DOCSLIB.ORG

INITIAL SIZING Estimation of Design Gross Weight

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
INITIAL SIZING Estimation of Design Gross Weight INITIAL SIZING Estimation of Design Gross Weight Prof. Rajkumar S. Pant Aerospace Engineering Department IIT Bombay What is Initial Sizing ? Estimation of its design take-off gross weight Wo . Weight at the start of the design mission profile Mission Profile specified by the user Additional Requirements by Regulatory Bodies Objectives . Identify requirements that are likely to drive the design . First estimate of the size of the aircraft, through Wo Vary with the purpose of the aircraft MISSION PROFILE AE-332M / 714 Aircraft Design Capsule-3 Mission Profiles Mission profile purpose of the aircraft General Aviation Aircraft . Simple Cruise + Hold Commercial Transport Aircraft . Main Profile + Missed Approach + Diversion + Hold Mission Profile: Simple Cruise Cruise 3 4 5 Loiter 5 Approach 1 2 6 7 Warm up, Taxi-out, Landing, Taxi-in Take Off AE-332M / 714 Aircraft Design Capsule-3 Mission Profile: Air Superiority Aircraft Cruise 2 7 Cruise 1 6 4 3 Combat Loiter 5 5 Approach Loiter 1 2 Weapon Drop 8 9 Warm up, Taxi-out, Take Landing, Taxi-in Off AE-332M / 714 Aircraft Design Capsule-3 Mission Profile: Ground Attack Fighter Cruise 2 7 Loiter Cruise 1 6 4 3 Loiter Combat Approach 1 2 5 5 8 9 Warm up, Taxi-out, Weapon Drop Landing, Take Off Taxi-in AE-332M / 714 Aircraft Design Capsule-3 Mission Profile: Strategic Bomber Cruise 3 10 Loiter Cruise 1 9 3 4 5 6 Combat Approach 1 2 7 8 11 12 Warm up, Taxi-out, Weapon Drop Landing, Take Off Taxi-in * R: Re-Fuelling AE-332M / 714 Aircraft Design Capsule-3 Mission Profile: UAV Predator (Tier II) Mission Profile AE-332M / 714 Aircraft Design Capsule-3 Mission Profile: UAV Predator (Tier II) Mission Profile AE-332M / 714 Aircraft Design Capsule-3 Issues in Initial Sizing Very little known about a/c configuration Most methods are deeply rooted in past . Statistical inference of parameters . Similar aircraft designed earlier Most procedures empirical / semi-empirical Various methodologies / approaches, e.g., . Loftin’s method . Raymer’s approach (explained here) Typical Take-off weight break-up Empty weight Payload Usable Fuel Trapped Fuel 25 20 25 5 50 Take-off weight build-up Wo = Wcrew + Wpay + Wfuel + Wempty Wempty . Weight of structure, engines, landing gear, fixed equipment, avionics, etc. Wcrew and Wpay are both known . User-specified requirements Wfuel & Wempty are unknowns to be determined Equation for Initial Sizing Wo = Wcrew +Wpay +W fuel +Wempty W +W W = crew pay o W W 1− empty + fuel Wo Wo Wcrew +Wpay Wo = 1−{wˆ e + wˆ f } wwˆˆef& are the two unknowns to be determined Estimation of empty weight fraction ώe C ώe = A Wo * Kvs Where “A” and “C” are constants Their values for various aircraft types are obtained from statistical curve-fits Kvs is a factor depending on the a/c sweep . Kvs = 1.00 for conventional, fixed-wing . Kvs = 1.04 for wing with variable sweep “A” and “C” for various a/c types A/C type A C Sailplane (unpowered) 0.83 -0.05 Sailplane (powered) 0.88 -0.05 Homebuilt-metal/wood 1.11 -0.09 Home-built composite 1.07 -0.09 General Aviation-1 Engine 2.05 -0.18 General Aviation-2 Engine 1.40 -0.10 Agricultural a/c 0.72 -0.03 Twin turboprop 0.92 -0.05 Flying Boat 1.05 -0.05 Jet trainer 1.47 -0.10 Jet fighter 2.11 -0.13 Military cargo 0.88 -0.07 Jet transport 0.97 -0.06 Note: Wo in kg Empty Weight Fraction Trends Empty Weight Fraction Trends Weight Trend Data - Single Aisle Jet Transport From The Elements of Airplane Design, Schaufele. 