Overview of the Aircraft Design Process V40

Overview of the Aircraft Design Process Prof. Bento Silva de Mattos

V40

March 2010

Objective

This lecture is intended to provide an overview of the aircraft design process

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Content

Introduction The Product Development Process The Conceptual Design Phase The Preliminary Design Phase The Detail Design Phase and Future Trends

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Introduction

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Introduction

Recommended Further Reading

D. Howe - Aircraft Conceptual Design Synthesis Loftin- Subsonic Aircraft: The Evolution and the Matching of Size to Performance. NASA Referendum Publication 1060. D. Raymer - Aircraft Design, A Conceptual Approach. E. Torenbeek - Synthesis of Airplane Design. J. Roskam - Airplane Design Vol. (1-8). Askin Isikveren - Quasi-Analytical Modeling and Optimization Techniques For Transport Aircraft Design, PhD. Thesis, 2002.

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Introduction

Recommended Further Reading

L.Jenkinson, P.Simpkin & D.Rhodes Civil Jet Aircraft Design D.Stinton The Design of the Aeroplane S.Brandt, J.Stiles & R.Whitford Introduction to Aeronautics A Design Perspective

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Introduction

Specific Industry journalsAEROSPACE DAILY AVIATION WEEK & SPACE TECHNOLOGY BUSINESS & COMMERCIAL AVIATION THE WEEKLY OF BUSINESS AVIATION AEROSPACE DAILY & DEFENSE REPORT AIRCRAFT ENGINEERING AND AEROSPACE TECHNOLOGY AEROSPACE AMERICA AVIATION DAILY ENGINEERING FAILURE ANALYSIS ADVANCED ENGINEERING MATERIALS AVIATION SPACE AND ENVIRONMENTAL MEDICINE IEEE AEROSPACE AND ELECTRONIC SYSTEMS MAGAZINE JOURNAL OF AIRCRAFT PROFESSIONAL ENGINEERING

Introduction

Designing Aircraft

Design: Not a clear-cut/scientific or completely rational process Despite efforts to formalize Neat flow charts of steps arent real life, still needed as goals But! Some systematic procedures available Creativity/imagination, but not pure inspiration Broad understanding of physical world Beware of cookbook approach: - understand your concept Never stop asking questions!

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Introduction

Good Designs

Source: Prof. Mason, Virginia Tech

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Introduction

The Process

Source: Prof. Mason, Virginia Tech

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Introduction

Aircraft Design is a Compromise

It is the task of the aircraft design engineer to balance the customer requirements with the physical constraints, cost and time-scale, in order to produce the most effective aircraft possible. Aircraft Design Requires Teamwork No one design group is more important than the others. Note: All Engineering involves Compromises!

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Introduction

Aircraft Aeronaves so sistemas multidisciplinares complexos Requerem tempo considervel para projetar e construir (vrios anos). Investimento considervel (custo unitrio tambm elevado). Mercado extremamente competitivo. Requisitos extremamente exigentes de certificao do produto. Incerteza no projeto e desenvolvimento conduz a: - aeronaves que so entregues fora do prazo e do oramento.

- aeronaves inadequadas e no-competitivas.

12Prof. Bento Silva de Mattos

Introduction

Aeronaves So Sistemas Multidisciplinares Complexos Sistemas multidisciplinares so intrisincamente difceis de modelar e entender devido a uma nica pessoa no ser capaz de possuir conhecimento detalhado nas reas requeridas. Sistemas frequentemente tornam-se muitos complexos para que se possa reduzir a incerteza e permitir uma previsibilidade razovel. Requisitos de certificao cada vez mais exigentes. Requisitos de desempenho e operao mais exigentes e complexos (ex. aeronaves silenciosas e no-poluentes)


Introduction

Think Light, Think Simple, Think Accessibility, Think Maintainability, and Think Cost14Prof. Bento Silva de Mattos

Introduction

Kelly Johnsons RulesKelly Johnson established fourteen basic operating rules to govern his projects. Within the Skunk Works staff, these rules were as sacred as the Ten Commandments. Many sites across the internet include these rules. The rules differ slightly from site to site. The following compilation is from the stuff obtained them from these various sites and selected from the wordings. (For example, later wordings seem to substitute "customer" for the military and "vendor" for contractor.).15Prof. Bento Silva de Mattos

Introduction

Kelly Johnsons RulesRule Number 1 The Skunk Works' program manager must be delegated practically complete control of his program in all aspects. He should report to a division president or higher. Rule Number 2 Strong but small project offices must be provided both by the military and industry. Rule No. 3 The number of people having any connection with the project must be restricted in an almost vicious manner. Use a small number of good people (10 percent to 25 percent compared to the so-called normal systems). Rule No. 4 A very simple drawing and drawing release system with great flexibility for making changes must be provided. Rule No. 5 There must be a minimum number of reports required, but important work must be recorded thoroughly.16Prof. Bento Silva de Mattos

Introduction

Kelly Johnsons RulesRule No. 6 There must be a monthly cost review covering not only what has been spent and committed but also projected costs to the conclusion of the program. Don't have the books ninety days late and don't surprise the customer with sudden overruns. Rule No. 7 The contractor must be delegated and must assume more than normal responsibility to get good vendor bids for subcontract on the project. Commercial bid procedures are very often better than military ones. Rule No. 8 The inspection system as currently used by the Skunk Works, which has been approved by both the Air Force and the Navy, meets the intent of existing military requirements and should be used on new projects. Push more basic inspection responsibility back to the subcontractors and vendors. Don't duplicate so much inspection. Rule No. 9 The contractor must be delegated the authority to test his final product in flight. He can and must test it in the initial stages. If he doesn't, he rapidly loses his competency to design other vehicles.17Prof. Bento Silva de Mattos

Introduction

Kelly Johnsons RulesRule No. 11 Funding a program must be timely so that the contractor doesn't have to keep running to the bank to support government projects. Rule No. 12 There must be absolute mutual trust between the military organization and the contractor with very close liaison on a day-to-day basis. This cuts down misunderstanding and correspondence to an absolute minimum. Rule No. 13 Access by outsiders to the project and its personnel must be strictly controlled by appropriate security measures. Rule No. 14 Because only a few people will be used in engineering and most other areas, ways must be provided to reward good performance by pay, not simply related to the number of personnel supervised.18Prof. Bento Silva de Mattos

Introduction

Kelly Johnsons RulesRule 15 Several sites suggest that there was an additional "unwritten rule" . . . Rule No. 15 Never deal with the Navy.


Kelly Johnsons Most Important Rule

Introduction

"Be Quick, Be Quiet, And Be on Time"


Weight Definitions disposable load = payload + useable fuel (+any necessary ballast) Where Payload = the revenue earning load Maximum ramp weight is that approved for ground maneuver Maximum ramp weight = maximum take-off weight + start, taxi, and run-up fuel Maximum landing weight = maximum weight approved for touchdown Maximum zero fuel weight = the maximum weight approved usable fuel

APS weight (aircraft prepared for service), which is the same as the basic empty weight, i.e. fully equipped operational, without crew, usable fuel or payload (the load that generates revenue, income). AUW, Wo The all-up (gross) weight is the maximum weight at which flight requirements must be met. Maximum to take-off weight = gross (all-up) weight = MTOW = operating empty weight + disposable load in which operating empty weight and disposable load are built up as follow Operating empty weight = basic empty weight + crew Basic empty weight = standard empty weight + optional equipment Standard empty weight = weight of the standard aircraft (as manufactured + unusable fuel + full operating fluids + full engine oil

Business Opportunities

Introduction

DEFENSETrainers Surveillance Airliners

CIVIL

Executive TransportAgricultural

UAVs

Attack

Helicopters

Introduction

General Aviation

Aircraft specifically use to teach someone to fly. C-152, Piper Tomahawk, Beech Skipper

Use of aircraft other than business or commercial use, 24% all hours flown. Beech - Sundowner, Sierra, Bonanza

Cessna - largest builder of GA 179,500 - 172 Skyhawk, 182 Skylane, 185 Skywagon, 210 Centurion

Prof. Bento Silva de Mattos

Introduction

Market Structure and SegmentationTransport CategoryCommercial Aircraft

25 Prof. Bento Silva de Mattos

Introduction

Market Structure and SegmentationTransport CategoryExecutive or Business Aircraft



Introduction

Jet Transport Aircraft

Airbus A319

Embraer 190 Boeing 767-300

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Introduction

COMMOM PLATFORMSAirlinerERJ 145

DerivativeEMB 145 AEW&C EMB 145 RS/AGS

EMB 145 MP/ASW

P-3 Orion

Lockheed 188 Electra II28


Derivative

Introduction

Military Transport

Embraer EMB-110 variants and Derivatives

Fonte: Revista Manche, 1978

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Introduction

EMB-110 BandeiranteVersion (Designation by FAB) EMB-110 (C-95) EMB-110A (EC-95) EMB-110B EMB-110C EMB-110E/J EMB-110P EMB-110S1 EMB-110B1 EMB-110K1 (C-95A) EMB-110P2 EMB-111 EMB-110P1

EIS1973 1973 1975 1973 1975 1975 1976 1976 1977 1977 1977 1978

RoleMilitary liaison Aerial Laboratory (Calibration of Airport Instrumentation) Aerial photography Airliner (15 passengers) Transporte Executivo (7-8 passengers) Regional airliner (18 pax) Remote sensing Conversvel Passageiros/Aerofotogrametria Cargo/Paratroops transport Regional Airliner (21 pax) Patrulha e Esclarecimento Martimo Transporte de Passageiros e Carga (19 pax)

Introduction

BandeiranteEMB-100/100AO EMB-100 Bandeirante foi desenvolvido no Centro Tcnico de Aeronutica (Atualmente Comando-Geral de Tecnologia Aeroespacial) a partir de 1965 (Programa IPD-6504) por uma equipe liderada por Osires Silva que tambm envolveu o francs Max Holste. Inspirado no Nord 262 desenvolvido inicialmente por Holste, o Bandeirante realizou o seu primeiro vo em 1968. Foi o primeiro bimotor metlico projetado e construdo no Brasil e a Embraer foi criada para produz-lo em srie. O EMB-100 serviu de plataforma para o EMB-110C (derivado do EMB-110 da FAB), o primeiro modelo civil que de fato foi comercializado pela Embraer. Vale ressaltar, que o terceiro prottipo foi fabricado aps a criao da Embraer, equipado para ser um laboratrio voador para pesquisas com sensoriamento remoto. Unidades fabricadas: 3 Primeiro vo: 22 de outubro de 1968 Capacidade: 2 tripulantes e 7, 9 ou 10 passageiros dependendo do prottipo Peso mximo de decolagem: 4500 kg Envergadura: 15,38 m rea da asa: 29,22 m2 Velocidade mxima de operao: 389 km/h Motor: Pratt&Whitney PT6-A20 de 550 shp

