DOCSLIB.ORG

Thin-Haul Transport and Air Taxi Aircraft Design

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Thin-Haul Transport and Air Taxi Aircraft Design Thin-Haul Transport and Air Taxi Aircraft Design System Requirements Review Purdue University, Spring 2019 AAE 451 Team 4 Sam Buck, Nicholas Turo-Shields, Joseph Tenney Nicholas D'Onorio, Liam Ochoa, Tristan Zabicki 7 February 2019 Supervisor: Dr. William Crossley Contents 1 Executive Summary 2 2 Nomenclature 3 3 Study Objective and Mission Statement 3 3.1 AIAA RFP . .3 3.2 Mission Statement . .3 4 Market Analysis and CONOPS 4 4.1 Potential Market Overview . .4 4.2 Primary Market . .5 4.3 CONOPS . .9 4.4 Design Mission . 12 4.5 Additional Markets for Consideration . 13 5 Aircraft System Design Requirements 14 6 Baseline Aircraft 15 6.1 Selection of Baseline Aircraft . 15 6.2 Beechcraft Baron G58 . 15 6.3 Daher TBM 700C2 . 17 6.4 Limitations of Baseline Aircraft . 18 7 Technologies and Advanced Concepts 19 7.1 Hybrid Propulsion . 19 7.2 Composite Technology . 21 8 Sizing Tools 22 8.1 Aircraft Database . 22 Appendix: MATLAB Code 24 1 1 Executive Summary Black Tie Air is an aircraft design company whose mission is to provide an aircraft for luxury on-demand service to popular business locations around the country. The company was founded by a group of Purdue Aerospace Engineering students in Purdue's 451 senior design course. The team used the American Institute of Aeronautics (AIAA) 2018-2019 Thin Haul Transport and Air Taxi design competition as a starting point and guide for the aircraft design but ultimately decided to focus on the luxury market. Upon completing some initial market research, the team determined that the Air Taxi/Thin Haul market was highly saturated with aircraft carrying out the mission of the AIAA request for proposal with ease. The team felt that even a very well designed aircraft would only be a marginal improvement on the current fleet and the team was not confident about competing in this market space. When narrowing in on our market the team considered the following analogy: Consider the taxi cabs in a big city like New York City. The Ford Crown Victoria is a common car to be used as a taxi cab because it is cheap, reliable and gets the job done. Even if our team designed a car that was in our marginally better than the Crown Victoria it would be hard to convince taxi drivers that they need to upgrade their cars from something that already fits their needs. Now consider a luxury car service. The luxury car service in order to appease its customers needs the latest and greatest cars to keeps its clientele happy. For this reason our team decided to focus on the luxury market as a better business prospect. Our city-hopper aircraft will service business men and women and help them travel comfortably to and from business meeting in neighboring cities. Some additional markets the team is also targeting include:air taxi, individual ownership, cargo operations and aeromedical. Design requirements were developed start- ing with the RFP and adding additional requirements including cabin volume, and wing loading to assure the best experience for passengers. The team selected the Beechcraft Baron G58, and Daher TBM 700C2 as the baseline aircraft which will be used as references during the design process. Features from each will be drawn from and improved upon to create our proposed aircraft. Advanced technology will also be implemented in the aircraft design. Research is being done into technologies such as hybrid propulsion and composites to evaluate their technology readiness level for service in 2025 and the benefits they can provide in the teams design. Moving forward the next steps for the team include: continuing to develop and validate the sizing code, complete constraint diagrams, and create a geometric representation of the baseline aircraft. 2 2 Nomenclature AIAA American Institute of Aeronautics FBO Fixed-Base Operator TRL Technology Readiness Level RFP Request for Proposal VLJ Very Light Jet 3 Study Objective and Mission Statement 3.1 AIAA RFP The objective of the AIAA design competition is to design a domestic transport aircraft for the thin haul or on-demand service operations that service small airports and short routes. 3.2 Mission Statement The mission of Black Tie Air is to provide our customers with luxury on-demand service to the country's most popular business locations. 