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Optoprime Conceptual Designs, LLC. “DC-3 NextGen”

Optoprime Conceptual Designs, LLC. “DC-3 NextGen”. Team 2 AJ Berger Colby Darlage Joshua Dias Ahmad Kamaruddin Pete Krupski Josh Mason Camrand Tucker. SDR Outline. Mission Statement Requirements Overview Use Case Scenarios Advanced Technologies Design Requirements Concept Selection

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Optoprime Conceptual Designs, LLC. “DC-3 NextGen”

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  1. OptoprimeConceptual Designs, LLC.“DC-3 NextGen” Team 2 AJ Berger Colby Darlage Joshua Dias Ahmad Kamaruddin Pete Krupski Josh Mason Camrand Tucker

  2. SDR Outline • Mission Statement • Requirements Overview • Use Case Scenarios • Advanced Technologies • Design Requirements • Concept Selection • Cabin Layout • Constraint Analysis • Most Recent Sizing • Summary of Concept • Conclusion

  3. Mission Statement • To satisfy our customers through the design of an advanced mid-range aircraft capable of relieving congestion at major hubs throughout the world. The aircraft will: • Operate from lesser-equipped airports throughout the world. • Maintain a high cruise speed while limiting negative impact on the environment. • Satisfy customer needs without sacrificing safety. • This “DC-3NG” will revolutionize the future market with its high reliability, exceptional comfort, and high profitability – three difficult aspects to master • “The Douglas DC-3 … is universally recognized as the greatest airplane of its time. Some would argue that it is the greatest of all time.” (www.boeing.com) • “The DC-3 was not only comfortable and reliable, it also made air transportation profitable.” (www.boeing.com)

  4. System Requirements Review • 2058 Market • Asia, Australia, Africa • Customers Needs • Short Runways, Cost, Environmental Impact • Advanced Technologies

  5. Use Case Scenario 1 • Hong Kong to Madras, India (2000nm) • ESTO from Hong Kong (3,000 ft, upwind section of runway) • Extended Range Cruise • ESL at Madras (6,000 ft runway) ADS-B Continuous Descent Approach & Full Stop Landing Takeoff & Climb Hong Kong Cruise Climb Madras

  6. Coober Pedy Perth Sydney Use Case Scenario 2 • Sydney (8,000 ft) to Perth (11,200 ft) (1769 NM) – refueling/reload • Perth to Coober Pedy (4,685ft) (900 NM) – without refueling • Coober Pedy to Sydney(893 NM) Cruise Cruise Cruise Descent Climb Climb Descent Climb Reconfigure to Cargo, Reload with Refuel Reload without Refuel Descent to Full Stop

  7. Use Case Scenario 3 • Gary (3000 ft) to Boulder (4100 ft) (793 NM) • Rerouted to Durango (9200ft) (218 NM) • Rerouted back to Boulder (Lands and refuels) Gary Boulder Durango Full Stop Landing Descent Descent Climb Climb Loiter Cruise Climb Cruise Climb Climb

  8. Advanced TechnologiesColby Darlage

  9. Technology Readiness Level (NASA) www.nasa.gov

  10. Composite Materials Carbon-Fiber Reinforced Plastic (CFRP) Central Reinforced Aluminum (CentrAl) Ceramic Matrix Composites (CMCs) Glass-Reinforced Fiber Metal Laminate (GLARE)

  11. Carbon-Fiber Reinforced Plastic (CFRP) - Wings, fuselage, tail surfaces and doors - if 38% structural weight made from composites 40% reduction in empty weight 39% reduction in wing area 33% fuel saving Central Reinforced Aluminum (CentrAl) - Wing-weight reduction 20% more than (CFRP) - Simple Repairs Composite Materials

  12. Ceramic Matrix Composites (CMCs) - Hot Section Engine Shrouds & Components - High temperature 1650°C - 50% reduction in engine weight Glass-Reinforced Fiber Metal Laminate (GLARE) - Leading edges - Impact resistance - Double-curved sections (Lofting) Composite Materials http://www.phoenix-xray.com

  13. Unducted Fans • Advantages • Could achieve 30-40% lower specific fuel consumption than current turbofan engines • Can still achieve speeds comparable to turbofans • Counter-Rotating Configuration • Efficiency increases 6-10% compared to single rotor • Reverse thrust levels up to 60% of takeoff thrust www.flug-revue.rotor.com

  14. Wave Rotor Combustion System • Highly steady inflow and out flow conditions • Provides significant improvement in specific fuel consumption (~15%) AIAA-2002-3916-938

  15. Alternative Fuels • Fischer-Tropsch-type process • Eliminates Traditional Kerosene fuels • Synthesized fuel (addresses oil shortage) • Biofuels • Addresses environmental issues • Green Freedom™ • Synthesized from atmospheric CO2 and H2O from nuclear power plant cooling towers • Eliminates environmental issues • Carbon Neutral

  16. Solar Power • Solar Power • Advantages • Eliminates need for fuel • Unlimited supply of power • No harmful emissions • Low operating cost • Ability to fly long distances • Disadvantages • Only charges when in sunlight

