percentage of flight at cruise speed. This means that the trip time is reduced by a larger percentage for longer trips than for shorter trips. With this in mind, the two needs receiving the next highest relative worth are low trip time and long range. The last need that stands out with a high relative worth has been labeled marketable. We have recognized that our aircraft will be the first commercial supersonic airliner since the Concorde and will be considered the cutting edge of aviation. We anticipate airlines using Team GoldJet 5 System Requirements Review our aircraft as a marketing tool to change their image, and the high relative worth of this customer need shows we will pay special attention to aesthetics throughout our design phase. We next developed a list of technical engineering characteristics and requirements that will govern the performance of our airplane. We were interested in finding the correlation between our engineering requirements and our customer needs, so with the combination of the two we built a house of quality and set out to rank the technical requirements in order of importance. The House of Quality (HoQ) views the customer needs as a list of Whats to be satisfied. The engineering requirements are viewed as a list of solutions (Hows) to the Whats. Positive correlations between needs and requirements are noted and the requirements can then be ranked in order of importance to satisfying the customer needs. The HoQ is given in Figure 1. Figure 1: House of Quality After completing the HoQ exercise, the absolute and relative importance of each engineering attribute (How) as it related to the customer needs was determined. The rankings of our requirements (in absolute importance) can be seen in Figure 2. Team GoldJet 6 System Requirements Review Relative Importance of Engineering Characteristics 0.120 0.100 0.080 0.060 0.040 0.020 0.000 Wingspan [ft] Meets FARs Quiet [Max dB] Cruise Speed [M] Stall Speed [mph] AcquisitionTO Cost Field [$] Length[ft] Block Time [min or hr] Landing FieldNumber Length of Passengers[ft] Operating Cost [$/flight] Cabin Volume/Passenger Turnaround Time [min or hr] Boom Overpressure [Max dB] Minimum Ticket Price [$/pax] Cruise Efficiency [lbs of fuel/pax-mi] Downtime [maintenece time/flightSecond hr] Segment Climb Gradient [%] Figure 2: Relative Importance of Engineering Characteristics Our HoQ revealed the three most important engineering characteristics to be cruise speed, block time, and cruise efficiency. Cruise efficiency has a strong correlation with the profitable operation customer need while cruise speed and block time both have strong influence on reduced trip time. Cruise speed also shows a strong correlation with marketability, our fourth highest ranked customer need. V. Market Research In order to predict the profitability of our aircraft, it is important to consider what size of a market such a supersonic transport jet will reach. Our supersonic aircraft will have a higher operating cost than a similar sized subsonic transport jet. A higher operating cost will translate into higher ticket prices. We have acknowledged that as a commercial airliner this jet will appeal primarily to the wealthier section of the market. It then seems reasonable to expect that our primary market will likely consist mostly of those passengers currently willing to pay first class ticket prices on subsonic carriers. Based on data collected from the Bureau of Transportation Statistics DB1B database for domestic United States flights, and using a first class ticket fare of $1 per mile flown, it was Team GoldJet 7 System Requirements Review determined that approximately 2% of airline travelers within the United States currently pay first class fares.[2] While this number includes only US domestic flights, we have assumed that a similar percentage of customers pay first class fares for international flights. Assuming that this percentage will project to the market at the release of our aircraft, 2% of travelers will be willing to pay the higher ticket prices required of a supersonic transport jet. We also feel that the introduction of our supersonic transport jet will attract a significant amount of business from those who do not currently pay first class fares, but may be willing to pay higher prices for the added benefit of a shorter trip time and the novelty of flying at supersonic speeds. We assume these factors will appeal to an additional 1% of the total market. Therefore, the net market that we predict our jet to reach is 3% of all airline travelers. Having identified a unique passenger base, those willing to pay fares comparable to subsonic first class, we must find a collection of routes and city pairs which both appeal to our passenger base and realize the benefits of supersonic flight. The criteria for a strong city pair include: Sufficient distance between cities so as to have a significant reduction in trip time with supersonic cruise speeds (at least 1000 nmi) Large volume of travelers to provide a market foothold Trans-oceanic flight or easy access to supersonic corridors Connection of large economic, social, and cultural centers A collection of city pairs, historical data on traffic between them, and projections on total market size in the year 2020 allowed us to make an estimate on the total number of passengers per day, week, and year we expect to transport with our aircraft.