Informaes Tcnicas


Introduction

BandeiranteEMB-110 A/B/C/E/F/K1/J/P/P1/P1A/P2/S1O EMB-110 (C-95 da Fora Area Brasileira, FAB) e o EMB-110C Bandeirante foram uma modificao substancial do EMB-100, que havia sido desenvolvido no CTA. Trem de pouso totalmente escamotevel, motores mais potentes, naceles dos motores redesenhadas, maior capacidade de passageiros com a fuselagem aumentada em quase dois metros foram algumas, entre vrias outras, modificaes levadas adiante pela recm criada Embraer. A Transbrasil foi o primeiro operador civil do Bandeirante, que lhe foram entregues em abril de 1973. Foi a primeira vez que uma cia. area nacional foi equipada com um produto de origem brasileira. A Embraer continou aperfeioando e desenvolvendo novas verses de seu bimotor. Em 1978, obteve a certificao do P1 e P2 no mercado norte-americano, onde o Bandeirante foi um sucesso de vendas. Por conta de sua versatilidade e facilidade de manuteno, cerca de 500 exemplares foram fabricados at maio de 1990, quando a produo foi encerrada. Na frica do Sul, a robustez do modelo foi mais uma vez comprovada com a converso do Bandeirante para operar como avio agrcola, converso feita por operadores locais. A FAB em 2008 contava com 105 Bandeirantes, em 9 verses e duas variantes, que desempenham cinco misses distintas operando em 14 esquadres, alm de dotar vrios outros como aeronave orgnica. Alm das verses mais comuns de transporte C-95, C-95A, C-95B e C-95C, so utilizadas pela FAB duas verses para calibragem de instrumentos, EC-95B e EC-95C, duas variantes para patrulha martima, P-95A e P95B, uma verso para busca e salvamento, SC-95B, uma verso para pesquisa de chuvas, XC-95, e, finalmente, uma de reconhecimento e levantamento aerofotogrfico, designada de R-95. Unidades fabricadas: 501 Entrada em servio: 1973 com a FAB Trmino da fabricao: maio de 1990 Capacidade: 15 pax + 2 tripulantes (EMB-110C) Peso mximo de decolagem: 5600 kg (EMB-110C) Peso mximo de pouso: 5300 kg Velocidade mxima de operao: 426 km/h (EMB-110C) Motor: Turbolice Pratt&Whitney PT6 variando de 680 a 750 shp nas vrias verses

Informaes Tcnicas

Introduction

BandeiranteEMB-110CEm 1972 o Bandeirante foi homologado pelo Centro Tcnico de Aeronutica (Atualmente Comando-Geral de Tecnologia Aeroespacial). O EMB-110C foi a verso derivado do EMB110 (C-95 da FAB) que a Embraer desenvolveu como transporte bsico de linha area (15 passageiros podeiam ser transportados). Atravs de apoio a aviao de terceiro nvel, empresas nacionais como a Transbrasil, RioSul , VASP e TAM vieram a adquirir o Bandeirante. Em 26 de janeiro de 1973, a Trannsbrasil formalizou a compra de seis Bandeirante. A Transbrasil foi tambm a primeira empresa area a receber o modelo, o que se deu 11 de abril de 1973. Na segunda metade de setembro de 1973, foi realizado em So Jos dos Campos o 1o Salo Aeroespacial Internacional, ocasio em que foi anunciada a venda de 10 Bandeirante para a VASP. Posteriormente, os Bandeiantes da Transbrasil foram repassados Nordeste Linhas Areas e os da VASP TAM. Cinco exemplares foram fronecidos Fora Area do Uruguai. O EMB-110C(N) diferia bo EMB110C pela instalao de equipamentos de degelo nas asas, hlices, empenagem, entrada de ar dos motores e pra-brisa.

Informaes Tcnicas

Unidades fabricadas: 37 Certicao: 20 de dezembro de 1972 (CTA) Entrada em servio: 16 de abril de 1973 Capacidade: 15 passageiros + 2 tripulantes Envergadura: 15,3 m Comprimento: 14,2 m Peso mximo de decolagem: 5600 kg Peso mximo de pouso: 5300 kg Teto de servio: 8660 m Velocidade mxima de operao: 426 km/h Motor: Pratt&Whitney PT6-A27 de 680 shp

BandeiranteEMB-110K1 (C-95A)Concebido para operar com cargueiro militar, utilizado tambm no transporte de pra-quedistas. O EMB-110K1 teve a sua fuselagem alongada em 0,85 em relao ao EMB-110 (C-95). Nesta verso, os tripulantes tm acesso direto cabina de comando, sem passar pela fuselagem central, j que no lado esquerdo ao posto de pilotagem foi instalado uma porta de tripulantes (0,63 x 1,42 m). No lado direito, h uma porta de emrgncia para os tripulantes. A fuselagem central dispe de um volume til de 14,7 m3. O piso foi reforado, podendo suportar uma carga de 488 kg/m2. A porta principal da fuselagem foi alargada em relao ao C-95, passando a ter 1,80 m de largura por 1,42 m de altura. Ela atuada hidraulicamente por meio de bomba manual. Nesta porta, foi incorporada um porta menor, que se abre para o interior da fuselagem e que serve como porta de emrgncia,embora a sua finalidade principal a de permitir o salto de pra-quedistas. O avio pode receber assentos laterais para a comodao de at 20 pra-quedistas. Entrada em servio: 1978 Capacidade: 2 tripulantes Peso mximo de decolagem: 5600 kg Peso mximo de pouso: 5300 kg Teto de servio: 7.620 m Velocidade mxima de operao: 426 km/h Motor: Pratt&Whitney PT6-A34d e 750 shp

Informaes Tcnicas

BandeiranteEMB-110P1/P1A/P2Visualmente, o EMB-110P1 se destaca pela larga porta de carga na traseira da aeronave e pelo diedro de 10 graus na empenagem horizontal para livr-la da esteira da asa e do motor. Operava tanto como verso cargueira como de passageiros, quando admitia at 18 assentos. Foi a verso que junto com a P2 (sem diedro na empenagem horizontal) foi homologada pela norteamericana Agncia Federal de Aviao (FAA, Federal Aviation Administration) em 1978, o mesmo ano que o Congresso daquele pas desregulamentou o mercado de aviao, permitindo um crescimento expressivo da aviao regional. Assim, o Bandeirante se tornou tambm um sucesso de vendas nos Estados Unidos.Entrada em servio: 1978 (P1) Homologao CTA: 9 de maio de 1978 Capacidade: 19 passageiros + 2 tripulantes Peso mximo de decolagem: 5.670 kg Peso mximo de pouso: 5.450 kg Teto de servio: 7.620 m Velocidade mxima de operao: 426 km/h Capacidade de combustvel: 1.896 litros Motor: Pratt&Whitney PT6-A34 de 750 shp

Above . EMB-110P1

Informaes Tcnicas (P1A)

Above. EMB-110P2

At left . EMB-110P1 passenger cabin

BandeiranteEMB-111 BandeirulhaO EMB-111 uma verso de patrulha martima do Bandeirante. Era dotado de um radar de busca no nariz do aparelho, faris, tanques de ponta de asa (os mesmos do EMB-326GB Xavante) e de foguetes no-guiados SBAT 70/7. A Fora Area Brasileira recebeu um primeiro lote de 12 unidades (P-95) entre 1977 e 1979. Um segundo lote de 8 avies de uma verso aperfeioada (P-95B) foram comprados em fins de 1989. As principais diferenas se referiam ao diedro da empenagem horizontal e a avinicos mais modernos. A Argentina utilizou o EMB-111 durante a Guerra das Malvinas em 1982. Entrada em servio: 1977 com a Fora Area Brasileira Capacidade: 15 passageiros + 2 tripulantes Peso mximo de decolagem: 7.000 kg Peso vazio: 5150 kg Velocidade mxima: 385 km/h Alcance mximo: 3.250 km Envergadura: 15,95 m Grupo motopropulsor: Pratt&Whitney PT6-A34 de 750 shp Operadores: Brasil, Argentina, Chile e Gabo

Informaes Tcnicas


Introduction

COMMOM PLATFORMSMilitary Plane Airliner

Boeings Heavy Lifter Concept

Boeing 747-100

In 1963, the United States Air Force started a series of study projects on a very large "strategic" transport aircraft. Although the C-141 Starlifter was being introduced, they felt that a much larger and more capable aircraft was needed, especially the capability to carry "outsized" cargo that would not fit in any existing aircraft. These studies led to initial requirements for the CXHeavy Logistics System (CX-HLS) in March 1964 for an aircraft with a load capacity of 180,000 pounds (81,600 kg) and a speed of Mach 0.75 (500 mph/805 km/h), and an unrefueled range of 5,000 nautical miles (9,260 km) with a payload of 115,000 pounds (52,200 kg). The payload bay had to be 17 feet (5.18 m) wide by 13.5 feet (4.11 m) high and 100 feet (30.5 m) long with access through doors at the front and rear. Featuring only four engines, the design also required new engine designs with greatly increased power and better fuel economy. On 18 May 1964, airframe proposals arrived from Boeing, Douglas, General Dynamics, Lockheed and Martin Marietta; while engine proposals were submitted by General Electric, Curtiss-Wright, and Pratt & Whitney. After a downselect, Boeing, Douglas and Lockheed were given additional study contracts for the airframe, along with General Electric and Pratt & Whitney for the engines. All three of the airframe proposals shared a number of features, but one in particular would become iconic on the 747. As the CX-HLS needed to be able to be loaded from the front, a door had to be included where the cockpit usually was. All of the companies solved this problem by moving the cockpit to above the cargo area; Douglas had a small "pod" just forward and above the wing, Lockheed used a long "spine" running the length of the aircraft with the wing spar passing through it, while Boeing blended the two, with a longer pod that ran from just behind the nose to just behind the wing. In 1965 Lockheed's aircraft design and General Electric's engine design were selected for the new C-5 Galaxy transport, which was the largest military aircraft in the world at the time.