3 4 Market Analysis and CONOPS 4.1 Potential Market Overview To find a profitable niche in the market into which an aircraft may fit, we will begin with two extremely general sizing requirements given by the AIAA RFP: carrying 2-6 passengers and having a maximum speed of greater than 180 knots. For reference, we select the two most-produced series of civil aircraft, currently in production, which easily meet these requirements: the Beechcraft Baron and the Cirrus SR22. Both models have seen thousands of aircraft produced, and both are used in civilian applications within the United States, making them excellent representatives of the aircraft market in question. The Beechcraft Baron is a 6-seat, twin piston engined light aircraft with a storied history as a versatile transport. First sold in 1961, the Baron is generally sold to private individuals and small businesses for individual use. At a price of almost 1.5 million dollars [1], the Baron is one of the most expensive aircraft of its class, largely due to its branding and reputation as a luxury model. Most of the Baron's market, therefore, is individuals who own their own aircraft and are willing to pay a premium for luxury features therein. A smaller number of owners are charter aircraft operators, who use the Baron for luxurious, on-demand executive transport. A notable secondary market does exist as a training aircraft for flight schools and tourism, generally using secondhand, lower-cost airframes. The G58 has little to no use in the air taxi market, however, as its cost renders it a relatively difficult aircraft from which to make a profit. The Cirrus SR22 is a 4-seat, single piston engined, composite aircraft, which has grown an impressive presence in the small aircraft market. The SR22 was introduced in 2001 and has sold over 5,700 airframes, making it one of world's best-selling aircraft [1]. At a price around $600,000, the Cirrus is accessible to a diverse set of markets [1]. While individual and private sales comprise a large proportion of owners, the airframe is used by flight schools, air taxi companies, tourism operators, and a variety of other niche businesses, including aerial photography and surveying [1]. This application encourages us to examine the air taxi market more closely. The AIAA RFP encourages the development of the aircraft for air taxi use, so it is sensible to investigate how many aircraft of this type the market would support purchase of in 2025. The two largest and most notable operators of the SR22 as an air taxi have been ImagineAir, with a fleet of around 30, and SATSair, with 26 [2,3]. Both of these operators flew SR22s in an on-demand fashion, offering fares for transport from one airport to 4 another. Both operators, however, have also gone out of business, suggesting that aircraft in the range of the SR22 may not provide sufficient profit when operating as an air taxi. This conclusion is further supported by the recent actions of Hopscotch Air, another similar company. Hopscotch Air, which also flew SR22s on demand for fares, has transitioned to a membership model, requiring anyone wishing to buy a ticket to first pay a steep monthly membership fee [4]. These data provide compelling evidence against the long-term profitability of SR22-like aircraft as air taxis. Despite the uncertain viability of aircraft like the SR22 in the air taxi market, air taxi operators are finding success with other platforms. The largest air taxi organization in the United States, Cape Air, flies a fleet composed, almost exclusively, of Cessna 402 airframes [5], outfitted to seat nine passengers. As these aircraft are aging, Cape Air has elected to order 100 Tecnam P2012 Travellers [5], also designed for nine passengers. Similar (though smaller) air taxi services exist flying the Cessna 208 Caravan and Beechcraft King Air, also designed to carry nine passengers. The nine passenger requirement represents a hard upper limit to the air taxi market in many cases: aircraft carrying nine or fewer passengers may be certified using the FAR Part 23 guidelines, while those with ten or more must adhere to the more stringent Part 25 (though waivers are available in some circumstances). All of these aircraft are far larger than both the SR22 and Baron, indicating that an aircraft designed primarily for the needs of air taxi organizations would be far larger than that envisioned in the AIAA RFP. While such a market may buy some aircraft of the target size for a variety of reasons, we cannot assert that the market exists with enough confidence to \bet the company" on such a proposal. Understanding that the air taxi sector is not a viable market for our potential aircraft, we will return to the first example aircraft to develop a business case. As a luxury aircraft, the Baron has seen high market penetration in private service, and a smaller, but still significant, amount of use in charter service. Both of these markets are much more expansive, with especially the charter market having a significant amount of flexibility to use an aircraft of the size we intend. It is these customers to whom we will turn in order to sell the aircraft. 4.2 Primary Market Charter operators and small airlines regulated under FAR Part 135 will be the customers for whom the air- craft is primarily designed.