Load more

Recommended publications
  • Approaches to Representing Aircraft Fuel Efficiency Performance for the Purpose of a Commercial Aircraft Certification Standard
    APPROACHES TO REPRESENTING AIRCRAFT FUEL EFFICIENCY PERFORMANCE FOR THE PURPOSE OF A COMMERCIAL AIRCRAFT CERTIFICATION STANDARD Brian M. Yutko and R. John Hansman This report is based on the Masters Thesis of Brian M. Yutko submitted to the Department of Aeronautics and Astronautics in partial fulfillment of the requirements for the degree of Master of Science at the Massachusetts Institute of Technology. Report No. ICAT-2011-05 May 2011 MIT International Center for Air Transportation (ICAT) Department of Aeronautics & Astronautics Massachusetts Institute of Technology Cambridge, MA 02139 USA [Page Intentionally Left Blank] -2- Approaches to Representing Aircraft Fuel Efficiency Performance for the Purpose of a Commercial Aircraft Certification Standard by Brian M. Yutko Submitted to the Department of Aeronautics and Astronautics on May 19, 2011 in Partial Fulfillment of the Requirements for the Degree of Master of Science in Aeronautics and Astronautics Abstract Increasing concern over the potential harmful effects of green house gas emissions from various sources has motivated the consideration of an aircraft certification standard as one way to reduce aircraft CO2 emissions and mitigate aviation impacts on the climate. In order to develop a commercial aircraft certification standard, a fuel efficiency performance metric and the condition at which it is evaluated must be determined. The fuel efficiency metric form of interest to this research is fuel/range, where fuel and range can either be evaluated over the course of a reference mission or at a single, instantaneous point. A mission-based metric encompasses all phases of flight and is robust to changes in technology; however, definition of the reference mission requires many assumptions and is cumbersome for both manufacturers and regulators.
    [Show full text]
  • Environautics EN-1
    Environautics EN -1 Response to the 2009 -2010 AIAA Foundation Undergraduate Team Aircraft Design Competition Presented by Virginia Polytechnic Institute and State University Left to Right: Justin Cox, Julien Fenouil, Jason Henn, Ryan Hofmeister, Michael Caporellie, Justin Camm, August Sarrol, Richie Mohan Environautics Team Roster ii Executive Summary Environautics presents the EN-1 as a solution to the 2009-2010 American Institute of Aeronautics and Astronautics (AIAA) Undergraduate Aircraft Design Competition Request For Proposal (RFP). The design will serve as an environmentally friendly and efficient strut-braced wing commercial transport to replace the Boeing 737 and Airbus 320. The RFP calls for a medium-range, biofuel-capable transport aircraft capable of carrying 175 passengers and cargo over a range of up to 3500 nautical miles and entering service by the year 2020. The main drivers for the proposal include maximizing performance capabilities with respect to the given RFP mission and maintaining a competitive commercial advantage while reducing the aircraft’s overall environmental impact through improved efficiency and usage of biofuels. The requirements of the RFP are discussed in Section 2.1. The proposed design incorporates the strut-braced wing design, a design proven in lightweight general aviation aircraft that enables a reduction of the weight of the main wing spar, allowing for efficiency enhancements through reduced wing thickness and sweep angle. The inclusion of advanced biofuels in the design minimizes performance penalties while reducing the aircraft’s environmental impact, further enhancing the competitive capability of the design compared to existing aircraft in areas such as operating costs. Operating costs are reduced further through use of advanced technologies that permit the aircraft to operate at increased efficiency and fewer delays.
