1. System Definition Review XG International presented by: Gihun Bae - Joe Blake - Jung Hoon Choi - Jack Geerer - Jean Gong - Daniel Kim - Mike McCarthy - Nick Oschman - Bryce Petersen - Lawrence Raoux - Hwan Song

2. Outline of Contents I.Mission Statement II.Market / Customer Verification III.Competitors IV.Concept of Operations V.System Design Requirements VI.Advanced Technologies VII.Sizing Code VIII.Summary / Next Steps 2

3. Mission Statement Develop an environmentally-sensitive aircraft which will provide our customers with a 21 st -century transportation system that combines speed, comfort, and convenience while meeting NASA’s N+2 criteria. 3

4. Design Requirements 4 Noise (dB) – 42 dB decrease in noise NOx Emissions – 75% reduction in emissions Aircraft Fuel Burn – 40% lower TSFC Airport Field Length – 50% shorter distance to takeoff **Values for NASA N+2 protocol are found in the Opportunity Statement** NASA ‘s Subsonic Fixed Wing Project Requirements.

5. 5 Aircraft Concept Selection 1.Six Initial Concepts and a Datum 2.Pugh’s Method 3.Two Result Concepts

6. Concept Sketches 6

7. Pugh’s Method 7 Started off by choosing criteria using original QFD: – Fuel Efficiency, Airport Flexibility, Noise, Speed, Range, Attractiveness, Green Image, Personal Space, Passenger Capacity, Smooth Ride (i.e. Overall Vibration) Gathered concepts and chose a datum concept, the Gulfstream G250, then formed a matrix comparing everyone’s concepts with the datum concept. Ran with +’s, left out –’s and reiterated a couple of times; feasibility a key issue here. Took winning ideas, and either added or replaced them on datum concept. Produced two, ranked “Winning Concepts”

8. Pugh’s Method 8 Concept Canard/ Solar panels 3 enginesDihedral Blended Wing Body Winglets, T-tail,Turbojets Dassault Falcon 2000 EX Fuel Efficiency =+++-= Speed ====+= Quiet ===+-= Range -+++-= Airport Flexibility -==-== Attractive +==-== Green Image ++=+== Personal Space =====+ Smooth Ride +==-== Standing Freedom =====+

9. Concept Design 1 Turbofan Solar film Winglet Duct Turboprop 9

10. Concept 1 Cont’d 3 Engines -1 Turbofan, 2 Turboprop Conventional Tail Swept back + winglets Battery powered avionics Integrated all-weather solar films NOX-reducing Catalytic Reduction “Green Image” Active Vibration Control System Closeable duct – reduce unnecessary drag from resting engine during cruise Pros Less expensive development costs Location of engines doesn’t create moment about c.g. Cons Heavier Shorter range Longer take-off Distance Slower 10

11. Concept Design 2 Duct T-TailSolar film Turbofan UDF Canard 11

12. Concept 2 Cont’d 2 Vertically oriented engines -1 UDF, 1 Turbofan T-tail Canard - reduce drag, wing size - create moment about c.g. Battery powered avionics Integrated all-weather solar films NOX-reducing Catalytic Reduction “Green Image” Active Vibration Control System Closeable duct Pros Lighter Faster Cons Louder Harder to control Higher development costs 12

13. Closeable Duct Diverted Airflow diagram Passing Flow diagram

14. 14 Advanced Technology Engine-Isolated Internal Power System – Solar Film – Lithium-ion Batteries Active Vibration Control System Selective Catalytic Reduction Un-ducted Fan

15. 15 Advanced Technology Cont’d Internal Power : Lithium-Ion Batteries – Replace one APU as power generator for avionics, air- conditioning, pressurization, lighting, electronics – Equivalent APU weight will provide 5kWh of power – Can be charged directly by solar film or ground power source – Backup APU used to start engines, for nighttime operation, as failsafe

16. 16 Advanced Technology – Solar Film Copper Indium Gallium Selenide thin film – Demonstrated at 19% efficiency – Can be mounted on plastic, glass, or metal substrate – All-weather application Typical performance: >10 W/ft 2 7.5 hour optimal day-time operation Added Weight: 200 lb – Negligible effect on c.g. http://www.ascentsolar.com/site/epage/87631_870.htm

17. 17 Advanced Technology Active Vibration Control Generates destructive interference – Significantly dampens vibration and noise throughout cabin – Lightweight 10:1 mechanical advantage – Tunable response Reduce overall vibration or eliminate completely in specific section of the aircraft