140000 Bae 146-100 DC-9-10 130000 BAC-111 120000 BAE 146-200 y = 0.5598x F100 110000 BAE 146-300 100000 DC-9-30 737-200 90000 DC-9-40 Empty Weight (lbs) Weight Empty 80000 DC-9-50 - 717-200 70000 empty 737-300 W 737-400 60000 MD-81 50000 737-600 737-700 40000 80000 100000 120000 140000 160000 180000 200000 220000 240000 WTO - Maximum Takeoff Weight (lbs) AE-332M / 714 Aircraft Design Capsule-3 Estimation of mission fuel fraction ώf Wfuel = Wmission fuel + W reserve fuel Wmission fuel depends on . Type of mission . Aircraft aerodynamics . Engine SFC Wreserve is required for . Missed Approach, Diversion & Hold . Navigational errors and Route weather effects . Trapped Fuel (nearly 0.5% to 1 % of total fuel) Assumption . Fuel used in each mission segment is proportional to a/c weight during mission segment . Hence ώf is independent of the aircraft weight Estimation of Mission Segment Weights Various segments or legs are numbered, with ‘0’ denoting the mission start th Mission segment weight fraction for i segment = Wi/Wi-1 Total fuel weight fraction (W6/W0) obtained by multiplying the weight fractions of each mission segments Estimation of Mission Segment Weights The warm-up, take-off, and landing weight fraction estimated by historical trends Fuel consumed (and distance traveled) during all descent segments ignored Weight fractions in Climb and Acceleration Effect of using historical data Mission Profile W W W W W W W 6 = 6 ⋅ 5 ⋅ 4 ⋅ 3 ⋅ 2 ⋅ 1 W0 W5 W4 W3 W2 W1 W0 W W W 6 = 0.995⋅ 5 ⋅1.0⋅ 3 ⋅0.985⋅0.97 W0 W4 W2 W W W 6 = 0.95067⋅ 5 ⋅ 3 W0 W4 W2 Using mission profile and historical data for engines ! ESTIMATION OF FUEL WEIGHT FRACTION AE-332M / 714 Aircraft Design Capsule-3 Breguet Range Equation Fuel Consumption: dW = −tsfc×T × dt V∞dW Range for dW fuel ds = V∞dt = − (tsfc)T During Cruise T = D, W = L Drag changes due to changing lift: assume L/D is constant, V∞ L dW Hence: ds = − tsfc D W Assuming L/D, tsfc and V∞ (= aM) are constant: AE-332M / 714 Aircraft Design Capsule-3 Breguet Range Equation a L W R = M ln initial tsfc D W final Engine efficiency Aerodynamic Structural (fuel consumption) efficiency efficiency a is sound speed Winitial = MTOW (Maximum Takeoff Weight) Wfinal = OEW + Pax + reserve fuel OEW = Operational Empty Weight = Empty Weight + Crew + trapped fuel & Oil Source: Jet Sense; The Philosophy and the Art of Aircraft Design, Zarir D. Pastakia AE-332M / 714 Aircraft Design Capsule-3 Fuel Fraction in Cruise segment Cruise segment mission weight fraction can be estimated using the Breguet Range Equation VWcruise L i−1 R =⋅⋅ ln cDcruise cruise Wi R = Cruise Range (m) ccruise = Specific Fuel consumption in cruise (per sec) Vcruise = Cruise Velocity (m/s) [L/D]cruise = Optimum lift to drag ratio during cruise = [L/D]max for Propeller driven a/c = 0.866*[L/D]max for Jet engined a/c Fuel Fraction in Loiter segment Loiter segment mission weight fraction can be estimated using the Breguet Endurance Equation 1 L Wi−1 E =⋅⋅ ln cDloiter loiter Wi E = Endurance (sec) cloiter = Specific Fuel consumption in Loiter (per sec) [L/D]loiter = Optimum lift to drag ratio during loiter = 0.866 [L/D]max for Propeller driven a/c = [L/D]max for Jet engined a/c Mostly using historical data ! ESTIMATION OF MAX L/D AE-332M / 714 Aircraft Design Capsule-3.