    [Show full text]
  • J-20 Stealth Fighter: China's First Strike Weapon
    Foreign Affairs, Defence and Trade Committee Joint Strike Fighter Inquiry Department of the Senate PO Box 6100 Parliament House Canberra ACT 2600 Dear Chairman and Committee Members The Planned Acquisition of the F-35A Joint Strike Fighter Please find following my submission to this Inquiry. Yours faithfully, David Archibald Submission to the Joint Strike Fighter Inquiry Table of Contents Page 1. Executive Summary 2 2. Australia’s Future Air Defence Needs 3 3. Costs and Benefits of the F-35 Program 6 4. Changes in the Acquisition Timeline 7 5. The Performance of the F-35 in Testing 13 5.1 Introduction to the deficiencies of the F-35 13 5.2 Basing 18 5.3 Fuel Temperature 21 5.4 Engine 23 5.5 Acquisition Cost 24 5.6 Operating Cost 26 5.7 Directed Energy Weapon 28 5.8 DAS-EOTS 28 5.9 Manoeuvrability 29 5.10 Maintenance 31 5.11 Software 33 5.12 Pilot Training 33 5.13 Helmet Failure 34 5.14 Block Buy Contract 35 5.15 Stealth 35 5.16 Autonomic Logistics Information System 36 6. Potential Alternatives to the F-35 38 6.1 The Evolution of Fighter Aircraft 38 6.2 Fighter design considerations 39 6.3 How To Win In Air-To-Air Combat 45 6.4 Graphical Representation of Aircraft Attributes 46 6.5 Discussion of Alternatives to the F-35 56 6.6 F-18 Super Hornet 58 6.7 Gripen E 58 7. Any Other Related Matters 62 7.1 Basing and Logistics 62 7.2 Maintenance 62 7.3 Interim Aircraft 62 7.4 Aging of the F/A-18 A/B Hornet Aircraft 62 7.5 The US – Australia Alliance 64 8.
    [Show full text]
  • Aircraft Fuel Consumption – Estimation and Visualization
    1 Project Aircraft Fuel Consumption – Estimation and Visualization Author: Marcus Burzlaff Supervisor: Prof. Dr.-Ing. Dieter Scholz, MSME Delivery Date: 13.12.2017 Faculty of Engineering and Computer Science Department of Automotive and Aeronautical Engineering URN: http://nbn-resolving.org/urn:nbn:de:gbv:18302-aero2017-12-13.019 Associated URLs: http://nbn-resolving.org/html/urn:nbn:de:gbv:18302-aero2017-12-13.019 © This work is protected by copyright The work is licensed under a Creative Commons Attribution-NonCommercial-ShareAlike 4.0 International License: CC BY-NC-SA http://creativecommons.org/licenses/by-nc-sa/4.0 Any further request may be directed to: Prof. Dr.-Ing. Dieter Scholz, MSME E-Mail see: http://www.ProfScholz.de This work is part of: Digital Library - Projects & Theses - Prof. Dr. Scholz http://library.ProfScholz.de Published by Aircraft Design and Systems Group (AERO) Department of Automotive and Aeronautical Engineering Hamburg University of Applied Science This report is deposited and archived: Deutsche Nationalbiliothek (http://www.dnb.de) Repositorium der Leibniz Universität Hannover (http://www.repo.uni-hannover.de) This report has associated published data in Harvard Dataverse: http://doi.org/10.7910/DVN/2HMEHB Abstract In order to uncover the best kept secret in today’s commercial aviation, this project deals with the calculation of fuel consumption of aircraft. With only the reference of the aircraft manu- facturer’s information, given within the airport planning documents, a method is established that allows computing values for the fuel consumption of every aircraft in question. The air- craft's fuel consumption per passenger and 100 flown kilometers decreases rapidly with range, until a near constant level is reached around the aircraft’s average range.
    [Show full text]
  • Conceptual Design of a Passenger Aircraft for In-Flight Refueling
    Master of Science Thesis Conceptual design of a passenger aircraft for in-flight refueling operations P.P.M. van der Linden B.Sc. 5 July 2013 Faculty of Aerospace Engineering ¤ Delft University of Technology Conceptual design of a passenger aircraft for in-flight refueling operations Master of Science Thesis For obtaining the degree of Master of Science in Aerospace Engineering at Delft University of Technology P.P.M. van der Linden B.Sc. 5 July 2013 Faculty of Aerospace Engineering ¤ Delft University of Technology Delft University of Technology Copyright c P.P.M. van der Linden B.Sc. All rights reserved. Delft University Of Technology Department Of Design, Integration and Operations of Aircraft and Rotorcraft The undersigned hereby certify that they have read and recommend to the Faculty of Aerospace Engineering for acceptance a thesis entitled \Conceptual design of a passenger aircraft for in-flight refueling operations" by P.P.M. van der Linden B.Sc. in partial fulfillment of the requirements for the degree of Master of Science. Dated: 5 July 2013 Head of department: Prof.Dr.-Ing. G. Eitelberg Supervisor: Dr.ir. G. La Rocca Reader: Dipl.-Ing. S. Zajac Reader: Mo Li M.Sc. Summary Nowadays a big challenge in aviation is represented by the scarcity of fossil fuels. Hence, there is a need for a more fuel efficient air transport system. A possible innovation is a change in operating mode. Conceptual design studies showed staged flight operations to be up to 40% more fuel efficient than non-stop operations. Staged flight operation uses extra stops to split up long range missions.