Introduction

Seaplanes


Introduction

Seaplanes

The Saunders-Roe Princess was a British flying boat aircraft built by Saunders-Roe, based in Cowes on the Isle of Wight. The Princess was one of the largest aircraft in existence. By the 1950s, large, commercial flying boats were being overshadowed by land-based aircraft. Factors such as runway and airport improvements added to the viability of landbased aircraft, which did not have the weight and drag of the boat hulls on seaplanes nor the issues with seawater corrosion.


Introduction

World War II Night Fighters

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Introduction

Early VTOL Aircraft

41


Introduction

Modern VTOL Aircraft

U.S. Marine Corps MV-22B Osprey

British Royal Navy FRS.Mk 1 Sea Harrier

Lockheed Martin F-35B Lightning II short takeoff/vertical landing (STOVL) stealth fighter

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Introduction

Airworthiness Regulations & Certification


Introduction

Structural Parts: WingThe structural concept for the wing is that part of the airplane is essentially a beam which gathers and transmits all the loads to the central fuselage attachment

Wing box Fixed leading edge Fixed trailing edge Ailerons Spoilers Flaps Slats


Introduction

Structural Parts: Wing Wing structure consists of Internal structure Spars Ribs Stringers

External structure Upper skin Lower skin

Wing structure should posses Sufficient strength Stiffness Light weight Minimum manufacturing problems



Structural Parts: WingWing Box

Introduction

Front spar Rear spar Ribs Stringers Span wise beam Fuel tank Wing skins

Stringers

Introduction

Structural Parts: WingSpars Spars are generally a beam running from root to the tip of the wing There are two spars Front spar Rear spar

Multi-spar designs are used on larger wings and on military aircraft Spars carry the aerodynamic loads developed on a wing Spars consists of spar cap (flange) and web Spar cap carries bending loads and web carries shear loads Spars are generally I beams, some times C beams are also used All the structural parts of wing are attached to the spars Spars are of two types namely Shear web Truss type

TYPES OF SPAR

Introduction

c) Bent up channel f) Integrally machined web

a) Built up spar

d) Frame truss

b) Truss type

g) Integrally machined truss e) Sine wave web

Introduction

SPAN WISE BEAMS Span wise beams are members in the wing which run from root to the tip Span wise beams are provided for additional support as well as to support the fuel tank

Structural Parts: Fuselage

FUSELAGE ASSEMBLAGE

TYPES OF FUSELAGE STRUCTURE Box truss type The structural elements resemble those of a bridge, with emphasis on using linked triangular elements. The aerodynamic shape is completed by additional elements called formers and stringers and is then covered with fabric and painted

Monocoque the exterior surface of the fuselage is also the primary structure

Semi-monocoque A series of frames in the shape of the fuselage cross sections are held in position on a rigid fixture, or jig. These frames are then joined with lightweight longitudinal elements called stringers. These are in turn covered with a skin of sheet aluminum, attached by riveting or by bonding with special adhesives

SEMI-MONOCOQUE FUSELAGESemi-monocoque fuselage structure consists of Longerons / stringers (Longitudinal members) Longerons carries the bending load as axial load Stringers also carry axial load Stringers stabilize the skin

Framing (Transverse members) Provide the shape to the fuselage Reduce the stringer length thus avoiding overall instability

Skin Carries the shear load from the cabin pressure, external transverse and torsional loads

Bulkheads Bulkheads are provided at concentrated loading regions such as wing attachments, tail attachments and landing gear locations

SEMI-MONOCOQUE FUSELAGE

Introduction

Cutaway: British High-Wing AirlinerBAe146-200 Why a four-engined configuration was chosen for this plane?

Rear spar

Air brake


Front spar

55

Introduction

Cutaway of a Supersonic Carrier-based FighterBoeing F-18


Folding Wings BWB Multispar wing structure Leading-edge snag Full movable horizontal tail

Introduction

Ugly is Most of Time not Good

Introduction

Designed by a Flight Enthusiast


Supersonic AirplaneThe left-hand side of the figure marks the speed at any height below which there is insufficient lift to fly straight and level. The dip in the curve around Mach 1 is caused by the increased drag and a decrease in aerodynamic and propulsive efficiency. Some airplanes exhibit this characteristic to a marked extent, others hardly at all. The top of the curve marks the region where the minimum level speed coincides with the maximum speed that can be attained with the particular combination of engine and airframe. The right-hand side of the curve represents the propulsive limit, and the structural limits: where higher speed, kinetic heating and higher dynamic pressure would require an excessively strong and heavy airframe.

Flight Envelope

Introduction


Introduction

Typical Technical Tasks in the Aircraft Development Process

Business opportunities study Product specification document

Evaluation of some different concepts to fulfill the requirements Drawings

Tooling and machinery for manufacturing Manufacturing plant Flight Tests planning Aircraft certification60

Introduction

In Order to Achieve Lower Risks Project is divided into phases Scheduled reviews Suppliers become partners Advanced engineering tools like CFD and MDO Market studies Launching customer Manufacturing of some prototypes Technology certification by technology demonstrators, laboratories, joint ventures, cooperation efforts with he academic community61

Introduction

Revises de Passagem de Fase de Projeto -REFAPs

As Revises de Fase do Projeto devem ser conduzidas com muito critrio, tanto em relao aos participantes quanto em relao periodicidade. So eficientes quando h pessoas certas contribuio. Devem ser focadas e baseadas nos deliverables definidos na fase de planejamento. Os principais objetivos dessas avaliaes peridicas so: Determinar se os requisitos iniciais do projeto esto sendo atendidos.

Determinar se os objetivos originais ainda so vlidos.

Determinar se h condio totais ou parciais para passar Fase seguinte.

Tomar as aes corretivas para reconduzir o projeto ao seu rumo original. 62

Revises de Passagem de Fase de Projeto -REFAPs (2)

Conceptual Design Review Preliminar Design Review Critical Design Review

Entre as REFAPs h trs que se destacam:

Elas so marcos do: congelamento da configurao do produto; da definio do produto; e da liberao fabricao, respectivamente. H muitas outras Revises intermedirias que acontecem segundo s necessidades de cada produto. Tambm, so repetidas para diversas partes diferentes do avio.63

Introduction

Aircraft Design Phases H algumas divises clssicas para as Fases de projeto. Por exemplo, a EMBRAER trabalha com 5 etapas (Embraer 170/190).No aparece nas fases apresentadas pela Embraer, porm ela existe com outra denominao.v

+10 anos Suporte Tcnico

Feasibility study

(Initial Definition)

Conceptual design

Preliminary design(Joint Definition)

Projeto Detalhado

Production

Phase Out

0

1

2

3

4

5

As Fases 1 e 2, so conhecidas como Projeto Conceitual e Preliminar, respectivamente, dentro delas que os problemas crticos de engenharia so resolvidos.64

Introduction

Other Approach comum encontrar, em publicaes e nas divises de outras empresas aeronuticas, as Fases 1 e 2 reunidas como Preliminar, somente. Ou acrescentar uma de Qualificao/Certificao, ficando assim:Feasibility Study Preliminary design Projeto Detalhado Prottipos/ Qualificao/ Production CertificaoPhase Out

0

1

2

3

4

5

Uma melhor forma de se definir as fases de um Projeto so como segueFeasibility StudyConceptual design Projeto de DefinioProjeto Detalhado (Prottipos Certificao)

Production

Phase Out

0

1

2

3

4

565

Introduction

Airbus ApproachYears Research 5 3 2 5 30 - 40 20

Basic

Concept related

Project related Delivery first A/C in series Delivery last A/C in series Retirement

Development

Go Ahead Feasibility phase

DefiDevelopment Concept nition phase phase phase

Product improvement Basic version Modifications Product improvement (Stretch, MTOW)

Production

Series Production

Spares Production

Product support

Product Support

66

Introduction

Main ActivitiesPhase

0 1 2 3 4 5

Avaliao do Mercado/Negcios, Caracterizao Estratgica do Produto/HLR e Estudo de Viabilidade do Projeto. Focus: Commercial/Financing Definio da Configurao e Integrao Geral do Avio. Definio dos Custos Finais. Focus: Integrao do Produto/Configurao Final Definio Completa do Sistema, Soluo dos Problemas Crticos e Integrao dos Subsistemas- Maior envolvimento da Enga; Parceiros; e Fornecedores. Focus: Complete definition of airplane Elaborao dos Desenhos, Fabricao dos Prottipos/CertificaoFase mais Dispendiosa na Construo de Prottipos e Ensaios. Focus: Certificao do Produto Produo, Qualidade do Produto e Cronograma de Entrega. Preparao para Entrada em Servio Focus: Prazos/Qualidade Encerramento. Focus: Customer support/Recycling

Feasibility Study

Feasibility Study

69


Feasibility Study

Scope Customer needs Business opportunities Market Analysis

Trends and market dynamics Market Share Competitor aircraft database Competitive advantages Customer database Competitors menace

70

Feasibility Study

Phase 0 Characteristics Althoug this phase is the first one, it is vital for the sucessful outcome of the aircraft program dela que emanam a maioria das diretrizes: as estratgicas; as financeiras; e as de caracterizao do produto. Esta Fase deve indicar se o projeto vivel, bem como avaliar todos seus riscos, para determinar o seu prosseguimento ou no.71

Feasibility Study

Business PlanSumrio Executivo A Indstria e seus Produtos Pesquisa e Anlise de Mercado Parmetros Econmicos do Negcio Marketing strategy Plano de Desenvolvimento do Produto Production scheme (requerido pelo rgo homologador) Plano de Gesto de Projeto Master Phase Plan Risk assessment Plano Financeiro Capitalizao de Recursos

Feasibility Study

Product Development ProcessMarketing Requirements & Objectives It all begins with a potential need in the market Identified through client comments, competitive and market analysis, market surveys

Important document : Marketing Requirements & ObjectivesIt covers different aspects, i.e. technical, operating cost, comfort, etc. The MR&O does not necessarily need to be comprehensive initially Written through use of surveys, focus groups

Getting the MR&O wrong may produce a devastating financial result for the companyEmbraer CBA-123 Dassault Mercure SAAB 2000

The requirements directly influences the function and form of the vehicleSee what happens when you do not get the requirements right!