Load more

Recommended publications
  • 4. Lunar Architecture
    4. Lunar Architecture 4.1 Summary and Recommendations As defined by the Exploration Systems Architecture Study (ESAS), the lunar architecture is a combination of the lunar “mission mode,” the assignment of functionality to flight elements, and the definition of the activities to be performed on the lunar surface. The trade space for the lunar “mission mode,” or approach to performing the crewed lunar missions, was limited to the cislunar space and Earth-orbital staging locations, the lunar surface activities duration and location, and the lunar abort/return strategies. The lunar mission mode analysis is detailed in Section 4.2, Lunar Mission Mode. Surface activities, including those performed on sortie- and outpost-duration missions, are detailed in Section 4.3, Lunar Surface Activities, along with a discussion of the deployment of the outpost itself. The mission mode analysis was built around a matrix of lunar- and Earth-staging nodes. Lunar-staging locations initially considered included the Earth-Moon L1 libration point, Low Lunar Orbit (LLO), and the lunar surface. Earth-orbital staging locations considered included due-east Low Earth Orbits (LEOs), higher-inclination International Space Station (ISS) orbits, and raised apogee High Earth Orbits (HEOs). Cases that lack staging nodes (i.e., “direct” missions) in space and at Earth were also considered. This study addressed lunar surface duration and location variables (including latitude, longi- tude, and surface stay-time) and made an effort to preserve the option for full global landing site access. Abort strategies were also considered from the lunar vicinity. “Anytime return” from the lunar surface is a desirable option that was analyzed along with options for orbital and surface loiter.
    [Show full text]
  • Royal Institute of Technology
    Royal Institute of Technology bachelor thesis aeronautics Transport Aircraft Conceptual Design Albin Karlsson & Anton Lomaeus Supervisor: Christer Fuglesang & Fredrik Edelbrink Stockholm, Sweden June 15, 2017 This page is intentionally left blank. Abstract A conceptual design for a transport aircraft has been created, tailored for human- itarian missions along the equator with its home base in the European Union while optimizing for fuel efficiency and speed. An initial estimate of the empty weight was made using historical data and Breguet equations, based on a required payload of 60 tonnes and range of 5 500 nautical miles. A constraint diagram consisting of require- ments for stall speed, takeoff distance, climb rate and landing distance was used to determine wing loading and thrust to weight ratio, resulting in a main wing area of 387 m2 and thrust to weight ratio of 0:224, for which two Rolls Royce Trent 1000-H engines were selected. A high aspect ratio wing was designed with blended winglets to optimize against lift induced drag. Wing placement and tail volume were decided by iterative calculations, resulting in a centre of lift located aft of the centre of gravity during all stages of the mission. The resulting aircraft model has a high wing with a span of 62 m, length of 49 m with a takeoff gross weight of 221 tonnes, of which 83 tonnes are fuel. Contents 1 Background 1 2 Specification 1 2.1 Payload . .1 2.2 Flight requirements . .1 2.3 Mission profile . .2 3 Initial weight estimation 3 3.1 Total takeoff weight . .3 3.2 Empty weight .
