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System Definition ReviewAkshay Ashok, Nithin Kolencherry, Steve Skare,

Michael McPeake, Muhammad Azmi, Richard Wang, Mintae Kim, Dodiet Wiraatmaja, Nixon Lange

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Outline

• Re-cap Market Forecasts • Key Design Goals• Progress Update• Constraint Analysis• Concept development process and result• Advanced Technology Concepts• Cabin Layout• Sizing Studies• Overview of Concept

– Walk around chart• Conclusion

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Opportunity Description

Create a supersonic transport aircraft that meets the following characteristics:

• Mach 1.6-1.8 Cruise Speed • 4000 nm Design range• 35-70 Passengers (Mixed Class)• 3 Pax-mi/lb Fuel Efficiency• Takeoff Field Length < 10000 ft

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Mission

A cost-effective, advanced, high-speed commercial air transport that connects major worldwide hubs

Key Design Goals:• Supersonic flights over land (Overpressure <

0.3psf)• IOC in 2020• Manufacturing capabilities exist• 60 passengers• 4000nm ground range

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Market Summary• Three regions of focus

– Trans-Atlantic– Trans-continental– Inter-Asia

• Worldwide Hubs– Los Angeles (LAX)– New York (JFK)– London (LHR)– Dubai (DXB)– Beijing (PEK)

• Hub and Spoke Structure

• Design Mission

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CONSTRAINT ANALYSIS

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Constraint Analysis

• Performance Constraints– 1-g steady flight

• M=1.8, H=50000ft, VS=100fpm

– Subsonic 2-g maneuver• V=250Kts, H=10000ft

– Takeoff and Landing operations from JFK and DXB

• Short runway length at JFK• Hot climate at DXB

– 2nd segment climb• 3% with 4 engines

Key AssumptionsCd0 0.016Thrust Lapse Rate 0.35Maximum fuselage diameter 13 ftOswald efficiency factor 0.8CLmax subsonic flight 1Δ T 25 / 43 RCLmax land 2eTO 0.6CLmax TO 1.5Number of engines 3Ewd 1.9Cruise climb capability 100 fpm

SENSITIVITY

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Constraint Analysis

40 60 80 100 120 140 160

-0.8

-0.6

-0.4

-0.2

0

0.2

0.4

0.6

0.8 constraint diagram

1g steady, level flight, M =1.8 @ h=50000ft subsonic 2g manuever, V =422ft/s @ h=10000ft

takeoff ground roll 10000ft @ h = 34ft,43° hot day[DXB] landing ground roll 4374ft @ h = 34ft,43° hot day[DXB]

second segment climb gradient of 2.7% above 34ft,43° hot day takeoff ground roll 8000ft @ h = 13ft,25° hot day[JFK]

landing ground roll 2800ft @ h = 13ft,25° hot day[JFK]

W0/S

Ts

l/W0

3

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CONCEPT SELECTION

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CONCEPT SELECTION PROCESS

CONCEPT SELECTION PROCESS

BRAINSTORMING

PUGH’s MATRIX (1ST RUN)

3 BASELINE CONCEPTS SELECTED

HYBRID CONCEPTS GENERATED

FURTHER RESEARCH

PUGH’s MATRIX (2ND RUN)

FINAL DESIGN

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Brainstorming Concepts

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1st run CONCORDE 1 2 3 4 5 6 7 8

D A T U M

SONIC BOOM + + s + + s + +

SUBSONIC NOISE s s s s + + s +

TURN AROUND TIME s s s s s + + s

AIRPORT COMPATIBLE s - - s - - - -

SAFETY s s s s + s s +

EASE OF MANUFACTURE + + - + + + - s

CABIN VOLUME + + s s s s s +

COST + + - + s + - s

MOVING PARTS + - - + + + - -

AESTHETICS s - - s s s - s

+ 5 4 0 4 5 5 2 4

- 0 3 5 0 1 1 5 2

s 5 3 4 5 4 4 3 4

Pugh’s Matrix

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Engine Location:- Under wing

Wing: - Delta- Mid fuselage (height)

- AnhedralControl surface:

- on wingSonic boom mitigation:

- Hybrid nose design (weak compression waves)

Hybrid Concept 1

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Engine Location:- Over wing

Wing: - Delta-Mid Fuselage- No dihedral/ anhedral

Control surface: - Canards- Upper fuselage- Dihedral

Sonic boom mitigation: - Nose shaping

(F-5 shaped sonic boom demostrator)