Load more

Recommended publications
  • TAC Register Rev 6 22 Feb 2017
    2/22/2017 Aircraft TAC TAC Register Rev 6 22 Feb 2017 THE REPOSITORY (SPREADSHEET): This data presented in this repository is a list of approved SACAA TACs as conferred to current foreign TC holders. Aircraft Type/Model File No. Conditions Category TAC Issue Issue Date Reissue Date Common Name 328 Support Services GmbH Dornier 328-100 & Dornier 328-300 J15/12/529 As per Type Certficate Data Sheet EASA.A.096 Standard Original 11 April 2007 - 328JET (328-300) Agusta S.p.A. (Now Leonardo Helicopter) A109E, A109K2, A109S, AW109SP and A109C J15/12/395 This certificate is issued as per EASA Type Certificate number EASA.R.005 Standard Reissue 15 September 1996 01 August 2013 AB139 J15/12/493 This certificate is issued as per EASA Type Certificate number EASA.R.006 Standard Original 21 April 2006 - AB139, AW139 AW189 J15/12/625 This certificate is issued as per EASA Type Certificate number EASA.R.510 Standard Original 24 November 2016 AW189 Air Tractor Inc. AT-402, AT-402B, AT-502, AT-502A, AT-502B & AT-504, AT-402A J15/12/327 This certificate is issued as per FAA Type Certificate number A17SW Restricted Original 15 October 2013 28 July 2016 AT-602, AT-802 and AT-802A J15/12/380 This certificate is issued as per FAA Type Certificate number A19SW Restricted Original 15 October 2013 - Airbus SAS A300B4-622R J15/12/565 This certificate is issued as per DGAC Type Certificate number 72. Standard Original 23 December 2009 - A320-232, A320-233 J15/12/593 This certificate is issued as per EASA Type Certificate number EASA.A.064 Standard Original 23 December 2011 - A330-301, A330-321, A330-322, A330- 341, A330-342, A330-202, A330-223, A330-243, A330-323, A330-343, A330- 203, A330-201, A330-302, A330-303, A330-223F and A330-243F J15/12/584 This certificate is issued as per EASA Type Certificate number EASA.A.004 Standard Original 08 December 2010 10 November 2016 A340-200, A340-300 and A340-600 series J15/12/382 As per DGAC Type Certficate number 183.
    [Show full text]
  • NPA 2018-13 Table of Contents
    European Aviation Safety Agency Notice of Proposed Amendment 2018-13 Appendix I to AMC to Annex III (Part-66) Aircraft type ratings for Part-66 aircraft maintenance licences RMT.0541 (66.024) EXECUTIVE SUMMARY This Notice of Proposed Amendment (NPA) addresses a regulatory coordination issue related to aircraft type ratings. According to the AMC to Annex III (Part-66), type ratings should be endorsed on an aircraft maintenance licence (AML) in accordance with Appendix I to AMC to Part-66 ‘List of type ratings’. An NPA is issued regularly to amend this list, after assessing feedback received from the industry, and to add new aircraft types or to remove aircraft types whose type certificate (TC) has been revoked or surrendered. This NPA adds also the tables of the new Group as a consequence of the introduction of the ‘L’ licence subcategories by Commission Regulation (EU) 2018/1142. The main objective is to ensure a common standard throughout the Member States. Action area: Regular updates/review of rules Affected rules: AMC/GM to Annex III (Part-66) to Commission Regulation (EU) No 1321/2014 Affected stakeholders: Maintenance certifying staff; maintenance training organisations; maintenance organisations; competent authorities Driver: Efficiency/proportionality Rulemaking group: No Impact assessment: None Rulemaking Procedure: Standard 12.5.2009 5.12.2018 2019/Q2 TE.RPRO.00034-008 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 1 of 186 An agency of the European Union European Aviation Safety Agency NPA 2018-13 Table of contents Table of contents 1.
    [Show full text]
  • 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]
  • Police Aviation News SPECIAL EDITION
    Police Aviation News SPECIAL EDITION ©Police Aviation Research SPECIAL EDITION JULY 2012 PAR Police Aviation News July 2012 2 PAN—Police Aviation News is published monthly by POLICE AVIATION RESEARCH, 7 Wind- mill Close, Honey Lane, Waltham Abbey, Essex EN9 3BQ UK. Contacts: Main: +44 1992 714162 Cell: +44 7778 296650 Skype: BrynElliott E-mail: [email protected] SHOWS JULY 2012 FARNBOROUGH AIR SHOW Farnborough, Hampshire, UK 9-10 July 2012 Farnborough, one of the major shows in the aerospace calendar and yet in the main one not too kind to the Airborne Emergency Service sector of business. The large size and im- personal nature of Farnborough and its ilk are the main spur for the niche air events – not always shows – including PAvCon, NBAA and Heli-Expo. Visitors are drawn to see displays covering nearly 3,500 square meters from hundreds of international companies housed under cover in a number of vast halls and chalets con- structed at great expense – others being left to the vagaries of the weather without cover or in their own tents and caravans. And this year the vagaries were decidedly nasty as Britain endured the worst summer in living memory. The poor weather clearly affected visitor num- bers early in the week. As the browned grass testifies, Farnborough 2010 was a far drier affair than this year. © Aviation-images.com via FI2012 Front Cover Image: The Bell 525 Relentless has ‘Oil Industry’ written all over it and it may never feature as an emergency services aircraft. That said it has features that could one day appear more widely—including the pilots seats.