    [Show full text]
  • Airworthiness Requirements for the Type Certification of Airships in the Categories Normal and Commuter
    Section 1 LFLS Airworthiness Requirements Lufttüchtigkeitsforderungen for the type certification of für die Prüfung und Zulassung von airships in the categories Luftschiffen der Kategorien Normal and Commuter Normal und Zubringer (LFLS) References: Referenzen: - Announcement: NfL II - 94/93 - Bekanntmachung: NfL II - 103/99 - Publication in Bundesanzeiger: - Veröffentlichung im Bundesanzeiger: BAnz. Volume 53, page 9286, Nr. 185 BAnz. Jahrgang 53, Seite 6813, Nr. 72 - Effective date: 13. April 2001 - inkraftgetreten: 13. April 2001 - Amendments: - Änderungen: NfL II - 25/01 (correction § 341) NfL II - 25/01 (Korrektur § 341) - This Implemenation Order has been notified under - Diese Durchführungsverordnung wurde unter der the No. 1996/420/D with the directives 83/189/EEC, Nr. 1996/420/D entsprechend den Richtlinien 88/182/EEC and 94/10/EC concerning an 83/189/EWG, 88/182/EWG und 94/10/EG betreffend information procedure in the field of standards and eines Informationsverfahrens auf dem Gebiet der technical negotiations Normen und technischen Vorschriften notifiziert. In Hinblick auf die zu erwartenden Zulassungen im Ausland erfolgte die Bekanntmachung der LFLS in englischer Sprache. Eine deutsche Übersetzung wird angefertigt, sobald hierfür ein Bedarf erkennbar wird. FOREWORD These Airworthiness Requirements for Airships have been based on the report "Airship Design Criteria" of the US Department of Transportation, Paper No. FAA P-8110-2, change 1, dated July 24, 1992. The purpose of the FAA report was to provide acceptable airworthiness requirements for the type certification of conventional, near- equilibrium, non-rigid airships. The report contained the design requirements necessary to provide an equivalent level of safety to that prescribed in 14 CFR 21.17(b) for special classes of aircraft.
    [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]
  • Design of an Unmanned Aerial Vehicle for Long-Endurance Communication Support
    AIAA 2017-4148 AIAA AVIATION Forum 5-9 June 2017, Denver, Colorado 18th AIAA/ISSMO Multidisciplinary Analysis and Optimization Conference Design of an Unmanned Aerial Vehicle for Long-Endurance Communication Support Berk Ozturk,∗ Michael Burton,∗ Ostin Zarse,y Warren Hoburg,z Mark Drela,x John Hansmanx A long-endurance, medium-altitude unmanned aerial vehicle (UAV) was designed to provide communication support to areas lacking communication infrastructure. Current solutions involve larger, more costly aircraft that carry heavier payloads and have maximum flight durations of less than 36 hours. The presented design would enable a 5.6 day mission with a 10 lb, 100 W communications payload, providing coverage over an area 100 km in diameter. A geometric program was used to size the aircraft, which is a piston-engine unmanned aircraft with a 24 ft wingspan, and a takeoff weight of 147 lbs. The airframe is designed to be modular, which allows for fast and easy transportation and assembly for an operating crew of four to six. The aircraft can station-keep in 90% of global wind conditions at an altitude of 15,000 ft. Nomenclature ADS-B Automatic Dependent LOS line-of-sight Surveillance-Broadcast MSL mean sea level BLOS beyond line-of-slight MTOW maximum takeoff weight BSFC brake specific fuel consumption PMU power management unit CG center of gravity RC remote control GP geometric program RPM revolutions per minute ECU engine control unit STP standard temperature and pressure FAA Federal Aviation Administration UAV unmanned aerial vehicle FAR Federal Aviation Regulations UHF ultra-high frequency GPS Global Positioning System IC internal combustion I.