  17. Preliminary Propulsion Design • Power Plant • Unducted Fan • Dual Rotor • Wave rotor combustion • Fuel • Synthesized Fuel • Fischer-Tropsch-type • Green Freedom™ • Electrical system supplemented by solar power Green Freedom™

  18. Concept SelectionPete Krupski

  19. Major Design Requirements Design Criteria • Short Runway • Energy Efficiency • PAX Climate/Comfort • Range • Gate Time • Easy Maintenance • Low Noise • Limited Terminal Service • Obstacle Clearance • Crew Cost

  20. Aircraft concept selection • Pugh’s Method • Develop concepts • Compare/Rate concepts • Evaluate ratings • Eliminate, add or modify concepts • Repeat the process • Arrive at best concept

  21. Considered Concepts/Configurations “Electric” “Joined Wing” “Dual Boom” “Blended Wing” “Biplane” “Dual Fuselage” “Solar Powered”

  22. Technology Readiness Level Biplane Dual Boom Blended Wing Dual Fuselage/Joined Wing Electric Solar Powered www.nasa.gov

  23. blogmedia.thenewstribune.com Concept 1: Dual Fuselage • Decreased induced drag • Increased range • Increased weight • Increased bending strength • Increased runway length required • Ideal for seaplane design • Decreased torsional rigidity • Decreased aircraft length • Feasible only for extremely large passenger aircraft

  24. Concept 2: Joined Wing • Less induced drag • Increased longitudinal stability • Structural weight savings • Increased structural stiffness • Reduced wetted area and parasite drag • Direct lift and side force capability • Increased fuel capacity • Increased interference drag • More complicated aerodynamics and controls

  25. Cabin and Fuselage LayoutA.J. Berger

  26. Fuselage Layout • 100 Seat Single Class • 3 Lavatories, 1 Galley • Length - 157 ft • Ext Diameter - 12.5 ft • Int Diameter - 11.5 ft • Capacity for Large Cargo Door

  27. Passenger Fuselage • 20 Passengers Per Section • 30 in Aisle • 5 ft from floor to overhead bin • Large Overhead Bins • 7ft 9in from floor to Ceiling

  28. Seat Layout

  29. Preliminary Sizing and Constraint AnalysisJoshua Dias

  30. Walk-Around Chart • Trailing Edges • Direct Lift/ Side Force Capability • Aft-Mounted Engines • Rotor Path behind PAX compartment • Fuselage Noise Reduction • Canard • Possibly required for stability/ control • Necessity to be determined • Joined Wing • Drag Reduction • Structural Weight Savings • Composite Structure • Weight savings • Corrosion Resistance • Increased Fuel Capacity • Accessibility • Capability for Large Cargo Door • Canard mounted high for jet way access

  31. Constraint analysis • Major performance constraints: • Cruise altitude: 35,000 ft • Takeoff altitude: 5000 ft (std. day, conservative) • Cruise Mach: 0.78 • Takeoff distance: 3500 ft (balanced field length) • Landing distance: 3500 ft (balanced field length)

  32. Performance Calculations • L/Dmax = 17 • CL(max) = 5 • L/D (2nd segment climb) = 16.5 • L/D (cruise) = 15 • Number of Engines = 2 • CD0 = 0.012 • Oswald efficiency factor = 0.69 • Aspect Ratio = 6

  33. Trade Studies Wingloading = 80 psf Wingloading = 110 psf T/W = 0.40 Wingloading = 140 psf T/W = 0.30

  34. Trade Studies 34 COMPANY CONFIDENTIAL

  35. Operating Envelope Design Point • T/W: 0.25 • β (fuel fraction) • W/S: 100 psf

  36. Compliance Matrix

  37. Next Steps • Move forward with selected concept • Detailed analysis and sizing • Finalize aircraft features • Performance and Control • Cost • SFC estimation • Operating • Global Impact • Carbon neutral flights

  38. Questions?

  39. References • “Now That’s a Reliable Engine…” July 17,2006. http://www.cfm56.com/index.php?level2=blog_viewpost&t=75 • Boeing Current Market Outlook 2007 • “The Airplane that Never Sleeps” July 15, 2002. http://www.boeing.com/commercial/news/feature/737qc.html • “DC-3 Commercial Transport” http://www.boeing.com/history/mdc/dc-3.htm • “Aerospace Sourcebook”, AviationWeek & Space Technology, Jan 2007 • “Aerospace Sourcebook”, AviationWeek & Space Technology, Jan 2008 • Raymer, D.P. “Aircraft Design: A Conceptual Approach” AIAA 2006 • Roskam, J., “Airplane Design Parts I-VIII”, DARCorporation, KS, 1994-2007 • Bureau of Transportation Statistics, http://www.bts.gov • Bureau of Labor Statistics, http://www.bls.gov • R. Onishi, Mitsubishi Research Institute, Tokyo, Japan “Flying Ocean Giant: A Multi-Fuselage Concept for Ultra-Large Flying Boat” AIAA-2004-696 42nd AIAA Aerospace Sciences Meeting and Exhibit, Reno, Nevada, Jan. 5-8, 2004 • WOLKOVITCH, J. (ACA Industries, Inc., Torrance, CA), “The Joined Wing: An Overview” Journal of Aircraft 1986 0021-8669 vol.23 no.3 (161-178)

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