Innovative Commercial Aircraft for Short Runways

1. Team 3 Marques Fulford Mike Bociaga Jamie Rosin Brandon Washington Jon Olsten Tom Zettel Hayne Kim

2. Outline • Mission Statement • Mission Plans • Design Requirement • Aircraft Concept Selection • Cabin/Fuselage Layout • Constraint Analysis • Sizing Studies • Advanced Technologies

3. Mission Statement • To create an innovative and cost effective commercial aircraft capable of take-off and landing in extremely short distances, making it available to a larger number of runways, in order to open up more airports, primarily to relieve the continuous growing congestion of large hubs.

4. Mission Plans • Gary Chicago to Dallas Love Field • 693 nmi • New York LaGuardia to Miami International • 935 nmi • Charlotte International to Essex County, NJ • 460 nmi • Round trip without refueling

5. Design Requirements

6. Concept Generation • Each group member generated ten different concepts. • From those ten concepts each member chose their top two designs. • Then the group voted on those designs to get the top four designs. • The top four designs were further developed and then discussed.

7. Low Swept Wing; Engines Over Wing Low Forward Swept Wing; Engines Over Wing High Wing Swept; Engines Under Wing High Swept Wing; Engines Under Wing

8. Pugh’s Method

10. Pugh’s Methods Results • The aircraft was not designed by any one particular person however it was a hybrid of several concepts blended together. • Special Design Features • Forward swept wings • Engines mounted over the wing • Plasma stream over the lifting surfaces.

11. Cabin/Fuselage Layout • Two Class Layout • 176 passengers • Mid-fuselage exits • Still being placed

12. Cabin/Fuselage Layout • Single Class Layout • 180 passengers • Mid-fuselage exits • Still being placed

13. Constraint Analysis • Major Performance Constraints • Takeoff and Landing Distance • Cruise Mach • 1.5g Maneuver at Cruise Altitude

14. Important Assumptions AR=10 e=0.8 CLmax=4.0 L/D =23 Engines = 2 We/Wo=0.49 CD0=0.015 Mcruise = 0.78

15. Constraint Diagram W0/S: 78 psf T/W: 0.28 Takeoff: 1500 ft Landing: 500 ft

16. Constraint Diagram W0/S: 141 psf T/W: 0.305 Takeoff: 2500 ft Landing: 900 ft

17. Sizing Approach • Sizing done using methods found in “Aircraft Design: A Conceptual Approach” by Daniel Raymer. • Using these methods Arrival created MATLAB script files to complete sizing.

18. Sizing Approach Initial Results

19. Advanced Concepts Trade Study • After applying Pugh’s Method, the “surviving” configuration concepts were compared to select the final ideal configuration. • Two concepts, a design based off of the Boeing “Fozzie” concept, only with GTF engines and a modified tail, and a low-mounted FSW concept with Canards and USB.

20. Advanced Concepts Trade Study • The FSW concept won out due to the ability to mount the wings further aft. This means the main gear can be mounted further aft and thus increase the rotation angle on takeoff, thus helping Arrival meet its ESTOL requirement.

21. Advanced Technology StudySpecific Fuel Consumption Improvements SFC = 0.36

22. Advanced Technology StudyComposites Weight SavingsTRL 9 15% weight savings factor on the Empty Weight of our aircraft

23. Advanced Technology StudyIncreased Fuel EconomyTRL 8-9 • UDF and GTF provided a conservative savings of 15% each. Optimistic savings were 20% (per Bombardier) for GTF and 25% for UDF. • Bombardier’s estimate selected, then projected based on the trend in SFC reduction vs. certification date found on Slide 15.

24. Advanced Technology StudyUpper-Surface Blowing, Blown FlapsTRL 8 • USB provided a CLmax of 5 on the YC-14. Blown flaps had a CLmax of 5 to 7 on the YC-15. • USB exceeds Arrival’s conservative CLmax assumption of 4. YC-15 YC-14

25. Advanced Technology StudyForward-Swept WingsTRL 8 Advantages: • Lower sweep angle for same shock sweep • Increased thickness-to-chord ratio • Control surfaces stall at higher AOA • Higher CL at low speeds Primary Disadvantage: • Weight penalty to avoid structural divergence Solution: • Advanced composite materials may be used to tailor the structural divergence. • Exhibited in X-29 and Su-47

26. To delay leading-edge separation over the wing and control surfaces. How it works: “The process of ionizing the air in this configuration is classically known as a single dielectric barrier discharge. The ionized air (plasma) in the presence of an electric field gradient produces a body force on the ambient air, inducing a virtual aerodynamic shape that causes a change in the pressure distribution over the surface on which the actuator is placed. The air near the electrodes is weakly ionized, and there is little or no heating of the air.” Demonstrated in laboratory and on a sailplane fitted with plasma actuators. Taken from Overview of Plasma Flow Control: Concepts, Optimization, and Applications T. Corke and M. Post, University of Notre Dame, Notre Dame, IN AIAA-2005-563 43rd AIAA Aerospace Sciences Meeting and Exhibit, Reno, Nevada, Jan. 10-13, 2005 Advanced Technology StudyLeading Edge Plasma ActuatorsTRL 5

27. Advanced Technology StudyLeading Edge Plasma ActuatorsTRL 5

28. Current Aircraft Design

29. Requirements Compliance

30. Next Steps • Finish quantifying advanced concepts • Finish aircraft sizing • Develop design details • Finalize performance characteristics • Estimate total cost • Determine environmental impact • Determine component weight breakdown

31. Questions & Comments