    [Show full text]
  • Fighter Aircraft
    - https://ntrs.nasa.gov/search.jsp?R=19810011498 2020-03-21T13:44:30+00:00Z NASA TP 1837 NASA TechnicalPaper 1837 c. 1 . A Computer Technique for Detailed Analysis of MissionRadius and ManeuverabilityCharacteristics of Fighter Aircraft Willard E. FOSS, Jr. MARCH 198 1 TECH LIBRARY KAFB, NM 00b788Z NASA Technical Paper 1837 A ComputerTechnique for Detailed Analysis of Mission Radiusand ManeuverabilityCharacteristics of FighterAircraft Willard E. FOSS, Jr. La ugley Resea rcb Ceu ter Harnpton, Virginia National Aeronautics and Space Administration Scientific and Technical Information Branch 1981 SUMMARY A computer technique to determine the mission radius and maneuverability characteristics ofcombat aircraft has been developed. The technique has been used at the Langley ResearchCenter to determine critical operational require- ments and the areas in which research programs would be expected to yield the most beneficialresults. In turn,the results of researchefforts havebeen evaluated in terms of aircraft performance on selected mission segments and for complete mission profiles. The aircraftcharacteristics and flight constraints are represented in sufficient detail to permit realistic sensitivity studies in terms of either configuration modifications or changes in operational proce- dures. Sample calculationsare provided to illustrate the wide variety of mili- tary mission profiles that maybe represented.Extensive use of thetechnique in evaluationstudies indicates that the calculated performance is essentially the same as that obtained by the proprietary programs in use throughout the air- craft industry. INTRODUCTION A computer technique to determinethe mission radius and maneuverability characteristics ofcombat aircraft for a variety of military profiles hasbeen developed. The technique has beenused at the Langley Research Center todeter- mine critical operational requirements and the areas in which research programs wouldbe expected toyield the most beneficialresults.
    [Show full text]
  • Beechcraft King Air 350ER Is Long Range and Lengthy Loitering Times, up to 2,650 Nm Or 12 Hours
    The core mission of the Beechcraft King Air 350ER is long range and lengthy loitering times, up to 2,650 nm or 12 hours. Beechcraft King Air 350ER Longer-legged to sample the 350ER’s low- The main landing gear struts speed and high-speed per- are stronger versions with model is flexible formance and how easy this wheels, tires and brakes from the sizable airplane is to fly. Flying heavier Beech 1900D airliner. and capable to the NBAA show in a Pratt To accommodate the bigger & Whitney Canada PT6-pow- wheels in the retracted position, by Matt Thurber ered airplane was a bonus, mak- the 350ER’s main landing gear ing us feel like part of the 50th doors are shorter and the wheels anniversary celebrations for the protrude into the breeze. A use- The King Air 350i is now widely used turboprop. ful feature on the 350 models THURBER MATT Beechcraft’s biggest airplane, Beechcraft has built more is brake de-icing, which ports A Rockwell Collins Pro Line 21 flight deck fills the panel on the King Air 350i and ER. but the 350ER version takes the than 900 King Air 350s. The bleed air onto tubes surround- Worldwide weather data is delivered via the Iridium-based Collins GWX-5000. turboprop twin a few steps fur- extended-range 350ER was cer- ing the brake discs. “It’ll melt go anywhere in the world with- the Hawaii-California mission. ther, adding enough extra fuel tified in 2007, and Beechcraft snow around the tires,” said out [fitting interior tanks].” With a maximum takeoff to stay aloft for up to 12 hours delivered about 120 of that ver- Scott, and can be used with the The 350 has the same wing weight of 16,500 pounds (1,500 in loiter mode or power along at sion by the end of last year, wheels up or down.
    [Show full text]
  • Transport Airship Requirements
    Transport Airship Requirements March 2000 submitted by: Rijksluchtvaartdienst Luftfahrt-Bundesamt Saturnusstraat 50 Hermann-Blenk-Strasse 26 2132HB Hoofddorp D-38108 Braunschweig The Netherlands Germany www.minvenw.nl/rld www.lba.de TAR Intentionally left blank TAR - Transport Airship Requirements March 2000 2 of 117 TAR AIRWORTHINESS REQUIREMENTS FOR TRANSPORT CATEGORY AIRSHIPS Foreword 1 The Civil Aviation Authorities Luftfahrt-Bundesamt of Germany and Rijksluchtvaartdienst of The Netherlands have agreed common comprehensive airworthiness requirements for large airships to accomodate Type Certification applications for such aircraft in their countries. The new category Transport Airships is defined in Appendix C. 2 Existing airworthiness codes FAR P8110-2 of the Federal Aviation Administration of the United States of America and JAR-25 of the Joint Aviation Authorities of Europe have been selected to form the basis of these Transport Airship Requirements (TAR). 3 Certain of the requirements of this TAR, in particular those in Subpart F, call for the installation of equipment and in some cases prescribe requirements for the design and performance of that equipment. These requirements, in common with the remainder of the TAR, are intended to be acceptable to the Authorities as showing compliance, but it should be borne in mind that an importing country may require equipment additional to those in this TAR for operational purposes. 4 The performance requirements of Subparts B and G have been developed on the assumption that the resulting scheduled performance data will be used in conjunction with airship performance operating rules which are complementary to these performance requirements. 5 Terms used in this TAR are as contained in JAR-1, "Definitions and Abbreviations".
