1 SCHOOL OF AERONAUTICS AND ASTRONAUTICS COMPANY CONFIDENTIAL Optoprime Conceptual Designs, LLC. “DC-3 NextGen” Team 2 AJ Berger Colby Darlage Joshua Dias.

1

SCHOOL OF AERONAUTICS AND ASTRONAUTICS

COMPANY CONFIDENTIAL

OptoprimeConceptual Designs, LLC.

“DC-3 NextGen”

Team 2AJ Berger

Colby DarlageJoshua Dias

Ahmad KamaruddinPete KrupskiJosh 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)

Takeoff & Climb

Cruise Climb

ADS-B Continuous Descent Approach & Full

Stop LandingHong Kong

Madras

6



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)

Climb

Cruise

Descent

Climb

Cruise

Descent

Reload without Refuel

Climb

Cruise

Descent to Full Stop

Reconfigure to Cargo, Reload

with Refuel

SydneyPerth

Coober Pedy

7



Use Case Scenario 3

Climb

Cruise Climb

Climb

Cruise Climb

Descent Descent

Loiter

Full Stop Landing

• Gary (3000 ft) to Boulder (4100 ft) (793 NM)

• Rerouted to Durango (9200ft) (218 NM)

• Rerouted back to Boulder (Lands and refuels)

Climb

Boulder

Gary

Durango

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



• 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

Alternative Fuels

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 RequirementsDesign 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

1. Develop concepts

2. Compare/Rate concepts

3. Evaluate ratings

4. Eliminate, add or modify concepts

5. Repeat the process

6. Arrive at best concept

21



Considered Concepts/Configurations

“Electric”

“Solar Powered” “Dual Fuselage”“Biplane”

“Dual Boom”“Joined Wing”“Blended Wing”

22



Technology Readiness Level

Solar Powered

Dual Fuselage/Joined Wing

Electric

Blended Wing

Dual Boom

Biplane

www.nasa.gov

23



Concept 1: Dual Fuselage

blogmedia.thenewstribune.com

•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 LayoutFirst Class Optoprime Economy

Seat width 18.5 - 21 22 16.5 inArm rest 2.75 3 2 inHeight off ground 7.75 7.75 8.5 inSeat Pitch 38 38 30 inOverall Height 42 44 39 inTwo seats 47 47 39 in

29



Preliminary Sizing and Constraint AnalysisJoshua Dias

30



Walk-Around Chart

Canard•Possibly required for

stability/ control•Necessity to be

determined

Trailing Edges•Direct Lift/ Side Force

Capability

Aft-Mounted Engines•Rotor Path behind PAX compartment•Fuselage Noise

Reduction

Composite Structure•Weight savings

•Corrosion Resistance•Increased Fuel Capacity

Accessibility•Capability for Large Cargo

Door•Canard mounted high for jet

way access

Joined Wing•Drag Reduction

•Structural Weight Savings

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

Win

gloa

ding

= 1

10 p

sf

T/W = 0.40

Win

gloa

ding

= 1

40 p

sf

Win

gloa

ding

= 8

0 ps

f

T/W = 0.30

34



102362100564

98765.396966.795168.193369.6

9157189772.487973.886175.3

T/W & W/S Trade Study

W/S [psf]140

120

100

Gro

ss W

eig

ht [lb

]

100000

96000

92000

88000

T/W

0.35

0.3

0.25

0.2

Trade Studies

34COMPANY CONFIDENTIAL

35



50 100 150 200 250 3000

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1

Wingloading [psf]

T / W

Operating Envelope

Constant Rate Turn

Takeoff (=1)

Landing (=0.95)Second Segment

Industry Avg (111.5,0.3425)

Operating Envelope

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

36



Compliance Matrix

Compliance Target Threshold Current

TOGW (lb) < 70,000 lb < 75,000 lb 95,000 lb

Number of PAX 100 90 100

Runway Length (ft) < 2500 ft < 3000 ft 4533 ft

Range (NM) > 2500 NM > 2000 NM 2000 NM

SFC (lb/lb*hr) < 0.5 < 0.6 0.5955

Thrust Available (lbf) 40,000 lbf 25,000 lbf 25,520 lbf

lbmlbfhr

lbmlbfhr

lbmlbfhr

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)

1 SCHOOL OF AERONAUTICS AND ASTRONAUTICS COMPANY CONFIDENTIAL Optoprime Conceptual Designs, LLC. “DC-3 NextGen” Team 2 AJ Berger Colby Darlage Joshua Dias.

Documents

school of aeronautics

sydney perth coober

high cruise speed

ft runway takeoff

nm esto

nm refuelingreload perth

douglas dc

stop landing gary