    [Show full text]
  • Wh/Kg Batteries
    Technical and Environmental Assessment of All-Electric 180-Passenger Commercial Aircraft by Albert Reuben Gnadt B.S. Mechanical Engineering, University of Wisconsin-Madison, 2015 Submitted to the Department of Aeronautics and Astronautics in partial fulfillment of the requirements for the degree of Master of Science in Aeronautics and Astronautics at the MASSACHUSETTS INSTITUTE OF TECHNOLOGY February 2018 @ Massachusetts Institute of Technology 2018. All rights reserved. Signature redacted A u th o r................................................................................................................................. Department of Aeronautics and Astronautics February 1, 2018 Signature redacted C ertified by ................................................................ ... Sleven R. H. Barrett Associate Professor, Aeronautics and Astronautics Thesis Supervisor Signature redacted Accepted by.......................................... .................... Hamsa Balakrishnan MASSACHUSETS INSTITUTE OF TECHNOLOGY Associate Professor, Aeronautics and Astronautics Chair, Graduate Program Committee MAR 12 2019 LIBRARIES ARCHIVES 2 Technical and Environmental Assessment of All-Electric 180-Passenger Commercial Aircraft by Albert Reuben Gnadt Submitted to the Department of Aeronautics and Astronautics on February 1, 2018 in partial fulfillment of the requirements for the degree of Master of Science in Aeronautics and Astronautics Abstract Aviation emissions contribute to climate change, and all-electric aircraft offer an opportunity
    [Show full text]
  • Turboelectric Aircraft Drive Key Performance Parameters and Functional Requirements
    Turboelectric Aircraft Drive Key Performance Parameters and Functional Requirements Ralph H. Jansen1, Dr. Gerald V. Brown2 and James L. Felder3 NASA Glenn Research Center, Cleveland, Ohio, 44135 and Dr. Kirsten P. Duffy4 University of Toledo, Toledo, Ohio, 43606 The purpose of this paper is to propose specific power and efficiency as the key performance parameters for a turboelectric aircraft power system and investigate their impact on the overall aircraft. Key functional requirements are identified that impact the power system design. Breguet range equations for a base aircraft and a turboelectric aircraft are found. The benefits and costs that may result from the turboelectric system are enumerated. A break-even analysis is conducted to find the minimum allowable electric drive specific power and efficiency that can preserve the range, initial weight, operating empty weight, and payload weight of the base aircraft. Nomenclature D = drag g = gravitational constant h = fuel energy per unit mass L = lift Pelec = electrical input power Peleccruise, Pelectakeoff = cruise, takeoff electrical input power Pfuel = fuel power Pprop = propulsive output power RAC, REAC = range of base aircraft, turboelectric aircraft SpED = specific power of electric drive T = total airplane thrust Tcruise, Ttakeoff = cruise, takeoff thrust vcruise, vtakeoff = cruise, takeoff velocity Welec = electric drive weight Wfuel = base aircraft fuel weight Wfuel = weight of extra fuel due to electric drive inefficiency Wfinal, WfinalEAC = final weight of base aircraft, turboelectric aircraft Winitial, WinitialEAC = initial cruise weight of base aircraft, turboelectric aircraft WOEW = empty weight of base aircraft (operating empty weight) Wpay = payload weight 1 Electrical Engineer, Electrical Power Systems, Diagnostics and Electromagnetics Branch, 21000 Brookpark Road, Cleveland, Ohio 44135, M.S.