Feasibility Study

Example of Wrong Specification Dassault Mercure

Instead of designing the aircraft for a maximum range, Dassault chose to design the Mercure for the average range demanded by airlines. This range was only a fourth of a typical maximum range, resulting in a design that was not flexible in range and consequently it was an economic failure. Boeing 737-100Range with max. fuel (nm) MTOW (kg) Max. pax (FAA exit Limit)Source:

Dassault Mercure918 56,600 150

1,440 nm 43,999-49,896 124 (typical all-economy, 96)

http://www.boeing.com/commercial/airports/acaps/737.pdf

Feasibility Study

Program Failure: Beechcraft StarshipThe Beechcraft Starship is a turboprop-powered six- to eight-passenger seat business aircraft. The design was originated by Beechcraft in January 1980 as Preliminary Design 330 (PD 330). Burt Rutan was subsequently retained to refine PD330 and one of the significant changes he instituted was the addition of variable geometry to the canard (he holds a patent for this). Rutan's California-based design and fabrication company Scaled Composites was then contracted to build scale-model prototypes to aid in development. The Starship featured a carbon-composite construction, unique design and rearward-facing turboprop engines, which leased him a futuristic look. But it was slow, difficult to fly and a bear to maintain. A 85% scaled model performed its maiden flight in 1983 and later three full-scale prototypes were built. Beechcraft was able to sold only sold a few of the 53 it built. The company established a buy back program for the exemplars that were sold but some owners decided to keep the airplanes.75

Feasibility Study

Some Unsuccessful Aircraft Configurations: Budd Conestoga

When the U.S. entered World War II in December 1941, there were concerns whether American industry could produce the huge quantity of materials needed to fight the war. One of the main concerns was whether the vast amounts of aluminum needed for aircraft would be available. The Edward G. Budd Manufacturing Company of Philadelphia, Pennsylvania, the manufacturer of munitions and railroad rolling stock, approached the U.S. Navy (USN) with a proposal to build a twin-engined cargo aircraft comparable to the Douglas R4D, q.v., but made of stainless steel. The USN accepted the proposal and placed an order for 200 RB-1's in August 1942; the U.S. Army Air Forces (USAAF) also became interested and placed an order for 600 aircraft, designated C-93A-BU, The RB-1 was a twin-engined high-wing monoplane with tricycle landing gear and 24-volt electrical system powered by 1,200 hp (894.8 kW) Pratt & Whitney R-1830-92 14-cylinder, twin-row, air-cooled, radial engines driving three-bladed HamiltonStandard Hydromatic constant-speed, full-feathering propellers. The rear of the outer portion of the wing, i.e., from the engine nacelle to the wingtip, and the elevators and rudder were fabric covered. The fuselage featured a bulbous nose enclosing an elevated flight deck. The elevated flight deck permitted the cargo area to be unobstructed for its entire length. The first flight of the RB-1 occurred on 31 October 1943 and this aircraft was delivered to the USN in March 1944. It crashed during testing and the test pilot swore that the plane's stainless steel construction saved his life. The flying characteristics of the RB-1 were poor and problems with the use of stainless steel developed delaying production and causing the price to rise. These difficulties plus the adequate supply of aluminum and the availability of the C-47/R4D resulted in the USAAF canceling 76 their order for this aircraft and the USN reducing their order from 200 to a total of 26.

Case Study: Ultra Long-range Business JetBombardier Global Express XRS

Average completion costs US$ 10 million and custom ones even more. It takes eight to 10 months to complete an aircraft and custom completions can take longer. Most operators fly the aircraft 250-450 hours per year. Most operator also say that they typically fly two or three people in transoceanic trips . Bombardier projected a 51,200 lb BOW for the type. Operators say that it is a low-estimate for the airplane. According to them typical BOW lies in the range 52,000-54,000 lb because of optional cabin entertainment system. The XRS is certified to flight to 51,000 ft, but most operators seldom climb above the mid forties.Source: Business & Commercial Aviation, March 2010

Feasibility Study

Case Study: Chance-Vought Corsair

Originally designed as a carrier-capable fighter, it saw combat in Guadalcanal in 1943 as land-based fighter instead. It was fitted with a single 2000-hp powerful engine. This required large propellers in order to obtain higher efficiency from this large amount of power. The 18-cylinder Pratt & Whitney R-2800 Double Wasp radial was the largest engine available at the time. An inverted gull wing, a similar layout to the one used by Germany's Junkers Ju 87 dive bomber, provided to the F4U Corsair fighter a considerably shortened length of the main gear legs. Its long nose was the origin for poor visibility from the cockpit. This caused accidents at carrier operations. The large fuselage panels were made of magnesium and were attached to the frames with the newly-developed technique of spot welding, thus mostly eliminating the use of rivets. The combination of an aft cockpit and the Corsair's long nose made landings hazardous for newly-trained pilots. During landing approaches it was found that oil from the hydraulic cowl flaps could spatter onto the windscreen, badly reducing visibility, and the undercarriage oleo struts had bad rebound characteristics on landing, allowing the aircraft to bounce out of control down the carrier deck. The longest production run of any piston-engined fighter in U.S. history (19421952).78

Feasibility Study

Case Study: Mitsubishi A6M Zero

Airframe was divided for manufacturing into two integral blocks (lower weight longer range and higher maneuverability). Although the airframe was of complex manufacture, over 10,000 Zeros left their respective assembly lines. The Zero was the first carrier-based fighter to outperform the land-based ones. Lack of adequate armor resulted in loss of experienced pilots. Most of the aircraft was built of T-7178 aluminum, a top-secret aluminum alloy developed by the Japanese just for this aircraft. Initially equipped with a 780-hp engine, in later versions power was increased to 1,130 hp. Outperformed by the Grumman Hellcat fighter, Wildcats successor. As Allied fighter design continually improved, the A6M would basically stay as the design first conceived in 1937.

Feasibility Study

Case Study: North American P-51 Mustang

Designed to fulfill a British specification for the Spitfire replacement Prototype flew just 119 days after program start Laminar airfoils were selected to compose the wing geometry After the Allison engine was replaced by the Rolls-Royce Merlin the P-51 fighter became the outstanding fighter that everyone knows Laminar flow can not be attained in practice due to manufacturing imperfections of the aircraft surface and to accumulated dust and bugs on some parts of the airframe exposed to airflow It is believed that the P-51 Mustang fighter shot down half of German aircraft in World War II80

Viability Study

Establishing Requirements

Stating the problem properly is one of the systems engineers most important tasks, because an elegant solution to the wrong problem is less than worthless. Problem stating is so important as problem solving. The problem must be stated in a clear, unambiguous manner.81

Viability Study

Establishing RequirementsThe problem statement describes the customers needs, states the goals of the project, delineates the scope of the system, reports the concept of operations, describes the stakeholders, lists the deliverables and presents the key decisions that must be made.

82

Feasibility Study

Establishing Requirements Prevent the Germans from invading France through the Rhineland. According to this problem statement the, Maginot line was a success. But with this problem statement Prevent the Germans from conquering France, The Maginot line was a failure.83

Feasibility Study

HLR- Customer Needs Negcios: qual mercado servir e como servir este mercado? Lean - Servir valores acima dos concorrentes.Business plan Configuration

What customers need?

What we can deliver?

How is the way to achieve the goals?84

Feasibility Study

Market Analysis Business Opportunities EMB 312 Tucano

The single-engined Embraer EMB 312 Tucano replaced expensive jets being employed in the advanced trainer role. It was developed to address a Brazilian Air Force procurement for the replacement of the Cessna AT-37 side-by-side trainer. After the Cold War was over declining budgets for armed forces around the world forced many countries to decommission costly jets used as trainers.


Feasibility Study

Market Analysis Business OpportunitiesSikorsky Skycrane, Special Purpose Helicopter


Feasibility Study

Market Analysis Business Opportunities Fokker 100 Reloaded

Entrepreneurs behind the long-running effort to develop a Fokker 100 successor intend to modify an existing airframe this year, after securing financing from the Dutch economics ministry. The organization driving the program, NG Aircraft, is a successor to the Rekkof company which has pressed for years to restart Fokker production. NG Aircraft says that the economics ministry is to provide a 20 million ($27 million) loan although this still needs European Union clearance. This funding would come through the Dutch SenterNovem agency, which became part of the ministry's innovations support arm Agentschap NL this year. SenterNovem has a civil aviation department which funds pre-competitive work, such as design, simulation and tooling, for the creation of non-commercial prototype aircraft. Grants of up to 10 million are available for aircraft transporting fewer than 100 passengers, or 20 million for other cases. Under an initial phase NG Aircraft will begin adapting a Fokker 100 with new systems and engines. The twin-jet will serve as a demonstrator for the proposed Fokker 100 NG, the first example of which the company wants to assemble by 2015.Prof. Bento Silva de Mattos Source: Flight Global, March 2010

Viability Study

Establishment of aircraft mission profile

Supersonic SSBJ

Feasibility Study

Market Analysis Comparing CompetitorsModels Gulfstream V Gulfstream V-SP Gulfstream IV-SP Challenger 604 Challenger SE Continental Global Express Global 5000 Learjet 31A Learjet 45 Learjet 60 Citation X Citation CJ1 Citation CJ2 Falcon 2000 Falcon 2000EX MTOW (kg) 41051 41277 33838 20500 24040 17010 43207 40032 7711 9412 10659 16375 4808 5670 16238 18461 Equipped Empty Weight (lb) 48000 48300 42500 26630 33900 22350 50300 N/A 11140 13550 14640 19376 6460 7359 20735 22330 Range (nm) 6500 6750 4220 3769 3120 3100 6010 4800 1455 2120 2510 3390 1474 1738 3000 3800 Mach (max) 0,885 0,885 0,88 0,85 0,8 0,82 0,88 0,88 0,81 0,81 0,81 0,92 0,7 0,72 0,87 0,87 Pax 13-19 13-19 12-19 9-19 14-19 8-16 8-19 8-19 6-7 up to 9 up to 10 8-12 5-7 6-7 8-19 8-10 Cruise Crew Altitude (ft) 4 4 3 3 3 2 2-4 2-3 2 2 2 2 2 2 2 2 51000 (max) 51000 (max) 45000 (max) 41000 (max) 41000 (max) 45000 (max) 51000 (max) 51000 (max) 51000 (max) 51000 (max) 51000 (max) 51000 (max) 41000 (max) 45000 (max) 47000 (max) 47000 (max) Valor de Mercado US$ 1.000,00 USS 41.550,00 USS 41.550,00 USS 32.750,00 US$ 21.800,00 USS 24.900,00 USS 14.700,00 USS 38.000,00 USS 32.950,00 USS 6.525,00 USS 9.420,00 USS 11.970,00 USS 18.600,00 USS 3.800,00 USS 4.300,00 USS 23.500,00 USS 32.000,00

