22 June2017 UTIAS NationalColloquium Sustainable on Aviation Bombardier DevelopmentProduct Engineering, Aerospace Advanced Design Engineering Specialist Potter Graham Configuration Wing a Strut-Braced of Design Conceptual

PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. Environmentally FocusedEnvironmentally Study Aircraft 2 § § § icatrequirements: Aircraft assumption: Technology objective: study (EFA) Aircraft Focused Environmentally § § § EIS ae neitn obrirproducts Bombardier existing on Based 2030-2035 EIS with Consistent noise) configurations aircraft community commercial and and quality jet air business long-range local alternative (emissions, evaluating impact by environmental reduce Significantly Entry-Into-Service Business Jet Commercial Aircraft Commercial

PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. The History of the Strut-Braced Wing the Strut-Braced of History The 3 Hurel-Dubois HD.31 Shorts 360 Hurel-Dubois HD.31 Cessna Caravan

PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. Recent Research Efforts 4 Boeing/NASA Boeing/NASA Virginia Tech ONERA

PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. Why a Strut-Braced Configuration? a Strut-Braced Why 5 § § § § configuration equivalent conventional to savings compared burn fuel 5-10% suggest studies Other drag induced large reductionsin ratios with higher aspect Allows optimization to ratio aspect given allows reducedwingweightata wing configuration Strut-braced and drag between wingweightcompromise a is wingaspect ratio Optimum

Wing Weight Aspect Ratio Aspect

PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. Why a Strut-Braced Configuration? a Strut-Braced Why 6 § Start with a conventional wingconventional geometry witha Start

PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. Why a Strut-Braced Configuration? a Strut-Braced Why 7 § § Add astrut wingconventional geometry witha Start WING WEIGHT FUEL BURN PROFILE DRAG

PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. Why a Strut-Braced Configuration? a Strut-Braced Why 8 § § § Increase the wing aspect ratio aspect wing the Increase Add astrut wingconventional geometry witha Start WING WEIGHT INDUCED DRAG FUEL BURN PROFILE DRAG

PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. ASPER Wing Weight Estimation Tool WeightEstimation Wing ASPER 9 • Bombardier has developed the ASPER tool for strut-braced wing weight estimation wingweight strut-braced the for hasdeveloped tool ASPER Bombardier • allow to run-time need short but methods, analysis physics-based Dependenton • configurations such for exists ornodata Little • wingestimating is configurations strut-braced modelling in challenge Theprimary • wide design-space explorationwidedesign-space weight structural ASPERWing Weight Estimation Tool SBW FEM Finite Element Model Element Finite Strut-Braced Wing

PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. Initial Strut-Braced Wing Solution Wing Strut-Braced Initial 10 • SBW GFEM used as validation as used SBWGFEM • model GFEM structural Created • speed 0.7 cruise Mach Specified • within ASPER Implemented • case for ASPER ASPER by predicted loads same using and sized configuration of this SBWsolution initial generate toolto design CMDO aircraft SBW GFEM CMDO Strut-Braced Wing Global Finite Element Model Conceptual Multi-Disciplinary Design Design Optimization Multi-Disciplinary Conceptual Sweep: 13° AR: 14

PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. ASPER Validation: Stiffness Validation: ASPER Torsionalimpressive less stiffness • match reasonable stiffness Bending • and fromASPER stiffness Compared • 11 GFEM GFEM Global Finite Element Model Torsion Out-of-plane Bending In-plane Bending

PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. ASPER Validation: Stiffness Validation: ASPER • ASPER is shown to do a good job of a goodjob do ASPER is shownto • a plotsfor similar to Thencompared • 12 due to the strut due tothe stiffness in bigdifferences the capturing conventional wing SBW GFEM Strut-Braced Wing Global Finite Element Model Torsion Out-of-plane Bending In-plane Bending

PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. ASPER Validation: Weight Validation: ASPER 13 • ASPER over-predicts wing over-predicts ASPER • withwellagrees ASPER • method empirical CMDO • weightwing ASPER • wingsby 35% conventional weight for GFEM SBW only) (non-strut compared also configurations multiple for estimate based GFEM to compared estimate SBW GFEM CMDO Strut-Braced Wing Global Finite Element Model Conceptual Multi-Disciplinary Design Design Optimization Multi-Disciplinary Conceptual +35% +34% +2%

PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. Application of Conceptual Multi-Disciplinary Optimization (CMDO) Conceptual Multi-Disciplinary Application of 14 § § § § § Objective Constraints Design VariablesDesign startpoint and optimization aircraft usedas CRJ700 reference EFAcapability CMDO use of study makes Bombardier’s – – – – – – – – – Minimumoperating cost Landing gear integration Fuel volume Approach speed Single engine climbgradient field length Take-off Design range Engine scale factor geometryWing (area, aspect-ratio, sweep, thicknesschord) to CMDO Conceptual Multi-Disciplinary Design Design Optimization Multi-Disciplinary Conceptual Initial Geometry (CRJ700) CMDO Workflow CMDO Optimized Geometry Optimized

PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. CMDO Sizing Cases Sizing CMDO 15 Wing Strut-Braced High Wing Low Wing CMDO Conceptual Multi-Disciplinary Design Design Optimization Multi-Disciplinary Conceptual Empirical ASPER

PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. Sensitivity to Wing Aspect Ratio Aspect Wing to Sensitivity 16 Fuel Burn Wing Weight SBW HW High Wing High Strut-Braced Wing

Operating Cost Airframe Weight

PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. Thickness to Chord Ratio Results Optimization CMDO 17 Empirical LW Empirical Empirical HW Empirical ASPER LW ASPER HW ASPER SBW SBW LW HW Low Wing High Wing High Strut-Braced Wing igArea Wing 662 600 669 629 600 Span setRatio Aspect 15.1 16.8 15.4 15.7 19.8 Sweep 12.6 17.5 12.6 17.6 14.9

y x

PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. Comparison of CMDO Optimized Solutions Optimized CMDO of Comparison 18 Empirical Empirical LW LW Empirical Empirical HW HW Wing Weight Fuel Burn SBW M*L/D ASPER ASPER LW LW Strut-Braced Wing Mach* Lift to Dragratio ASPER ASPER HW HW ASPER ASPER SBW SBW -7% -20% LW HW Low Wing High Wing High Empirical Empirical LW LW Empirical Empirical HW HW Operating Cost Operating M*L/D ASPER ASPER LW LW ASPER ASPER HW HW +4% ASPER ASPER SBW SBW -4%

PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. • Significant discrepancy between empirical and ASPER weight estimates needs to be to needs and estimates empirical ASPER weight between discrepancy Significant • uncertainty due towingweight tojudge is hard SBW configuration not) of True benefit (or • conventional low-wing(Empirical) fuel-burn than SBWhashigher • (ASPER) configuration tolow-wing 3% compared to falls Benefit • high-wing) (ASPER, solution conventional to compared reduction burn fuel 7% offers SBW • been generated has wingCMDO solution Strut-braced • Conclusions 19 resolved SBW CMDO Strut-Braced Wing Conceptual Multi-Disciplinary Design Design Optimization Multi-Disciplinary Conceptual

PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. • Aerodynamic design of wing and strut to validate empirical drag polar validate empirical to and strut wing Aerodynamic design of • validate used to be willASPER prediction estimate weight GFEMbasedwing • configuration forlatest willcreated NewGFEM be • model using aero-structural Loads willbegenerated • Next Steps 20 GFEM Global Finite Element Model

PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. Bombardier, Global 6000, CRJ700, CRJ900 and Q400 are trademarks of Bombardier or its subsidiaries or its ofBombardier trademarks and Q400 are CRJ900 6000,CRJ700, Global Bombardier,

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