    [Show full text]
  • LY ABY 1990.03.15 Lėktuvas AN-2 2020.12.18 LY AEJ 1976.01.01
    Nac. ženklas Reg. ženklas Pagaminimo metai Rūšis Tipas TSPPP galiojimas LY ABY 1990.03.15 Lėktuvas AN-2 2020.12.18 LY AEJ 1976.01.01 Lėktuvas AN-2 2020.10.24 LY AEK 1976.04.27 Lėktuvas AN-2 2021.10.15 LY AES 1981.02.05 Lėktuvas AN-2 2022.02.02 LY AEX 1987.09.29 Lėktuvas AN-2 2021.02.27 LY AFJ 1997.02.01 Lėktuvas JAK-52 2020.05.15 LY AGB 1981.02.04 Lėktuvas PZL-104 WILGA-35A 2018.06.19 LY AHA 1984.03.06 Lėktuvas AN-2 2021.05.27 LY AHJ 1983.12.01 Lėktuvas PZL-104 WILGA-35A 2021.06.29 LY AHL 1979.01.18 Lėktuvas PZL-104 WILGA-35A 2021.07.29 LY AHM 1978.12.30 Lėktuvas PZL-104 WILGA-35A 2021.07.16 LY AHN 1984.05.31 Lėktuvas PZL-104 WILGA-35A 2021.07.23 LY AHR 1980.11.10 Lėktuvas JAK-50 2021.08.19 LY AHY 1987.02.12 Lėktuvas JAK-52 2021.06.04 LY AHZ 1987.04.01 Lėktuvas JAK-52 2020.11.11 LY AIO 1975.01.01 Lėktuvas AN-2 2020.11.12 LY AIW 1987.04.29 Lėktuvas JAK-52 2021.10.27 LY AJC 1975.12.15 Lėktuvas PZL-104 WILGA-35A 2021.07.23 LY AJE 1979.10.17 Lėktuvas PZL-104 WILGA-35A 2021.06.09 LY AJF 1982.01.15 Lėktuvas PZL-104 WILGA-35A 2018.06.14 LY AJI 1981.12.23 Lėktuvas AN-2 2021.11.09 LY AJK 1979.08.09 Lėktuvas PZL-104 WILGA-35A 2020.11.21 LY AJM 1976.03.27 Lėktuvas PZL-104 WILGA-35A 2018.07.23 LY AJN 1978.12.30 Lėktuvas PZL-104 WILGA-35A 2021.09.08 LY AJP 1979.11.23 Lėktuvas PZL-104 WILGA-35A 2021.09.17 LY AJT 1979.11.28 Lėktuvas PZL-104 WILGA-35A 2020.12.03 LY AJX 1977.03.19 Lėktuvas PZL-104 WILGA-35A 2020.12.22 LY AJZ 1983.02.01 Lėktuvas PZL-104 WILGA-35A 2021.01.06 LY AKJ 1978.11.23 Lėktuvas PZL-104 WILGA-35A 2021.10.01 LY AKO 1970.01.01 Lėktuvas
    [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]
  • Rappo Report and Social Balance
    Printed in June 2016 June in Printed ENAC Report and Social Balance PRESIDENZA E DIREZIONE GENERALE Gemmagraf 2007 Srl 2007 Gemmagraf Viale Castro Pretorio, 118 - 00185 Roma Graphic design, translation and printing: and translation design, Graphic 2015 AuthorityItalian CivilAviation Tel. +39 06 44596-1 for their collaboration their for PEC: [email protected] We would like to thank all ENAC’s Depts. ENAC’s all thank to like would We www.enac.gov.it Acknowledgements Directorate General - President Staff President - General Directorate Silvia Mone Silvia PRESIDENTE Report and Social Balance Social and Report Head of Media Relations Unit Relations Media of Head Vito Riggio Loredana Rosati Loredana Institutional Communication Unit Communication Institutional CONSIGLIO DI AMMINISTRAZIONE ENAC Italian Civil Aviation Authority Aviation Civil Italian Francesca Miceli Francesca In attesa ricostituzione Organo 2015 Supervisor of Trasparency of Supervisor Director of Human Resources Dept. Resources Human of Director COLLEGIO DEI REVISORI DEI CONTI Maria Elena Taormina Elena Maria Giampaolo Bologna (Presidente) With the collaboration of collaboration the With Carmelo Caruso Head of Institutional Communication Unit Communication Institutional of Head Sergio Zanetti Maria Pastore Pastore Maria Editorial Coordination Editorial DIRETTORE GENERALE Alessio Quaranta Coordinamento editoriale Alessio Quaranta Quaranta Alessio Maria Pastore Responsabile Funzione Organizzativa DIRECTOR GENERAL DIRECTOR Comunicazione Istituzionale Sergio Zanetti Zanetti
    [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]
