systems design review presentation
DESCRIPTION
Systems Design Review Presentation. Joe Appel Todd Beeby Julie Douglas Konrad Habina Katie Irgens Jon Linsenmann David Lynch Dustin Truesdell. Outline. Mission statement Design requirements Concept generation and selected concepts Technology and effects - PowerPoint PPT PresentationTRANSCRIPT
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Systems Design Review Presentation
Joe AppelTodd Beeby
Julie Douglas
Konrad HabinaKatie Irgens
Jon Linsenmann
David LynchDustin Truesdell
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Outline• Mission statement• Design requirements• Concept generation and selected concepts• Technology and effects• Engine sizing and technology• Constraint diagrams• Sizing code• Stability, CoG and Tail Sizing• Summary of aircraft concepts• Next Steps
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Mission Statement• Design an Environmentally Responsible Aircraft (ERA) that
lowers noise, minimizes emissions, and reduces fuel burn
• Utilize new technology to develop a competitive medium-size aircraft that meets the demands of transportation for continental market
• Deliver a business plan focusing on capitalizing on growing markets
• Submit final design to NASA ERA College Student Challenge
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Major Design Requirements• NASA ERA Goals
Large twin aisle reference configuration = Boeing 777-200LR
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Major Design Requirements• Market Goals
– 200 passengers– Intra - Continental Range
• 3200 Nautical Miles
• Operability– Maintenance– Turnaround time– Production and operating costs
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Design Process• Concept Generation
– Created functional flow block diagram– Brainstormed design features– Assembled morphological matrix– Designed 8 initial concepts– Two rounds of Pugh's method
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Concept Generation & Selection – Initial Concepts
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Selected Concepts: Concept 1
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Concept 1
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Concept 1: Cabin Layout
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Concept 2
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Concept 2
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Concept 2: Cabin Layout
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Technologies• Concept 1:
– “Double bubble” fuselage– C - wing– Aft mounted engines
• Concept 2:– High wing– Under wing engines– High aspect ratio wing
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Technologies• On both concepts
– Laminar flow– Composite Materials
Courtesy NASA
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Technology Effects• Double Bubble Fuselage
– 19% fuel burn reduction, 15 min load/unload time reduction, pressurization difficulties
• C – wing– 11% reduction in induced drag, increased wing
weight• Aft mounted engines
– 16 % fuel burn reduction, 5db noise reduction, maintenance issues
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Technology Effects• High Wing
– Allows for GTF to be fixed in under wing configuration• Under Wing Engines
– No increase in maintenance time or cost• High AR Wing
– 1% increase in span = 1.7% decrease in induced drag• Laminar Flow
– 25% laminar flow on wing = 25% reduction in parasite drag, no leading edge devices limits slow speed ability
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Technology Effects• Composite Materials
– Fiber Laminate Core(FLC) reduces over 40% directional strength, 15% lower density then Al
– Alcoa Wing Box, 20% wing weight reduction
Photos courtesy of ALCOA
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Engine Selection• The Geared Turbo Fan (GTF)• Pros - Fuel economy-up to 15% savings• Noise-max of10dB reduction• Emissions –surpass CAEP/6 by 50% for NOx• Cons - Maintenance costs for gearbox
http://www.aric.or.kr/trend/history/images/propellant/pw_geared_turbofan.jpg
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Engine Sizing• Modeling the baseline engine to the GEnx-1B64 • Modeled engine features: Weight=11,900 lbs; T:W=4.951;
BPR=10; Pressure ratio 20:1 • Genx-1B64 features: Weight=12822 lbs ; T:W=5.21; BPR=19/2;
Pressure ratio 23:1 Altitude (ft) Thrust (lbf) TSFC (lb/hr/lbf)
0 61800 0.262
5000 59500 0.263
10000 50800 0.268
15000 42900 0.273
20000 35900 0.28
25000 29700 0.287
30000 24300 0.294
35000 19700 0.302
40000 15500 0.303
45000 12200 0.303Courtesy GE Aircraft Engines
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Engine Technology Effects• Cheverons-Improved exhaust and bypass air mixing
reducing engine exhaust noise by 3 dB
• Soft Vanes-Reduce fan noise by 1-2 dB by reducing unsteady pressure response on stator surface.
