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System Definition Review
Akshay Ashok, Nithin Kolencherry, Steve Skare,
Michael McPeake, Muhammad Azmi, Richard Wang,
Mintae Kim, Dodiet Wiraatmaja, Nixon Lange
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Company
LOGO
•
•
•
•
•
•
•
•
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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
• Design Mission
– Trans-Atlantic
– Trans-continental
– Inter-Asia
• Worldwide Hubs
–
–
–
–
–
Los Angeles (LAX)
New York (JFK)
London (LHR)
Dubai (DXB)
Beijing (PEK)
• Hub and Spoke Structure
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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 Assumptions
Cd0
0.016
Thrust Lapse Rate
0.35
Maximum fuselage diameter
13 ft
Oswald efficiency factor
0.8
CLmax subsonic flight
1
ΔT
25 / 43 R
CLmax land
2
eTO
0.6
CLmax TO
1.5
Number of engines
3
Ewd
1.9
Cruise climb capability
100 fpm
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Constraint Analysis
constraint diagram
0.8
0.6
0.4
Tsl/W0
0.2
0
40
60
80
100
120
140
160
-0.2
-0.4
-0.6
-0.8
W0/S
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%
3 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]
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CONCEPT SELECTION
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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
7
1
8
6
2
5
3
4
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Pugh’s Matrix
1st run
2
3
4
5
6
7
8
SONIC BOOM
+
+
s
+
+
s
+
+
SUBSONIC NOISE
s
s
s
s
+
+
s
+
TURN AROUND TIME
s
s
s
s
s
+
+
s
AIRPORT COMPATIBLE
s
-
-
s
-
-
-
-
s
s
s
s
+
s
s
+
+
+
-
+
+
+
-
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
EASE OF MANUFACTURE
D A T U M
1
SAFETY
CONCORDE
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Hybrid Concept 1
Engine Location:
- Under wing
Wing:
- Delta
- Mid fuselage (height)
- Anhedral
Control surface:
- on wing
Sonic boom mitigation:
- Hybrid nose design
(weak compression waves)
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Hybrid Concept 2
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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)
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Hybrid Concept 3
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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™
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Aft Arrow Wing Concept
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
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
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Pugh’s Matrix : 2nd Run
2nd run
SONIC BOOM
SUBSONIC NOISE
CONTROL SURFACES
TURN AROUND TIME
AIRPORT COMPATIBLE
SAFETY
EASE OF MANUFACTURE
EMPTY WEIGHT
COST
AFT ARROW
WING CONCEPT HYBRID CONCEPT 1 HYBRID CONCEPT 2 HYBRID CONCEPT 3
D A T U M
Company
LOGO
+
s
s
s
+
s
+
-
+
s
+
+
+
s
+
-
s
s
+
s
-
2
4
3
5
2
2
1
5
2
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Detailed Considerations
DESIGN
CRITERIA
DETAILED DESCRIPTION
aspect ratio
frontal area
induced drag
control surface
effects
location of control
airport
sufaces
compatibility
complexity
size of control
surfaces
weight
stability
debris
preflight
SONIC BOOM
geometry
altitude
weight
wetted area
SUBSONIC
NOISE
engine placement
noise mitigation
type of engine
CONTROL
SURFACES
types of control
surfaces
static stability
number
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 gear
vertical stabilizer
osciallations
emergency
exits
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
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Supersonix Concept
Further Work:
- Engine placement (over/ under
wing)
- Vertical tail selection
- Dihedral/ Anhedral effects (wing/
canard)
- Location of doors
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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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Engines
T/Wen vs. Manufactured Year
8
Samara NK-25
7
GE F136
6
P&W F135
5
Aviadvigatel D-30F6
Samara NK-321
4
T/We
GE F101-102
P&W 1000G
3
2
1
0
1975
1980
1985
1990
1995
2000
2005
2010
2015
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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 ft)
90 ft
170 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
Exits
Exits
Crew Seats
Cockpit
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SIZING STUDIES
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Design Mission
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Sizing Process
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Attributes
Values
W0 Design
284000 lb
We Design
124000 lb
Wf Design
143000 lb
Tsl Required
108000 lbf
Wing Area
3340 ft2
Design Range
4700 nm
AR
2.1
W0/S
85 lbf/ft2
Tsl/W0
0.38
Cruise Mach #
1.8
Maximum Mach #
2.0
SFC cruise
0.94 1/hr
Supersonic (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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CompanyBlunt Nose
LOGO
Aerodynamically
Contoured Skin
Arrow-wing Design
Top-mounted
Canards
Area-ruled fuselage for
minimum wave drag
Dihedral Wing
Rear mounted
Engines
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Compliance Matrix
Requirements
Target Threshold Revised on 3/3 Requirement Units
Take off field length
8400
10000
8000
ft
Landing field length
8400
10000
2800
ft
Door height above ground
8
10
ft
Turnaround time
0.5
1
hr
Still air range
5000
4000
4000
nm
Number of passenger
60
50
59
people
Cruise Mach number
2
1.6
1.8
Mach
Cabin volume per pax
65
50
43.13033982
pax/[ft^3/pax]
Operating cost
Cruise Altitude
$/ASM
50000
Cruise Efficiency
40000
50000
ft
0.3
0.6
lb fuel/pax mi
0.8
lb/ft^2
Sonic boom overpressure
0.3
0.3
Cumulative certification noise
60
80
dB
Stall Speed
kts
COTs
80
50
Second Segment climb gradient
2.6
2.4
%
3
%
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•
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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
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