    [Show full text]
  • University of Cincinnati 2016 Engine Design Competition Proposal – the Bearcat 4000
    University of Cincinnati 2016 Engine Design Competition Proposal – The Bearcat 4000 Michael Denton1, Trace Taylor1, Seth Young1, Rich Zelinski1, and Vaughn Bostwick1 University of Cincinnati, Cincinnati, Ohio, 45221 Abstract Advanced materials, higher pressure ratio compressors, elevated turbine inlet temperatures, and shorter combustors have all contributed to major advances in both military and commercial engine developments. The Bearcat 4000 (BC 4000) engine is designed for the replacement of the GE-J85, currently used in the T-38 trainer aircraft. The predicted performance of the proposed afterburning turbofan engine design projects a 28% reduction in specific fuel consumption at cruise conditions compared to the J85, while still meeting thrust requirements over the flight mission. The use of a 0.35 bypass ratio resulted in a smaller core. Consequently, a 44% reduction in weight was estimated based on scaling the engine core to a modern military engine (F119), compared to the GE-J85. The three stage fan and six stage compressor designs were powered by a two stage high-pressure turbine and a two stage low-pressure turbine. A lean burning combustor with a total of nine swirl cups located radially around the annulus was designed from the constraints set by the turbomachinery designers. The use of the afterburner was only needed for supersonic dash and takeoff. Comparative studies between convergent and convergent divergent exhaust nozzle performance indicated a 8% loss in gross specific thrust at Mach 1.3 dash and a 3% loss at takeoff associated with using a convergent nozzle. 1 Student, Aerospace Engineering and Engineering Mechanics, University of Cincinnati, 745 Baldwin Hall, Cincinnati, OH 45221, AIAA Student Member 1 I.
    [Show full text]
  • Aircraft Design --- Chapter 5: Preliminary Sizing
    5 - 1 5 Preliminary Sizing The preliminary sizing of an aircraft is carried out by taking into account requirements and constraints (see Section 1). A process for preliminary sizing proposed by Loftin 1980 is shown in Fig. 5.1 and detailed in this section. The procedure refers to the preliminary sizing of jets that have to be certified to CS-25 or FAR Part 25. The procedure could in general also be applied to other aircraft categories as there are • very light jets certified to CS-23/FAR Part 23 • propeller aircraft certified to CS-25/FAR Part 25 • propeller aircraft certified to CS-23/FAR Part 23 • propeller aircraft certified to CS-VLA • ... if the respective special features and regulations are taken into account. For propeller-type aircraft the engine thrust T must be replaced by engine power P in Fig. 5.1. Many changes in the equations result from this modification. Fig. 5.1 Flow chart of the aircraft preliminary sizing process for jets based on Loftin 1980 5 - 2 Fig. 5.1 needs some explanation: The blocks in the first column represent calculations for various flight phases. Block 1 "LANDING DISTANCE" provides a maximum value for the wing loading m / S (reference value: mSMTO/ W ). The input values of the calculation are the maximum lift coefficient with flaps in the landing position CLmaxL,, as well as the landing field length sLFL according to CS/FAR. The maximum lift coefficient CLmaxL,, depends on the type of high lift system and is selected from data in the literature. Block 2, "TAKE-OFF DISTANCE" provides a minimum value for the thrust-to-weight ratio ⋅=() ⋅ as a function of the wing loading: TmgfmS/( ) / with reference value: TmgTO/( MTO ).