http://memagazine.asme.org/articles/2006/november/Put_Nozzle.cfm
Assessment of soft vane and metal foam engine noise reduction concepts-NASA Glenn
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Major Performance Constraints• Top of Climb:
– Alt = 42,000 ft, Mach = 0.75 • 2-G Maneuver:
– Alt = 10,000 ft, V = 250 Kts, • Landing Braking Ground Roll @ High-Hot Cond. :
– Length = 4000 ft, (Alt = 5000 ft, T = +15 F)• Takeoff Accel. Ground Roll @ High-Hot Cond. :
– Length = 2000 ft• Second Segment Climb @ High-Hot Cond.:
– 1 engine out, FAA min. climb gradient (2.4%)
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Input L/D We/W0 α SFCc SFCl (CL)max CD0 Vst Vt/o Vappr
Value 19 0.48 -1.18 0.5 0.4 2.26 0.015 120 150 165Unit -- -- lbf/ft lb/(lbf*h) lb/(lbf*h) -- -- knots knots knots
Basic Assumptions
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• Concept 1 – Double Bubble
• Concept 2 – High Wing
Input L/D We/W0 α SFCc SFCl (CL)max CD0 Vst Vt/o Vappr
Value 19 0.54 -1.18 0.5 0.4 2.26 0.015 120 150 165Unit -- -- lbf/ft lb/(lbf*h) lb/(lbf*h) -- -- knots knots knots
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Constraint Diagram: Concept 1
50 60 70 80 90 100 110 120 130 140 1500
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8Airfinity - Constraint Diagram Concept 1
W0/S
T sl/W
0
Top of climb @ 42,000 ft M = 0.752g maneuver @ 10,000 ft, 250 ktsTakeoff ground roll 4000 ft @ high-hot conditions (5000 ft, +15 F)Landing braking ground roll 2000 ft @ high-hotSecond segment climb high-hot
Tsl/W0 = 0.29 (lbf/lb)
W0/S = 103 (lbs/ft2)
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Constraint Diagram: Concept 2
Tsl/W0 = 0.26 (lbf/lb)
W0/S = 84 (lb/ft2)
50 60 70 80 90 100 110 120 130 140 150
0
0.1
0.2
0.3
0.4
0.5
0.6
Airfinity - Constraint Diagram Concept 2
W0/S
T sl/W
0
Top of climb @ 42,000 ft M = 0.722g maneuver @ 10,000 ft, 250 ktsTakeoff ground roll 4000 ft @ high-hot conditions (5000 ft, +15 F)Landing braking ground roll 2000 ft @ high-hotSecond segment climb high-hot
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Trade Studies• Aspect Ratio
– Varied aspect ratio between 9 & 20• Mach Number
– Target performance specifications yielded a mach number of 0.75
• Sweep– Researched the effects of sweep between 0 ° &
35° on both concepts and chose appropriate sweep angles
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Aircraft Design Mission
01
2
4 5
76
4’ 5’
8 9Taxi & takeoff
Clim
b
Cruise ClimbNo rangedescent
Loiter (30 min)
Land
Clim
b
No rangedescent
Land
Attempt to Land
Loiter (30 min)
6800 ft Range: 3200 nmi 4950 ft Fuel Reserves
3
32000 ft
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Code StatusCurrent Status
Validated Code for Boeing 757-200 and 767-200ERSplit up sizing code into weight and drag componentsLocation of center of gravity for Hybrid Concepts
Validation using similar a/c: Boeing 757-200TOGW = 255000 lb, OEW = 127000 lb, Wfuel = 74510 lb
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Initial SizingParameter Value Units Error
W0 design 259240 lb 1%
We design 132260 lb -2%
Wf design 81580 lb 9%
Component WeightsParameter Value Units Error
W0 design 260310 lb 2%
We design 122980 lb -3%
Wf design 79330 lb 6%
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Input L/D We/W0 α SFCc SFCl (CL)max CD0 Vst Vt/o Vappr
Value 19 0.48 -1.18 0.5 0.4 2.26 0.015 120 150 165Unit -- -- lbf/ft lb/(lbf*h) lb/(lbf*h) -- -- knots knots knots
Basic Assumptions
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• Concept 1 – Double Bubble
• Concept 2 – High Wing
Input L/D We/W0 α SFCc SFCl (CL)max CD0 Vst Vt/o Vappr
Value 19 0.54 -1.18 0.5 0.4 2.26 0.015 120 150 165Unit -- -- lbf/ft lb/(lbf*h) lb/(lbf*h) -- -- knots knots knots
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Sizing Approach