Hybrid Concept 2

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Engine Location:- Under wing inlet- Over wing outlet (similar to YF-23)

Wing: - Delta- Bottom fuselage- Dihedral

Control surface: - Canards- Top fuselage- Anhedral

Sonic boom mitigation: - Gulfstream / NASA Quiet Spike™

Hybrid Concept 3

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APPLICATION OF SONIC-BOOM MINIMIZATION CONCEPTS IN SUPERSONIC TRANSPORT DESIGN

by Harry W, Carlson, Rdymond L. Barger,and Robert J. Muck, Lungley Research Center, Hdmptolz, Vd. 23665

NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON, D. C. JUNE 1973

Engine Location:- Under wing inlet

- Over wing outlet

(similar to YF-23)

Wing:

- Delta

- Bottom fuselage

- Dihedral

Control surface:

- Canards

- Mid fuselage

Sonic boom mitigation: - aircraft geometry

Aft Arrow Wing Concept

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2nd runAFT ARROW

WING CONCEPT HYBRID CONCEPT 1 HYBRID CONCEPT 2 HYBRID CONCEPT 3

D A T U M

SONIC BOOM - - -

SUBSONIC NOISE s + sCONTROL SURFACES - s sTURN AROUND TIME s + +

AIRPORT COMPATIBLE + + -SAFETY s + -

EASE OF MANUFACTURE - s -EMPTY WEIGHT + + s

COST - - -

+ 2 5 1 - 4 2 5 s 3 2 2

Pugh’s Matrix : 2nd Run

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DESIGN CRITERIA DETAILED DESCRIPTION

SONIC BOOM geometry altitude weight wetted area aspect ratio frontal area induced dragcontrol surface

effects

SUBSONIC NOISE engine placement noise mitigation type of engine

CONTROL SURFACES

types of control surfaces static stability number

location of control sufaces

airport compatibility complexity

size of control surfaces weight

TURN AROUND TIME

# of passenger doors # of service doors preflight checks

AIRPORT COMPATIBLE

location of control sufaces location of doors geometry fuel bay location

engine placement

SAFETY engine placement fuel bay location landing gearvertical stabilizer

osciallationsemergency

exits stability debris preflight

EASE OF MANUFACTURE moving parts materials used geometry costs

EMPTY WEIGHT # of engines materials used # of landing gear wing size# of moving

parts

COST procurement operation manufacture maintenance crew

Detailed Considerations

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Further Work:

- Engine placement (over/ under wing)

- Vertical tail selection

- Dihedral/ Anhedral effects (wing/ canard)

- Location of doors

Supersonix Concept

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ADVANCED TECHNOLOGY CONCEPTS

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Boom Shaping : Dihedral

• Increase Effective Length– Multi-plane lifting surface– Mitigates Boom overpressure

• Potential Issues– Wash out

• subsonic lateral instabilities

– Low planform area• Lift is reduced

– Structural Considerations

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Boom Shaping :Effective Area Distribution

• Smooth area distribution– Gradual lift development

• Long chord of wing root

– Fuselage diameter morphing– Aircraft length

• Engine Nacelle Placement– Area rule

• Canards– High dihedral

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Boom Shaping : Nose Design

• Blunt nose– Create strong bow shock

• Mitigate subsequent shocks, overpressure

– Supersonic Area rule– High wave drag

• Nose keel– Alternate option– Unverified results– Material Problems

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Efficient Supersonic Cruise

• Wing Characteristics– High AR, low sweep for efficient supersonic

• Laminar flow supersonic wing

– Low AR, high sweep for shock mitigation– Need to achieve acceptable trade-off

• Active flow management– Attached flow on wing– “Phantom Body”

• Artificial area

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1975 1980 1985 1990 1995 2000 2005 2010 20150

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T/Wen vs. Manufactured Year

T/We

Samara NK-25

Aviadvigatel D-30F6

GE F101-102

Samara NK-321

GE F136

P&W F135

P&W 1000G

Engines

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Engines

Engines– 107724 lb thrust is needed– Samara NK-321

• Produced by Kuznetsov Design Bureau

• Entered service in 1987• Used on Tupolev Tu-144LL• Noise problem

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Engine Noise : Solutions

– Adaptive Cycle Engine (ACE)• extra bypass duct on the outside of the engine • quiet on take off and landing • Significant improvement in subsonic flight

– Eccentric Exhaust Configuration• Decrease the effective perceived noise by 10.5 dB

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CABIN LAYOUT CONFIGURATION

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Cabin Layout / Fuselage Design

• 7 rows of 2 first class seats, 15 rows of 3 coach class seats

• Passenger total: 59 • Crew: 4 (Captain, First Officer, 2 Attendants).