    [Show full text]
  • Short-Take Off and Landing Regional Jet'
    University of Tennessee, Knoxville TRACE: Tennessee Research and Creative Exchange Supervised Undergraduate Student Research Chancellor’s Honors Program Projects and Creative Work Spring 5-2005 Short-Take off and Landing Regional Jet` Christopher Ryan Johnson University of Tennessee - Knoxville Christopher Paul Johnson University of Tennessee - Knoxville Follow this and additional works at: https://trace.tennessee.edu/utk_chanhonoproj Recommended Citation Johnson, Christopher Ryan and Johnson, Christopher Paul, "Short-Take off and Landing Regional Jet`" (2005). Chancellor’s Honors Program Projects. https://trace.tennessee.edu/utk_chanhonoproj/870 This is brought to you for free and open access by the Supervised Undergraduate Student Research and Creative Work at TRACE: Tennessee Research and Creative Exchange. It has been accepted for inclusion in Chancellor’s Honors Program Projects by an authorized administrator of TRACE: Tennessee Research and Creative Exchange. For more information, please contact [email protected]. UNIVERSITY HONORS PROGR~'I SENIOR PROJECT - A..PPRO"V.U Name: Chclstcphe r P Jv bnJ;;oQ College: /"'Je(k'!""'.1, I, /~ <$rH<~, lJ1J &~"'ti,(,! I~ .t~ Deparnnent: A:rc,,1:'p7.Ct' Ey\,,~€{r't1 Faculty ~{entor: Dr. RoberT [Sand PROJECT TITLE: XhtR/ i?eoy"" [ have reviewed this completed senior honors thesis with thIS srudent and certify that it is a re with h ors level under ace rese:lrch in this field. Comments (Opcional): Senior Design Project Christopher Buckley Jonathan Ford Christopher P. Johnson Christopher R. Johnson Daniel Pfeffer Tyson Tucker The University ofTennessee at Knoxville} Knoxville} TN, 37996 The main purpose of this paper is to present a 30 passenger regional jet that is to double as a commercial aircraft and a civil reserve fleet aircraft for national security and disaster purposes.
    [Show full text]
  • Morphing Aircraft Technology – New Shapes for Aircraft Design
    UNCLASSIFIED/UNLIMITED Morphing Aircraft Technology – New Shapes for Aircraft Design Terrence A. Weisshaar1 Aeronautics and Astronautics Department Purdue University West Lafayette, Indiana 47907 USA 1.0 THE MORPHING CHALLENGE Morphing aircraft are multi-role aircraft that change their external shape substantially to adapt to a changing mission environment during flight.2 This creates superior system capabilities not possible without morphing shape changes. The objective of morphing activities is to develop high performance aircraft with wings designed to change shape and performance substantially during flight to create multiple-regime, aerodynamically-efficient, shape-changing aircraft. Compared to conventional aircraft, morphing aircraft become more competitive as more mission tasks or roles are added to their requirements. This paper will review the history of morphing aircraft, describe a recent DARPA program, recently completed, and identify critical technologies required to enable morphing. As indicated in Figure 1, designing and building aircraft shape changing components is not new. In the past, aircraft have used variable sweep, retractable landing gear, retractable flaps and slats, and variable incidence noses. However, recent work in smart materials and adaptive structures has led to a resurgence of interest in more substantial shape changes, particularly changes in wing surface area and controlled airfoil camber. Landing and Variable sweep wing take-off flaps Retractable landing gear Variable incidence nose Figure 1: Morphing aircraft design components. 1 Formerly, Program Manager, DARPA Defense Sciences Office, Arlington, Virginia, USA. 2 Morphing aircraft are also known as variable geometry or polymorphous aircraft. Weisshaar, T.A. (2006) Morphing Aircraft Technology – New Shapes for Aircraft Design. In Multifunctional Structures / Integration of Sensors and Antennas (pp.
    [Show full text]