Feasibility Study

Market Analysis Comparing Competitors

Source: Flight Global

Feasibility Study

Market Analysis Comparing Competitors

Source: Embraer

Feasibility Study

Market AnalysisMarket Forecast for 30-60 seaters in the next 10 years

USA, CANADA AND CARIBBEAN 71% (923 jets)

EUROPE 9% (117 jets) CHINA 8% (104 jets)

AFRICA AND MIDDLE EAST 5% (65 jets) LATIN AMERICA 4% (52 jets)

ASIA PACIFIC 3% (39 jets)

92

Regional Aircraft: High Worldwide Demandl Regional traffic is forecast to triple in 20 years. l The potential demand for the next 20 years foresees 7800 new aircraft for a

Feasibility Study

corresponding value of 200 billion dollars ($ 10 billion per year).China Russia&CIS

Delivery Forecast by geographical areaNext 20 years

Asia&Pacific M.East&Africa Europe L. America N. America0 500 1000 1500 2000 2500 3000

26 %

Regional market is changing: airlines are becoming less dependent from Majors (more efficient aircraft required, economically driven choice) low cost airlines are entering regional market (37% of 2005 regional sales) More than 40% of new connections opened in the last 5 years are operated only by regional aircraft.Prof. Bento Silva de Mattos

Number of Aircraft


Feasibility Study

Regional Aircraft: Important Role in ATSDepartures FleetWide Body 14% 41% 45%Wide Body 8% Regionalcorrelated with community noise

Regional

46%Narrow Body

8800 Units

46%

Flown HoursNarrow BodyWide Body 23%

correlated with gaseous emissions

Total World - Year 2005Narrow Body

29%

Regional

48%

u European

regional fleet represents 20% of current worldwide regional fleet u Fully 60% of airports with scheduled service are served only by regional aircraft.Sources: Alenia data processed from Lundkvist, Avsoft and Back-OAG databases


Feasibility Study

Market AnalysisQuem compra Ex. 150-200 lugares

Maiores possibilidades de compras: Low Cost Airlines

95


Feasibility Study

Market AnalysisCRJ 953 A/C ERJ 900 A/C Do328 jet 44 A/C

30 60 seater airliner

YAK-40 222 A/C

Hawker 16 A/C

Frota Atual350 300 Deliveries [A/C] 250 200 150 100 50 0 1993 1998 2003 2008 2013 2018 2023

Feasibility Study: RisksAnlise TpicaProbabilidade

Feasibility Study

Impacto Riscos Problemas de Certificao Atrasos no Lanamento Falta de Financiamento Custo mais alto do que o Planejado Tamanho da Empresa Problemas Externos- Estabilidade Poltica/Financeira do Pas Resultados Riscos Identificados Plano de Ao para cada Risco Riscos Classificados97

O Board da Empresa tem que conhecer seus pontos vulnerveis e se preparar para super-los

Feasibility Study

Terms concerning Financial AnalysisVPL-Valor Presente Liquido: o valor onde recuperado o investimento considerando as taxas de juros do mercado financeiro. Pay Back Time: o tempo para recuperar o seu investimento sem juros de capital. Break Even Point: a quantidade de vendas de aeronaves necessria recuperao do investimento. TIR: a taxa de desconto que iguala o valor presente das receitas com o valor do investimento inicial do projeto.98


Feasibility Study

Investment Analysis Demand prediction: 10 years starting in 2013. Internal Rate of Return: 18%.

Market Analysis

Selling Price (US$ million)

(Range x Cruise Speed x Cabin Diameter)/ 106

Conceptual Phase (Estudo de Conceitos)

Conceptual Phase

Scope Detailed budget Master Phase Plan Work Breakdown Structure (WBS) Quality Rules, standards, and norms

Conceptual Phase

Scope (cont.)

Aircraft Configuration

Requirements shall be checked and improved Aircraft sizing Wind-tunnel testing (wing planform and section geometry) Structual layout System layout and preliminary system integration Technical drawings Performance calculation (aerodynamic database). Engine selection (supplier) Preliminary safety assessment.103

Feasibility Study

Phase 1 Major Deliverables

Conceptual design of the related aircraft Desenhos preliminares- 3D Reports TD-Technical Description: Aircraft systems EBD-Engineering Basic Data Performance Structural layout


Master Phase PlanAirplane Announcement Start of Authority Program Major Firm to Offer Launch Configuration Assembly 787-8 First Flight 787-8 Enters Service 787-3 Enters Service 787-9 Enters Service

2002

2003

2004

2005

2006

2007

2008

2009

2010

105

Misso do Avio - HLR Ao final da extensa e crtica Fase 0 chega-se a um dos mais importantes Deliverables: o doc com a Misso da Aeronave e os HLR (High Level Requirements). So oriundos da Inteligncia de Mercado e da rea de Planejamento Estratgico da Empresa, profundamente trabalhados com o Anteprojeto. Nessa altura as grandes decises estratgicas da caracterizao do produto foram tomadas e elas influenciaro de maneira marcante o que vem pela frente, por exemplo: Fly by wire Materiais Motorizao Nvel Tecnolgico Conceito Famlia

Modernidade/Desafios

106

Conceptual Phase

Most important objectives from a conceptual design perspective are :

Cabin/Baggage size: cross-section, length, volume & access Field performance: Balanced Field Length (BFL), Weight-Alt.-Temp. (WAT), approach speed (VREF) En route performance: Initial Cruise Altitude (ICA), cruise speed(s), buffet limits, range Keep BOW as low as possible to be competitive DOC goal must be achieved Others include block fuel, aft-body strike, derate schedule

Conceptual Phase

Conceptual Phase

Conceptual Phase

Objectives vs. Aircraft Parameters

Passenger Comfort + Field Performance + Range + Remained requirements

DOC

Best valued product for the market

110

Conceptual Phase

Conceptual Phase

Morphology Selection Morphology of an aircraft is the combination of wings, fuselage, landing gear, empennage and power plant integrated to fulfill (as much as possible) the MR&O

A myriad of configurations are available Selection of the configuration layout depends upon numerous factors: -Mission role -Economics -Operational and functional requirements -Safety and reliability -Type of propulsion system -Commonality with other variants/derivatives

112

Conceptual Phase

Carrier-based AEW Platform Selection

113

Conceptual Phase

Fighter concepts developed by NASA for the F-15 mission requirements

LFAX-4a variable-sweep configuration LFAX-8 a fixed-sweep version of LFAX-4 LFAX-9wing-mounted twin-engine configuration LFAX-10similar in external shape to Soviet MiG-25 Foxbat

114

Conceptual Phase

Kelly Johnson Sketch for the P-38 Fighter


Commonality Much of focus in product family design is to improve commonality and standardization within the family What is commonality? Possession of common features or attributes in either the product or the manufacturing process for a set of products

A product platform is defined as the common elements, especially the underlying core technology, implemented across a range of products (McGrath, 1995) Main advantage of commonality within a product family: maintain economies of scale (and scope) in manufacturing and production processes116

Conceptual Phase

Advantages of Commonality Decrease lead times (and risk) in product development Reduce product line complexity Reduce set-up and retooling time Fewer components in inventory Fewer parts need to be tested and qualified Other advantages?117

Conceptual Phase

Disadvantages of CommonalityPerformance

Lack of distinctiveness Hinder innovation and creativity Compromise product performance

Individually Optimized Designs

Best Designs

Poor Designs

Designs Based on Common Platform

Degree of Commonality

Despite disadvantages of commonality, it does provide a useful metric for assessing families of products. 118

Conceptual Phase

The 787 Family of Aircraft

787-8210-250 passengers (three-class) 7,650 8,200 nm

787-3290-330 passengers (two-class) 2,500 3,050 nm

787-9250-290 passengers (three-class) 8,000 8,500 nmProf. Bento Silva de Mattos

119

Conceptual Phase

Embraer Aircraft FamilyEMBRAER 170

EMBRAER 175

95% Commonality

85% CommonalityEMBRAER 190

95% CommonalityEMBRAER 195


Common pilot type rating 100% commonality in the cockpit High level of commonality in system components 120 100% flying commonality due to fly-by-wire system

Conceptual Phase

Performance of the E-Jets


Conceptual Phase

Boeing 777 Passenger Doors

Each passenger door (8 total) has different sets of parts with subtly different shapes and sizes for its position on the fuselage Challenge: make the hinge common for all of the doors Result: not only a common hinge but also a common door mechanism777 Passenger Door(Sabbagh, 1996)

98% of all door mechanisms are common

Conceptual Phase

Wing-Mounted or Fuselage-Mounted Engines?


Conceptual Phase

Wing-Mounted or Fuselage-Mounted Engines?Wing Mounted

More critical for flutter problems Prone to water spray ingestion Larger landing gear Enable eventually additional rear doors Engines alleviate bending moment Disturb the airflow over the wing Can easily be struck and damaged in a misjudged crosswind landing The length of fuel lines minimized May limit the flap span Less available fuel volume for wing mounted engines because dry bays in the wing fuel tanks to cater for disc bursts are required


Conceptual Phase

Wing-Mounted or Fuselage-Mounted Engines?Rear Mounted May suffer from boundary layer ingestion Bleed air supply more complicated Difficult to inspect by the crew and maintenance team Thrust line above the cg Critical for stretched versions Larger tailplane Lower cabin noise level Rear mounted engines often require soft (rubber/fluid) engine mounts to absorb vibration and blade off loads. For wing mounted engines the flexible wings act as effective dampers thus allowing engines to use cheaper hard mount arrangements Heavier aft fuselage structure Ice shed from the wing and aircraft nose can be ingested by the engine There is the possibility of high drag from the convergent/divergent channel formed between the nacelle and the fuselage wall on rear mounted engine installations Aft fuselage mounted engines reduce the rolling moment of inertia. This can be a disadvantage if there is significant rolling moment created by asymmetric stalling. The result can be an excessive roll rate at the stall125Prof. Bento Silva de Mattos

Conceptual Phase

Case Study: Lockheed Galaxy


Conceptual Phase


1

2

3 4

Four concepts proposed by Lockheed



Conceptual Phase

Case Study: Lockheed GalaxyCompeting C-5 configurations during tests in the Langley 8-Foot Transonic Pressure Tunnel.