    [Show full text]
  • TU Berlin [N Setr
    EFFICIENCY MEETS SKY .g (ü Technische -Ol Universität Berlin TU Berlin [n Setr. F2 Marchstraße | | 12-14 | 10587 Bertin Fakultät V Verkehrs- und Maschinensysteme lnstitut für Luft- und Raumfahrt German Aerospace Center (DLR) FG Luftfahrzeugbau lnstitute of System Architectures in Aeronautics und Leichtbau Aircraft Design & System lntegration clo ZAL TechCenter Fachgebietsleiter Hein-Saß-Weg 22 Prof. Dr.-lng. D-21129 Hamburg Andreas Bardenhagen z.H. Dr.-lng. Johannes Hartmann Sekretariat F2 Raum F 126 Marchstraße 1 2-1 4 '10587 Berlin Berlin,28.06.018 Tele{on +49 (0)30 314-28538 Telefax +49 (0)30 314-22955 [email protected] Joint NASA / DLR Aeronautics Design Ghallenge // Selbstständ ig keitserkläru ng Team Assistenz im Sekr. F2 M.A. Anke Heymann Sehr geehrter Herr Hartmann, Telefon +49 (0)30 31 4-22954 Telefax +49 (0)30 314-22955 [email protected] hiermit bestätige ich, dass die angefertigte Arbeit mit dem Thema: Unser Zeichen ,,Efficiency meets Sky" F2 Bh/He selbstständig sowie ohne unerlaubte fremde Hilfe und ausschließlich unter Verwendung der aufgeführten Quellen von den Studierenden o Beck, Ramon r Bieler, Juri o Borsutzki, Simon o Cabac, Yannic o Dehmel, Jiri o Khosravi, Raman o Klünder, Arthur o Kracke, Lennart o Lopez Milan, Jorge o Roscher, Stephanie o Rüthnik, Pascal angefertigt wurde Mit freu Grüßeq,.. - BERLIN '.r. ,,, UN IVERSITAT für Luft- und Raunrfahrt und Lelohtbqu ,;:,X l1.,'ourr r.n,n > Seite 1/1 t_qo4- & ,,.9r Berliner Volksbank I IBAN DE69 1009 0000 8841 0150 03 | BIC BEVODEBB 'rr 1,. www.tu-berlin.de w Table of Contents List of Figures ..........................................
    [Show full text]
  • Snowball Effects in Aircraft Design
    Project The Mass Growth Factor – Snowball Effects in Aircraft Design Author: John Singh Cheema Supervisor: Prof. Dr.-Ing. Dieter Scholz, MSME Submitted: 31.03.2020 Faculty of Engineering and Computer Science Department of Automotive and Aeronautical Engineering 2 © This work is protected by copyright The work is licensed under a Creative Commons Attribution-NonCommercial-ShareAlike 4.0 International License: CC BY-NC-SA http://creativecommons.org/licenses/by-nc-sa/4.0 Any further request may be directed to: Prof. Dr.-Ing. Dieter Scholz, MSME E-Mail see: http://www.ProfScholz.de This work is part of: Digital Library - Projects & Theses - Prof. Dr. Scholz http://library.ProfScholz.de Published by Aircraft Design and Systems Group (AERO) Department of Automotive and Aeronautical Engineering Hamburg University of Applied Science This report has associated published data in Harvard Dataverse: https://doi.org/10.7910/DVN/6NHDDP 3 Abstract Purpose – This project work shows a literature survey, clearly defines the mass growth factor, shows a mass growth iteration, and derives an equation for a direct calculation of the factor (without iteration). Definite values of the factor seem to be missing in literature. To change this, mass growth factors are being calculated for as many of the prominent passenger aircraft as to cover 90% of the passenger aircraft flying today. The dependence of the mass gain factor on requirements and technology is examined and the relation to Direct Operating Costs (DOC) is pointed out. Methodology – Calculations start from first principles. Publically available data is used to cal- culate a list of mass growth factors for many passenger aircraft.