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Cabin Layout / Fuselage Design

• 7 rows First Class x 40” Seat Pitch = 280”15 rows Coach x 36” Seat Pitch = 540”2 Galleys/Restrooms (exits) x 104” = 208”

1028”

90 ft170 ft

(~90 ft)

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Cabin Layout / Fuselage Design

• Cabin Diameter: 9 feet, Aisle Height: 78” • “Jump seats” for attendants • 4 exits: 2 between FC and coach, 2 overwing

Cockpit

Exits

Exits

Crew Seats

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SIZING STUDIES

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Design Mission

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Sizing Process

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Attributes ValuesW0 Design 284000 lb

We Design 124000 lb

Wf Design 143000 lb

Tsl Required 108000 lbf

Wing Area 3340 ft2 Design Range 4700 nm

AR 2.1W0/S 85 lbf/ft2

Tsl/W0 0.38

Cruise Mach # 1.8Maximum Mach # 2.0

SFC cruise 0.94 1/hrSupersonic (L/D)max 9.2

Supersonic (L/D)cruise 7.9

Subsonic (L/D)max 10

Subsonic (L/D)loiter 10

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Component Weights

• Used database of 16 existing commercial aircraft

• Some differences between our aircraft and those in the database– Horizontal Tail– Delta Wing

• Average mass fraction values were corrected based on these differences

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Component Weights

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Average Component Weights For 16 Commercial Aircraft

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Calculated Component Weights (Corrected)

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Center of Gravity

• Utilized Derived Component Weights• Includes All Major Component Weights, Most Minor Weights

– Includes: Fuel, Wing, Tail, Canard, Engines, Fuselage, Furnishings, Passengers, etc.

– Does Not Include: Baggage, Air Conditioning, Anti-Icing System• Placement was not accurate enough at this stage

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• Center of Gravity Location (at MTOW) ≈ 97 ft– Roughly 57% of the total length of the aircraft– Estimation includes 87% of the take off gross weight of the aircraft

• Likely to change, but not significantly

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AIRCRAFT SUMMARY

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Blunt Nose

Top-mounted Canards

Arrow-wing Design

Rear mounted Engines

Dihedral Wing

Area-ruled fuselage for minimum wave drag

Aerodynamically Contoured Skin

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Compliance MatrixRequirements Target Threshold Revised on 3/3 Requirement Units

Take off field length 8400 10000 8000 ftLanding field length 8400 10000 2800 ft

Door height above ground 8 10 ftTurnaround time 0.5 1 hr

Still air range 5000 4000 4000 nmNumber of passenger 60 50 59 peopleCruise Mach number 2 1.6 1.8 MachCabin volume per pax 65 50 43.13033982 pax/[ft^3/pax]

Operating cost $/ASMCruise Altitude 50000 40000 50000 ft

Cruise Efficiency 0.3 0.6 lb fuel/pax miSonic boom overpressure 0.3 0.3 0.8 lb/ft^2

Cumulative certification noise 60 80 dBStall Speed kts

COTs 80 50 %

Second Segment climb gradient 2.6 2.4 3 %

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References• http://www.nasa.gov/vision/earth/improvingflight/supersonic_jousting.html • Carlson, H.W, Muck, J.R, APPLICATION OF SONIC-BOOM MINIMIZATION

CONCEPTS IN SUPERSONIC TRANSPORT DESIGN, June 1973• F-5 Shaped Sonic Boom Demonstrator’s Persistence of• Boom Shaping Reduction through Turbulence• John M. Morgenstern*, Alan Arslan†, Victor Lyman‡ and Joseph Vadyak§• Lockheed Martin Aeronautics Company, Palmdale, CA 93599• AIAA-2005-0012; 43rd AIAA Aerospace Sciences Meeting and Exhibit - Reno, NV• http://www.enemyforces.net/aircraft/mig31.htm• http://www.fighter-planes.com/info/mig31_foxhound.htm • http://www.jet-engine.net/• Papamoschou, D. Debiasi, M. Conceptual Development of Quiet Turbofan

Engines• for Supersonic Aircraft, April 2003

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QUESTIONS