Boeing concept

Douglas concept

Lockheed concept


Conceptual Phase

Boeing concept

The C-5 design submitted by Boeing was found to have superior aerodynamic cruise performance in the transonic wind-tunnel tests performed at Langley. Boeings experience with the C-5 competition coupled with Boeing managements vision of the marketability of jumbo civil transports (and interest from Pan American Airlines) led to the development of the Boeing 747, which enabled Boeing to dominate the world market with a new product line. Although the Lockheed concept 747 was a completely new aircraft design (low wing, passenger-carrying civil aircraft), the Douglas concept general configuration influence of the earlier C-5 candidate is in evidence.Prof. Bento Silva de Mattos

Conceptual Phase

Some Successful Unusual Aircraft ConfigurationsLockheed P-38 Lightning

Lockheed Constellation

Kamov Ka-26130Prof. Bento Silva de Mattos


Conceptual Phase

Some Successful Unusual Aircraft ConfigurationsSavoia-Marchetti Jah

Boeing 727

Convair B-36131


Conceptual Phase

Some Successful Unusual Aircraft Configurations

SAAB Viggen

North American P-82 Twin Mustang

132

Conceptual Phase

Initial ConfigurationNeed to evaluate the first shot(initial configuration; Does satisfies MR&O?

Dimensions Comfort Amenities

Should be met, since it was designed for

Economics Performance

Do not know, need to compute aircraft technical characteristics (weights, aero, etc.)

133

Conceptual Phase

Initial Configuration Need to evaluate the technical characteristics (how they are evaluated or predicted) weights aerodynamics performance propulsion economics Initially done within Advanced Design with empirical and/or statistical and/or analytical methods Implication of specialists in some areas

134

Conceptual Phase

Pressure Distribution on Fuselages

Comparisons of crown line pressure distributions for a low wing transport configuration at M = 0.84 and = 2.8o , Boeing 747. Source: AIAA Paper No 72-188

Mach number distribution on fuselage nose, McDonnell-Douglas DC-10, Mach = 0.85. 135

Conceptual Phase

Forward Fuselage of Some Airliners

EMB-110 Bandeirante McDonnell Douglas DC-10

Boeing 777 Embraer E-170

Conceptual Phase

Forward Fuselage of Some Airliners

Airbus A-320

Boeing 737

Boeing 767

Embraer ERJ-145

Conceptual Phase

Cabin DesignMost aircrafts are designed from the inside out Geometric definitions dictated by cabin and cockpit comfort and ergonomics as defined in the MR&O Cabin Layout Definition Cross-section (seats abreast, personal comfort, ergonomics) Windows Doors and stairs Lavatories, galleys, wardrobes Emergency egress and emergency equipment Environmental climate control, air conditioning

138

Configurao Bsica Aeronave

Conceptual Phase

Definio da Cross Section

ERJ 145

CRJ 200

DHC 8

Dornier 328

Benchmark ATR 42 / 72 Saab 340 / 2000 EMBRAER 170/190139

Conceptual Phase

Cabin Design

140

Conceptual Phase

Cabin Design

141

Conceptual Phase

Cabin DesignVolume above cabin floor Housing the passengers and seats (sometimes systems, e.g. avionics racks, PATS orBranson tanks) Aisle(s) Overhead bins, galleys, and, lavatories and wardrobes (or freight)

Volume below the floor Cargo and freight Landing gear Center wingbox(or above) Fuel tank(s) Various systems

Key considerations when choosing the geometry Functionality (living volume) : maximize Weight (stress and loads) : minimize Drag (performance) : minimize Manufacturing (cost) : minimize142


Conceptual Phase Technology Assessment

American Airliners Operating in the 30s

143



Early Jet Airliners

Aircraft Boeing 707 Douglas DC-8 Convair 990 Coronado Vickers VC-10

First Flight July 1958 May 1958 January 1961 June 1962

Service Entry October 1958 September 1959 January 1962 April 1964144



Early Jet Age

Boeing 707 / Douglas DC-8 / Boeing 747 / Sud-Aviation Caravelle

Late Jet Age

Bombardier CRJ-200/ Bombardier CRJ-700/Embraer ERJ-145 / Embraer E-Jets145



Regional jets

No Props

Aircraft Embraer ERJ-145 Bombardier CRJ-100 Fokker 70 Avro RJ 70

First Flight August 1995 May 1991 July 1994 July 1992

Service Entry December 1996 November 1992 October 1994 September 1993

Capacity (Pax) 50 44 - 50 70 - 85 70 - 82 146



Some Airliners Operating in 2008Airbus A320

Early 80s technology

Boeing 767

Late 70s technology

Boeing 737-200

Late 60s technology



Technology AssessmentConcorde was an ogival (also "ogee") delta-winged aircraft with four Olympus engines based on those originally developed for the Avro Vulcan strategic bomber. The engines were jointly built by Rolls-Royce and SNECMA. Concorde was the first civil airliner to have an (in this case analogue) fly-by-wire flight control system. It also employed a distinctive droop snoot lowering nose section for visibility on approach. The principal designer who worked on the project was Pierre Satre, with Sir Archibald Russell as his deputy. Concorde had an average cruise speed of Mach 2.02 (about 2,140 km/h or 1,330 mph) with a maximum cruise altitude of 18,300 meters (60,000 feet), more than twice the speed of conventional aircraft. The average landing speed was 298 km/h (185 mph, 160 knots).The flight deck Concorde pioneered the following technologies: For high speed and optimization of flight: Double-delta (ogee/ogival) shaped wings Variable inlet ramps controlled by digital computers Supercruise capability Thrust-by-wire engines, predecessor of todays FADEC-controlled engines Droop-nose section for improved visibility in landing For weight-saving and enhanced performance: Mach 2.04 (~2,200 kilometers per hour (1,400 mph) cruising speed for optimum fuel consumption (supersonic drag minimum, although turbojet engines are more efficient at high speed)) Mainly aluminum construction for low weight and conventional manufacture (higher speeds would have ruled out aluminum) Full-regime autopilot and autothrottle allowing "hands off" control of the aircraft from climb out to landing Fully electrically controlled analogue fly-by-wire flight controls systems Multifunction flight control surfaces High-pressure hydraulic system of 28 MPa (4,000 psi) for lighter hydraulic systems components Data Highways for the transmission of aerodynamic measurements (total pressure, static pressure, angle of attack, side-slip) from the Air Intake Sensor Units at the front of the aircraft to the Air Intake Control Units mounted near the rear of the aircraft. Fully electrically controlled analogue brake-by-wire system Pitch trim by shifting fuel around the fuselage for centre-of-gravity control Parts made using "sculpture milling" from single alloy billet reducing the part-number count, while saving weight and adding strength Lack of Auxiliary power unit relying on the fact that Concorde will be used for services to big airports, where a ground air start cart would be available


Airbus Technology 1/21974 A300Q Q Q Q Q Q Q


1977

A300

Twin-engine, twin-aisle configuration Triplex power and control systems Advanced supercritical aerofoil Full flight regime auto-throttle Automatic wind-shear protection Just in Time manufacturing Cat. IIIA autoland Digital auto-flight system Two-person cockpit

1982 A300FF

Q Q

1983

A310

Q Increased wing aspect ratio and thickness Q Advanced CRT cockpit displays with unique

electronic centralised aircraft monitor Q Composite materials (secondary structure) Q Electrical signaling of secondary controlsQ

1985 A300-600

Half-generation advance turbofan powerplant (CF6-80C2)


Airbus Technology 2/21985 A310-300Q Q Q Q Q Q Q Q


Advanced aluminium alloys Composite materials in primary structure Trim tank/centre-of-gravity control Carbon brakes, radial tyres

1988

A320

Sidestick controller Fly-by-wire Second generation digital auto flight system Extensive use of composites and advanced aluminium alloys Q Active controls Q Extension of A310/A300 and A320 advanced technology Q All new advanced technology wing Q CCQ & MFF Q Carbon Fiber Reinforced plastic (CFRP) for primary structures Q GLARE on upper fuselage panels Q Laser welded lower fuselage Q New Ethernet architecture for flight controls Q Decentralized & high pressure hydraulics system

1993

A330 A340

1999

A380

R&T delivery to A380 Some examples of successful researchCarbon Composite Section 19 Horizontal tail plane designed for relaxed stability Flap vortex generators Automated wing assembly High Re (Reynolds Number) Wing Design Upper fuselage skin in GLARE


Extensive use of Knowledge Based Engineering New front Fuselage concept Full double deck fuselage

Electro-hydraulic actuators Variable frequency power generation Bonded metallic outwing box Dual air conditioning pack concept Centre wing box in CFRP On board maintenance system New four post main landing gear (4-6-6-4 wheels configuration) Skin to Stringer Welding (first on A318) Integrated and modular avionics architecture (IMA)

2 hydraulic (5000 psi) + 2 electrical channel architecture for flight controls and landing gear

Technologies have to be developed generally and then 151 applied on products



Composite Solutions Applied Throughout the 787

Other Fiberglass 5% 10% Carbon laminate Carbon sandwich Fiberglass Aluminum Aluminum/steel/titanium pylons Aluminum 20% 152 Titanium 15% Composites 50%


Boeing 787: Quiet for CommunitiesSan Diego Intl Airport85 dBA NADP 2 (ICAO-B)

RWY 27

Takeoff noise contours - 3000 nm mission

767-300 777-200

7878


Boeing 787: Quiet for CommunitiesSan Diego Intl Airport85 dBA NADP 2 (ICAO-B)

RWY 09

Takeoff noise contours - 3000 nm mission

7878

777-200

767-300



Airframe TechnologyWhat is being done?