    [Show full text]
  • Multimission Aircraft Fuel-Burn Minimization Via Multipoint Aerostructural Optimization
    AIAA JOURNAL Vol. 53, No. 1, January 2015 Multimission Aircraft Fuel-Burn Minimization via Multipoint Aerostructural Optimization Rhea P. Liem∗ University of Toronto, Toronto, Ontario M3H 5T6, Canada and Gaetan K. W. Kenway† and Joaquim R. R. A. Martins‡ University of Michigan, Ann Arbor, Michigan 48109-2102 DOI: 10.2514/1.J052940 Aerodynamic shape and aerostructural design optimizations that maximize the performance at a single flight condition may result in designs with unacceptable off-design performance. While considering multiple flight conditions in the optimization improves the robustness of the designs, there is a need to develop a way of choosing the flight conditions and their relative emphases such that multipoint optimizations reflect the true objective function. In addition, there is a need to consider uncertain missions and flight conditions. To address this, a new strategy to formulate multipoint design optimization problems is developed that can maximize the aircraft performance over a large number of different missions. This new strategy is applied to the high-fidelity aerostructural optimization of a long-range twin-aisle aircraft with the objective of minimizing the fuel burn over all the missions it performs in one year. This is accomplished by determining 25 flight conditions and their respective emphases on drag and structural weight that emulate the fuel-burn minimization for over 100,000 missions. The design optimization is based on the computational fluid dynamics of a full aircraft configuration coupled to a detailed finite element model of the wing structure, enabling the simultaneous optimization of wing aerodynamic shape and structural sizing leading to optimal static aeroelastic tailoring.
    [Show full text]
  • Flying-V Family Design W.J
    Flying-V Family Design W.J. Oosterom Delft University of Technology Flying-V Family Design by W.J. Oosterom to obtain the degree of Master of Science at the Delft University of Technology. to be defended publicly on Friday April 9, 2021 at 8:45 AM. Student number: 4463250 Project duration: August 24, 2020 – April 9, 2021 Thesis committee: Dr. ir. R. Vos, TU Delft, supervisor Dr. ir. G. la Rocca, TU Delft Dr. ing. S.G.P.Castro, TU Delft An electronic version of this thesis is available at http://repository.tudelft.nl/. Abstract The Flying-V is a novel aircraft configuration that promises a large improvement in fuel burn performance compared to conventional aircraft, integrating the passenger cabin and cargo volume into the lifting surface. The Flying-V is a V-shaped flying wing with an oval cabin and engines over the trailing edge. The aircraft does not have high-lift devices, and fins and elevons provide stability and control. The Flying-V has been studied on several aspects such as aerodynamics and structures, confirming its large potential fuel burn reduction. This study focuses on the feasibility of developing a family of Flying-V aircraft, which is a crucial step in passenger aircraft development offering multiple aircraft variants at limited development and production cost. The ability to design a family of Flying-V aircraft can be a large advantage with respect to blended wing body designs, of which earlier research suggests that developing a family is difficult due to its lack of a constant cross-section. On a higher level, this research is one of the few focusing on family design of an unconventional aircraft configuration in the conceptual design phase.
    [Show full text]
  • Identifying CO2 Reducing Aircraft Technologies and Estimating Their Impact on Global Emissions
    1 Diplomarbeit Studiendepartment Fahrzeugtechnik und Flugzeugbau Identifying CO2 Reducing Aircraft Technologies and Estimating their Impact on Global Emissions Arno Apffelstaedt 08. Juli 2009 2 Hochschule für Angewandte Wissenschaften Hamburg Fakultät Technik und Informatik Department Fahrzeugtechnik + Flugzeugbau Berliner Tor 9 20099 Hamburg in Zusammenarbeit mit: Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) Institut für Lufttransportkonzepte & Technologiebewertung Blohmstraße 18 21079 Hamburg Verfasser: Arno Apffelstaedt Abgabedatum: 08.07.2009 1. Prüfer: Prof. Dr. Dieter Scholz, MSME 2. Prüfer: Dr.-Ing. Eike Stumpf Industrielle Betreuung: Dr.-Ing. Eike Stumpf 3 Abstract The strong growth in worldwide air traffic has raised concern on aviation’s impact on climate change. According to latest scientific estimates, carbon dioxide is one of the main contributors of aviation to global warming, accounting for up to the half of its entire positive radiative forcing. As a reaction to these findings, there is an increased interest among the industry, scientific community and governments in possible approaches to mitigating the carbon footprint of aviation. Aircraft CO2 emission is set by six technological key parameters, which define the range, the engine’s efficiency, the aircraft’s efficiency in terms of aerodynamics and weight, and the fuel efficiency in terms of heat content and fuel-specific CO2 emission. A parametric study on the single influence of the parameters is conducted, which gives engine efficiency, fuel heat content and the zero-lift drag coefficient as the most powerful technological levers. Future aircraft technologies are identified through a literature study. Some of the most promising concepts for a medium-term application are found to be laminar flow technologies, geared and open rotor engine architectures, new materials for primary structures and bio-fuels.
    [Show full text]