  • Tecnam P2006t Special Mission Platform
    TECNAM P2006T SPECIAL MISSION PLATFORM THE BEST CHOICE FOR SURVEILLANCE MISSION THE PLATFORM TECNAM P2006T WIDE SPEED RANGE: CRUISE SPEED FROM 55 TO 150 KTS Tecnam engineering support packages are available to dramatically reduce the STC approval time. Tecnam’s expertise may be used for design activities related to mechanical integration, electrical schematics and flight survey. One Stop Shop alternative: Tecnam can supply Up to 3 holes on the aircraft for multiple sensors the fully integrated, certified and validated installation: 650x420mm (25.6x16.5in) and aircraft with your selected sensor and evaluation 150x150mm (5.9x5.9in) on the cabin floor, by Tecnam. 390x305mm (15.4x12in) in the tail. Alternative holes and pre-installations for Wescam EOS or different sensors, including manufacturing of dedicated fitting plates. 2 MULTIPLE CHOICES, OPTIONS AND BUSINESS The Tecnam P2006T SMP allows the unique opportunity to have a platform ready for third parties sensor integration: • The aircraft is available with multiple factory approved holes; • Multiple sockets power box; The Tecnam P2006T is the twin engine aircraft that can fully match all the • Third parties STC Companies will not be involved on airframe structural modifications nor on special needs of missions operators: electrical system alterations, focusing only on their core business: the sensors integration! • Fully CS-23/FAR-23 IFR certified - both analogue and glass cockpit available and validated in many countries in addition to EU/US; • Low acquisition cost; • Single pilot operations
    [Show full text]
  • Office of the Deputy Director General, Dgca, Southern Region, Chennai
    OFFICE OF THE DEPUTY DIRECTOR GENERAL, DGCA, SOUTHERN REGION, CHENNAI NAME & APPLICABLE LIMITATION / SCOPE - DESIGNATION OF RATING LOCATION NAME OF THE ORGANISATION CAR - 145 / M [CAR 145/147/SECTION-2] S.NO. ACCOUNTABLE CLASS LEVEL VALIDITY & ADDRESS /21 / 147/ AIRCRAFT TYPE [CAR M] MANAGER / IF ANY SECTION-2 PRODUCT [CAR 21] BASE LINE CONTACT PERSON Coromandel Travels Limited, Sri. R. Srinivasan, No.93, Santhome High Road, 044- CAR-M 1. Aircraft A1 Chennai - 31.07.2020 Karpagam Avenue, R A 24610737/984109475 Subpart G Puram, Chennai 600028 5 KUNAL AIR CHARTER PVT. MR. HIRISHIKESH MYSORE LTD.A7&8, T.V.K INDUSTRIAL NARASIMHAN CAR-M CESSNA 172 S & 31.07.2020 2. Aircraft A1 & A2 CHENNAI PONDICHERRY ESTATE, GUINDY, CHENNAI – 9841269144 Subpart G CESSNA CITATION 560 V ULTRA CHENNAI 600032 [email protected] Gp Capt Subroto Kundu, Government of Tamil Nadu Accountable Secretariat, Govt. Of Tamil Manager, CAR-M Helicop 3. A3 BELL 412EP CHENNAI -- 31.07.2020 Nadu, Fort St. George, Mob: 09849898741 Subpart G ter Chennai – 600 009 083086 73992 Office Land Line 044 - 65289357 DIAMOND DA42, AIRCRAFT FITTED WITH TAE125-02-99 Engines, VT-TST MADURAI TRANS CARRIER Mr.K.MURALI LMITED DHARAN, CAR-M Embraer 505 Phenom 300 fitted 4. Flat No.F2, New No.08, Old 7358397783 Aircraft A2 CHENNAI - 31.07.2020 Subpart G with PW535E engines VT-MTV No.18, 1st Nobel Street, Alandur, Chennai -16 Embraer 505 Phenom 300 fitted with PW535E engines VT-MTW (CAR M) Page 1 of 26 OFFICE OF THE DEPUTY DIRECTOR GENERAL, DGCA, SOUTHERN REGION, CHENNAI NAME & APPLICABLE LIMITATION / SCOPE - DESIGNATION OF RATING LOCATION NAME OF THE ORGANISATION CAR - 145 / M [CAR 145/147/SECTION-2] S.NO.
    [Show full text]