Avionics (inside Pressure cabin) - Flight Data Recorder Avionics (inside Pressure cabin) - Alt & Airspeed - Navigational - Multifunctional Disply (MFD) - Primary Flight Display (PFD)

Hydraulic Pumps Electrical generators System runs -ECS -Electrical -Hydraulics

APU

Air cycle machines Fuel pumps Ox bottles Ram Air Turbine (aux elec) Air pre-coolers Hydraulic reservoirs Hydraulic accumulators Fuel heat exchanger Fuel pumps Electrically driven Hydraulic pump Electrical J Box Batteries

Antenna

Electrical/ Hydraulics (Nose steering)

Supersonic Business Jet

More Ideas...Ground-based power sources for take-off and landing


The objective here is to reduce the installed power and systems on the aircraft as a means to reduce weight and fuel consumption. For take-off, electrical, steam or magnetic devices using oil based, nuclear or solar energy sources could be used. Aircraft ramps, MAGLEV or catapults could be used, using supplementary rocket power. For landing aircraft weight could be reduced by eliminating the undercarriage with landings on water or on small cars using electro-magnetic fields to position the aircraft, para-foil landings etc.


The Cruiser/Feeder concept including mid-air refuelingThe concept envisages very large - possibly nuclear-powered - aircraft flying on stable circuitous routes that connect major centers of population. These large cruisers remain airborne for very long periods so that they could be considered to be permanently cycling around their designated route. They would fly at an economical altitude and speed which would not vary substantially. Linking these cruisers to fixed bases near the population centers would be short range shuttle aircraft designed only to travel from the ground to the an interception with the cruiser and back again. The feeder airliners would be able to land on or dock with the cruiser for the transfer of passengers and freight, possibly via a kind of pallet system. New methods of air refueling would need to be safer and easer to handle than the current system and automation would be required. The design of the feeder aircraft would also need attention possibly an advanced super quiet VSTOL aircraft with pre-loaded passenger containers.

More Ideas...



Conceptual Phase

Need to Develop capabilities for multiple challenges

Past : Pastone singlesingle : one concept to best meet all requirements concept to best meet all requirements The idea is to identify the concepts to explore the more relevant capabilities and meet the widest range of challenges

Today : concepts tailored to fit specific sets of requirements 1 - The Low Cost A/C 2 - The Green A/C 3 - The Passenger Friendly 4 - The Value of Speed 5 - The Flying Truck

Conceptual Phase

Preliminary Weight Estimation Aircraft weight, and its accurate prediction, is critical as it affects all aspects of performance. Designer must keep weight to a minimum as far as practically possible. Preliminary estimates possible for take-off weight, empty weight and fuel weight using basic requirement, specification (assumed mission profile) and initial configuration selection.


Conceptual Phase

Preliminary Weight Estimation Most aircraft of reasonably conventional design can be assumed to fit into one of the 12 categories. New correlations may be made for new categories (e.g. UAVs). Account may also be made for effects of modern technology (e.g. new materials) method presented in Roskam Vol.1, p.18. Raymer method uses Table 3.1 & Fig 3.1 (p.13).Prof. Bento Silva de Mattos

Conceptual Phase

CG LocationThe precise location of the aircraft cg is essential in the positioning of the landing gear, as well as for other applications, e.g., flight mechanics, stability and control, and performance. Primarily, the aircraft cg location is needed to position the landing gear such that ground stability, maneuverability, and clearance requirements are met.


Conceptual Phase

Roskam Weight Estimation Method

Category 7Prof. Bento Silva de Mattos

Category 8


Weight Estimation EngineEngine weight 1000 lb

Conceptual Phase

Net sea level static thrust 1000 lb

Dry engine weight. Source: NASA CR 2320


Weight Breakdown

Conceptual Phase


Conceptual Phase

Preliminary Weight Estimation Process Flow Diagram

Conceptual Phase

Drag EstimationDrag Empirical semi-empirical CFD wind tunnel


Conceptual Phase

Lift-to-Drag Ratio Estimation

( L / D ) max

1 ep AR = 2 CD 0

Source: Loftin, LK, Jr.. Quest for performance, The evolution of modern aircraft. NASA SP-468

167


Conceptual Phase

Effective Lift-Curve SlopeHelmbolt equation:

C La

AR = C la 2 2 (C la / p ) + ( C la / p ) + AR

Comparison of a NACA 65-210 airfoil lift curve with that of a wing using the same airfoil (McCormick).

168


Conceptual Phase

Low-speed Aerodynamics

169

Conceptual Phase

Low-speed Aerodynamics Evaluation

Source: Bombardier Aerospace Prof. Bento Silva de Mattos

Conceptual Phase

Estimation of CL,max Wing CL,max is always less than the section maximum value. An initial approximation of CL,max for a swept wing is:(C L ,max ) 3 D = 0 .9 (C L ,max ) 2 D cos L


Conceptual Phase

Effect of High-Lift Devices

Effect of leading edge devices on lift curve (Jenkinson).


Conceptual Phase

Estimation of CL,max( D C L ,max ) 3 D = ( D C L ,max ) 2 D ( S flapped / S ref ) cos L HL

Definition of flapped wing area (Roskam).


Conceptual Phase

Refined Method for Computing CL,max

Spanwise lift distribution (Jenkinson).



Conceptual Phase

Performance Now that the characteristics of the aircraft are known performances can be computed Performances have direct impact on configuration and vice-versa Most important performance items: takeoff ICA (Initial Cruise Altitude) cruise landing operating costs

175

Conceptual Phase

Performance - TakeoffBFL (Balanced Field Length): BFL is the takeoff distance BFL is essentially a OEI (one engine inoperative) takeoff distance - AEO (all engine operative) takeoff distances will be much shorter Balanced refers to the fact that the distance is linked to a speed called the decision speed around which the whole takeoff procedure evolves OEI



Conceptual Phase

Performance - TakeoffBFL (Balanced Field Length): A good simple formula to approximate BFL is as follows

( S) BFL = (T W )s Ck W

Lto


Conceptual Phase

Performance - ClimbClimb (ICA, Initial Cruise Altitude) Important thrust sizing parameter Wing should be sized for achieving ~ best L/D at top of climb and Max. Climb Thrust sized at that point


Conceptual Phase

Performance - Range Important parameter as it sizes the takeoff weight of the aircraft This is the classical Breguet Range Equation:

Although not accurate for a whole mission, it gives a good understanding of the driving parameters


Conceptual Phase

Performance Evaluation

180

Conceptual Phase

Payload vs. RangeAn aircraft does not have a single number that represents its range. Even the maximum range is subject to interpretation, since the maximum range is generally not very useful as it is achieved with no payload. To represent the available trade-off between payload and range, a range-payload diagram may be constructed as shown in the figure below


Payload vs. Range Graphs

Conceptual Phase

Boeing 737-200

Source: http://www.boeing.com

Boeing 737-700


Conceptual Phase

Range Payload Profile

Cessna Citation CJ4Source: Business & Commercial Aviation, March 2010


Specific Range Graphs

Conceptual Phase

Dassault Falcon 7X Cessna Citation CJ4

Source: Business & Commercial Aviation, March 2010

Conceptual Phase

Turbofan thrust specific fuel consumption variations (High BPR)

Conceptual Phase

Turbofan thrust specific fuel consumption variations (High BPR)

Conceptual Phase

Turbofan Performance VariationTurbofan thrust specific fuel consumption variations (High BPR)

187

Conceptual Phase

Aircraft Systems - EngineEngine : most important (and expensive) system on aircraft The primary goal is to determine the minimum thrust and fuel burn to satisfy aircraft performance Other requirements include cost, noise/vibration, installation effects, weight, reliability and availability; involves analysis of 2-3 off-the-shelf power plants May involve studying paper engines assuming a trade-off between BPR, OPR, mass flow, temperatures, etc. May also involve the investigation of alternative technologies Sizing calculations conducted in order to determine the scale, i.e. dimensions and weight Critical conditions for the engine are takeoff, climb, cruise, OEI; one critical scenario is generally the determining case During conceptual design sizing and optimization analysis Engine performance usually calculated from mathematical model provided by the engine manufacturer (deck) A deck may not always be available, in such cases use similar engine but linearly scaled to desired engine size Alternatively, a first-order rubber engine model is utilized, i.e. fractional change from a reference engine table

188

Conceptual Phase

Aircraft Systems Fuel System (F-16C)


Conceptual Phase

Aircraft Systems Hydraulic System (F-16C)

Conceptual Phase

Structural Layout Trata-se da parte de maior longevidade do Projeto. Para instalar os sistemas temos que apia-los, fix-los em algum lugar, assim comum a estrutura ser o ponto de partida. Distribuio cavernas e reforadores. Segmentao logstica. para produo, parceiros e

Requisitos de certificao.

Arquitetura EstruturalWing

Conceptual Phase

Distribuio longarinas na Asa. Fixao Trem de Pouso. Janelas de Inspeo. Fixao Asa/Stub. Fixao Pilone. Sistema degelo. Combustvel. Instal. Superf. hipersustent. Fixao/Distribuio superfcies de controle.

Conceptual Phase

Access Doors

F-15 F-16

Structural Layout Ligao dos mdulos-grande impacto no peso da estrutura. Flanges Parafusos-etc.

Integrao Preliminar Reserva de Espaos e Solues

Logstica/Segmentao Industrial

Este tipo de questo, dependendo dos parceiros e da dimenso do avio, pode ter um forte impacto nesta fase do projeto da Estrutura.

s vezes tem-se unies adicionais em funo da logstica (containeres, carretas, estradas, redes eltricas, viadutos, etc).196

Conceptual Phase

Cost Structure

Non-recurring

Recurring

Infra-structure Engineering Prototypes Flight tests Certification

Manufacturing System integration Materials Processes Overhead & Management Taxes, fees

197


Conceptual Phase

Cost Diagram

Recurring Cost

Non-recurring Cost

198

Conceptual Phase

Cost EstimationAirplane

199

Conceptual Phase

Conceitos Gerais: Composio de CustosLearning CurveTotal man-hour required10 9 8 7 6 5 x104

Tn = T1 N R1 = 0.93 (until

log Ri log 2aircraft)

10th

R2 = 0.96 (after 10th aircraft) T598 = 56119mh (estimated) T10 = 71407mh (equation) T1 = 90874mh (equation)

0

100

200

300

400

500 600

Aircraft number

Maior quantidade avies => menor custo => mais lucros.200


Conceptual Phase

Manufacturing Cost Model

Representative recurring cost breakdown by parts for a large commercial jet (from Markish)

Conceptual Phase

Lifecycle Cost

202

Conceitos Gerais: Composio de Custos Operating Cost

203

Conceitos Gerais: Composio de Custos AROC

204

NECESSIDADES DO COMPRADOR DO PRODUTOCUSTO OPERACIONAL DA AERONAVE QUAL O NEGCIO DAS EMPRESAS AREAS COMERCIAIS ? PRODUZIR E VENDER ASSENTOS-MILHAS - ASM - ( OU ASSENTOS-QUILMETROS ) CADA ASM TEM UM DETERMINADO CUSTO PARA O OPERADOR, COMO SEGUE : TOC = DOC + IOCTOC = CUSTO OPERACIONAL TOTAL DOC = CUSTO OPERACIONAL DIRETO IOC = CUSTO OPERACIONAL INDIRETO 205

Direct Operating Cost- DOC

SO INCLUDOS NO DOC : DEPRECIAO CONTBIL DO PRODUTO, SEGUROS E CUSTOS DE FINANCIAMENTO, OU, A TAXA DE ARRENDAMENTO, SE FOR O CASO. SALRIOS E ENCARGOS DE PILOTOS E ATENDENTES DE BORDO MANUTENO ( MOTORES, ESTRUTURA E SISTEMAS ) COMBUSTVEL TAXAS AEROPORTURIAS E OUTROS CUSTOSCOMPOSIO TPICA DO DOC PARA UM JATO DE 50 ASSENTOS ETAPA DE 400 nm

206

Conceptual Phase

Tests with Scaled Models

C-5 ditching model with simulated structural skin on bottom of model.