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• Empty Weight– Statistical equations for components from Raymer Text– Weights added to Payload & Fuel to estimate TOGW– If fuel weight isn’t sufficient, weights adjusted (iteration)
• Fuel Weight– Segment fuel fractions using Range and Endurance eqns
• Drag– Component drag build-up
• Parasite, for each exposed aircraft component• Induced, for wing and tail surfaces• Wave, neglected for cruse Mach ~ 0.75
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Input W0/S TSL/W0 AR Λ t/c (CL)max
Value 103 0.29 10 25 0.1 2.26Unit lb/ft2 -- -- deg -- --
Concept Descriptions
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• Concept 1 – Double Bubble
• Concept 2 – High Wing
Input W0/S TSL/W0 AR Λ t/c (CL)max
Value 84 0.26 18 6 0.1 2.26Unit lb/ft2 -- -- deg -- --
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Component Weight Breakdown
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Double Bubble High Wing
Fuselage: 20585 lbsWing: 22470 lbs
Engine: 21600 lbsHoriz Tail: 9329 lbsVert Tail: 2402 lbs
Furnishings: 21717 lbsNacelle: 5262 lbs
Landing Gear: 4862 lbsAvionics: 1840 lbs
Electrical: 1041 lbsAPU: 616 lbs
Instruments: 504 lbsHydraulics: 326 lbs
Engine Ctrls: 88 lbs
Fuselage: 21452 lbsWing: 30291 lbs
Engine: 21600 lbsHoriz Tail: 8845 lbsVert Tail: 2918 lbs
Furnishings: 21918 lbsNacelle: 5262 lbs
Landing Gear: 4751 lbsAvionics: 1840 lbs
Electrical: 1041 lbsAPU: 616 lbs
Instruments: 580 lbsHydraulics: 424 lbs
Engine Ctrls: 88 lbs
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Sizing Output
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Double Bubble High Wing
Empty Wt Fraction: 0.48TOGW: 264400 lbsOEW: 128000 lbsEmpty Wt: 126000 lbsFuel Wt: 77500 lbsPayload Wt: 59000 lbsCrew Wt: 1800 lbs
Empty Wt Fraction: 0.53TOGW: 257400 lbsOEW: 138000 lbsEmpty Wt: 136200 lbsFuel Wt: 60000 lbsPayload Wt: 60000 lbsCrew Wt: 1800 lbs
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Center of Gravity
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• Concept 1 – Double Bubble Static Margin = -20
Datum c.g. 73’
65’
69’
122’
125’
130’
a.c. 93’
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Center of Gravity
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• Concept 2 – High Wing Static Margin = -18
Datum c.g. @ 70’
56’
69’
75’
145’
150’
a.c. @ 88’
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Tail Sizing• Relate wing aspects to tail
– Wing yaw moments countered by wing span– Pitching moments counted by wing mean chord– Correlate using volume coefficients
• Equations 6.28 & 6.29 from Raymer
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Concept 1: Exterior
130’
20’
160’
15.6’
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Concept 1: Interior• Cabin height = 7ft 2in
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Concept 1: LOPA
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Concept 2: Exterior
231’
150’
17.8’
17.5’
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Concept 2: Interior• Cabin height = 7ft 2in
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Concept 2: LOPA
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Compliance Matrix
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Next Steps• Drag component build up• Carpet plots and more in-depth trade studies• C.G. travel diagram• Additional technology integration• Improve engine model accuracy
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On a scale of one to ten,
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Concept Generation & Selection• House of Quality
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AppendixMorphological Matrix
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AppendixPugh’s Method