Conceptual Phase


Active load alleviation test of the C-5 in the Langley 16-Foot Transonic Dynamics Tunnel.


Conceptual Phase


Clipped wing model of the C-5 in the Langley 16-Foot Transonic Tunnel for flutter tests.209Prof. Bento Silva de Mattos

Conceptual Phase


F-14 model in spin recovery tests in the Langley Spin Tunnel.210Prof. Bento Silva de Mattos


Conceptual Phase

Catapult facility experiments Characterization of Near and Mid field (up to x/b=60) Test of 3 different A380 configurations Applied methods: PIV / smoke visualization 2D and 3D simulations 5 hole probe (near field at FI wind tunnel)

A380 free-flight model in catapult facility, ONERA Lille, and F1 wind tunnel, ONERA

Recovery system

Catapult

Gust generators

211

Conceptual Phase

Acoustics: Out-Of-Flow-Array with 2x2m2 Cross Section

Traversable Array

Far-Field Microphone Traverse

212

Conceptual Phase

Acoustics: Out-Of-Flow-Array with 4x4m2 Cross SectionSet-ups with Full-scale Models

Full-scale landing gear

Full-scale wing

Conceptual Phase

Ground Effect Testing


Conceptual Phase

Flight Test with Scaled Model

Langley technician Ronald White with one of two F-15 drop models used for research on spin-entry characteristics.Source: http://oea.larc.nasa.gov/PAIS/Partners/F_15.html Prof. Bento Silva de Mattos

Early Wind-Tunnel Testing

Conceptual Phase

A despeito dos grandes avanos das anlises com CFD, os ensaios aerodinmicos ainda so indispensveis.

At left Tnel: NLR Modelo: CMT1 (1/21) Suporte da Balana Tras. Total de Corridas: 105 Perodo: Abril/2001


Conceptual Phase

Case Study : EMBRAER 170

CADA CASO UM CASO. A MELHOR CONFIGURAO PARA JATOS REGIONAIS DE PEQUENO PORTE ( FUSELAGEM PARA TRS FILAS DE ASSENTOS ), POR UMA SRIE DE MOTIVOS, A CONFIGURAO ADOTADA PARA O ERJ 145 ( MOTORES NA FUSELAGEM ). O CASO DO EMBRAER 170 DIFERENTE; VRIAS CONFIGURAES FORAM FORMULADAS, ANALISADAS E SUBMETIDAS APRECIAO DOS CLIENTES POTENCIAIS, COMO SEGUE :

217

Case Study : EMBRAER 170ESCOLHA DA CONFIGURAO FINAL PARA O EMBRAER 170 : A CONFIGURAO 4-ABREAST, COM FUSELAGEM DE DUPLO BULBO E MOTORES SOB A ASA, SERIA A ESCOLHA MAIS ADEQUADA, PELOS MOTIVOS ABAIXO :

ERJ 170 : CONCEITO DO PRODUTO PROPOSTO

MXIMO DE EFICINCIA E PRODUTIVIDADE : JATO NO AR E NO SOLO MXIMO DE ACEITAO POR PARTE DOS PASSAGEIROS : CONFORTO DE CABINE E AUSNCIA DE ASSENTOS REJEITADOS ( FILA DO MEIO ) FAMLIA DE 70 A 110 ASSENTOS, PROVENDO VANTAGENS DE COMUNALIDADE PARA A COMPOSIO DA FROTA

218

Conceptual Phase

Case Study : EMBRAER 170A ) DERIVAO DO ERJ 145, ALARGANDO-SE AS PARTES CILNDRICAS DA FUSELAGEM :

219

Conceptual Phase

Case Study : EMBRAER 170B ) FUSELAGEM 4-ABREAST CIRCULAR, MOTORES NA FUSELAGEM, ASA DERIVADA DO ERJ 145 :

220

Conceptual Phase

Case Study : EMBRAER 170FUSELAGEM 4-ABREAST DUPLO BULBO, MOTORES SOB A ASA ( CONCEITO TOTALMENTE NOVO ) :

221

Conceptual Phase

Case Study : EMBRAER 170D ) FUSELAGEM 5-ABREAST CIRCULAR, MOTORES SOB A ASA :

222

Case Study : EMBRAER 170EMBRAER 170 : CONFIGURAO ESCOLHIDA

Quatro portas na cabine Menor tempo de servio no solo Posicionamento adequado de pontos de servio Compartimentos de bagagem dianteiro e traseiro Baixo risco de coliso de equipamentos de apoio Fluxo simultneo de passageiros e servio de cabine

223

Customer Needs: Air Canada Fleet Renewal 2007

The Boeing 777 is 26 percent cheaper to operate than the Airbus A340s, now used on many international routes. The Brazilian-made Embraer 190 is 18 percent cheaper to run than Air Canada's Airbus A319s, the airline's mainstay for shorter haul flights. Montie Brewer, Airlines chief executive.224

Configurao Bsica Congelada Aqui tomada a primeira importante deciso de congelamento da configurao da aeronave Nesta etapa definida a concepo estrutural e o sistema propulsivo, e no se muda mais. Pode at mudar, mas o preo extremamente alto. Os demais itens, por exemplo, os avinicos embarcados no Cockpit vm num grau de prioridade menor, junto com outros elementos crticos.

Basic Configuration is Frozen

226

Preliminary Design Phase

Escopo Fase 2-Projeto Preliminar

Desenvolvimento dos estudos de engenharia e projeto.Projeto aerodinmico final da fuselagem; da asa;das empenagens; dos hipersustentadores; ailerons do leme; e do profundor. Ensaios em tnel vento 2a etapa (cargas, deflexo flaps, influncia do motor, avaliar efeitos).

Projeto estrutural preliminar dos segmentos da fuselagem, asa e empenagens horizontal/vertical.

Arquitetura e definio funcional dos sistemas a serem aplicados no aviodiagramas funcionais, esquemas, layouts, DMU, etc..

Definio das cargas - estticas e dinmicas. Avaliao da estabilidade e controle.

Anlise estrutural. Definio detalhada das interfaces funcionais e fsicas. Consolidao do desempenho (QV).

Elaborao das especificaes tcnicas dos subsistemas e componentes para compra. Analise de Riscos detalhada FMEAs (Failure Mode and Effect Analysis). Preparao de desenhos (3D) e layouts necessrios definio.

Scope of the Preliminary Design (Phase 2) Identificao dos itens tpicos/crticos e soluo de todas as questes que possam impactar o projeto. Seleo final de fornecedores. Pesquisa de normas, padres e leis aplicveis. Plano de Produo e projeto preliminar do ferramental. Definio do suporte operao do avio. Celebrao de contratos com terceiros. Realizao de ensaios de componentes e partes de solues estruturais.

Integrao de Sistemas: Mock-up de Madeira Reserva de Espaos e Solues

EMB-145

Desenvolvimento dos Estudos de Engenharia e Projeto

A vantagem do uso do CATIA a migrao (aproveitamento) de dados da Concepo, desde dos primeiros estudos na Fase 0.

CATIA

DMU Nav

VPMNesta fase temos a maior influncia desse aplicativo na eficincia do projeto.231

Desenvolvimento dos Estudos de Engenharia e Projeto (2)Gesto da Configurao

Caso 170

A Gesto da Configurao um item extremamente crtico entre os parceiros, principalmente quando se trata de um desenvolvimento globalizado.232

Desenvolvimento dos Estudos de Engenharia e Projeto (3)Desenvolvimento Centralizado Durante esta Fase importante que os parceiros estejam o mais prximo possvel. Foi o que a Embraer fez com o 170. Parceiros na Empresa com acesso simultneo.Parceiro 3

Parceiro 1

Integradora

VPM

Parceiro N Parceiro 2

233

Arquitetura e Integrao Detalhada A evoluo dos DMU- Intensa nesta fase. DMUs No exagero afirmar que, hoje, s possvel esse tipo de parceria em funo da existncia desses aplicativos e redes.

234

Arquitetura e Integrao Detalhada (3) Compatibilidades fsicas

A evoluo dos DMU- intensa nesta fase. Tudo desenhado e dimensionado.235

Arquitetura e Integrao Detalhada(5)

DMU na Cablagem

236

Projeto Ferramental/Instalaes

Montagem final - Doca ou Linha ?

237

Projeto Ferramental/Instalaes (2)Processos e Infra-estrutura Conhecimento Tecnolgico Conhecimento das ferramentas. Conhecimento do mercado de materiais.

Alto envolvimento das reas nas decises de projeto. O envolvimento da Produo processos- tambm vai sendo direcionado aos detalhes do projeto.

238

Access to Repair Work/ Maintenance Plan

Ensaios Qualificao/CertificaoTipos de Ensaios x Fase

Ensaios em Solo de Sistemas e componentesEs

Overview of the Aircraft Design Process V40

Documents

introduction aircraft

aircraft design process

transport aircraft design

aircraft design engineer

raymer aircraft design

design perspective

mattos introduction

whitford introduction