18. 18 Advanced Technology Selective Catalytic Reduction Simple chemical process to remove NOX from exhaust gases Primary reaction: NO + NO 2 + 2NH 3 → 2N 2 + 3H 2 O Pertinent issues: – Catalyst delivery/storage – Removing excess from mix – Optimal temperature range

19. 19 Advanced Technology Vortex Generators Small vanes or bumps that create turbulence in flow over the wing. Reduces pressure drag by delaying flow separation. Also increases the maximum takeoff weight. Implementation Pros a)Extremely Light Implementation Cons a)Difficult to manufacture – increase in cost b)Placement limited – possibly affect location of solar films

20. 20 Major Performance Constraint Change from the last constraint diagram – Aspect Ratio – Mach Number – Altitude o Service Ceiling Height Major Constraints – Landing ground roll – Take-off ground roll (for smaller airport compatibility)

21. Basic Assumptions 21 Concept 1Concept 2 C Lmax 1.5 L/D2.752.83 W e /W O 0.7430.738 SFC cruise 0.5 /hr SFC loiter 0.4 /hr e0.8 V cruise 460 kts480 kts V stall 330 kts V take-off 380 kts450 kts V approach 380 kts

22. 22 Constraint Diagram Concept 1Concept 2 T SL /W O = 0.36W O /S = 92.6 lb/ft 2 T SL /W O = 0.35W O /S = 88.3 lb/ft 2

23. 23 Design Mission Weight FractionValuesState W1/W00.97Take-Off W2/W10.985Climb W3/W20.791Cruise W4/W30.988Land W5/W40.97Missed Approach W6/W50.791Climb W7/W60.979Divert W8/W70.993Hold W9/W80.995Land W9/W00.567Combined Fraction Wf/W00.459Fuel Fraction

24. 24 Sizing Code Used Excel Spreadsheet 6 Different Sections a)Main i.Fuselage ii.Wing iii.Engine b)Geometry c)Constraint Diagram d)Weight e)Airfoil f)Mission Detail

25. 25 Validation Bench Mark : Bombardier Challenger 300 Bombardier Challenger 300 Specification (XG Endeavour) Range : 3560 nmi (3700 nmi) Passenger number: 9 (9) Crew Number : 2 (2) Cruise Mach Number : 0.8 (0.8) Service Ceiling : 45000 ft (45000 ft)

26. 26 Validation Cont’d Features that affect the weight based on the sizing code High Correlation a)Specific Fuel Consumption b)Ultimate Load Factor Low Correlation a)Aspect Ratio b)Area of the wings c)Others

27. 27 Validation Cont’d Weights based on the sizing code a)Empty Weight = 17500lb b)Fuel Weight = 14000lb c)Total Weight = 34400lb Actual Weights of Bombardier Challenger 300 a)Empty Weight = 18500b b)Fuel Weight = 14100lb c)Total Weight = 35400lb Fudge Factor

28. 28 Basic Assumption Concept 1Concept 2 C Lmax 1.5 L/D2.752.83 W e /W O 0.7430.738 SFC cruise 0.5 /hr SFC loiter 0.4 /hr e0.8 V cruise 460 kts480 kts V stall 330 kts V take-off 380 kts450 kts V approach 380 kts

29. 29 Current Approach Current Status – Able to predict the weight based on 100+ inputs – Empty Weight based on the 22 features of aircraft – Empty Weight fraction based on the equation from Raymer’s – Fuel Weight fraction based on the weight fractions Future Work – Drag calculation based on the altitude – Noise calculation

30. 30 Current Description CONCEPT 1CONCEPT 2 W o /S 88.35lb/ft 2 82.65lb/ft 2 T SL /W o 0.3540.337 AR7.89 Sweep Angle35 o t/c0.5

31. 31 Weight Estimation CONCEPT 1CONCEPT 2 W empty 16,700 lb1,5100 lb W fuel 1,4800 lb1,5000 lb W crew 480 lb W payload 2,160 lb WOWO 34,100 lb32,700 lb

32. Engine Modeling Design concepts require two types of engines to be utilized in the final design. Estimated total thrust requirement = 11,500 lbf. Turbofan, Turboprop, and UDF engines are among the considerations. Engines will be modeled based on existing platforms. The design concepts intend to combine the use of two types of engines, so the effects of separate and simultaneous use will need to be determined. 32

33. Turbofan 33 PROS Efficient at subsonic speeds Lower TSFC Low direct operating cost Commercially acceptable technical risk Relative mechanical simplicity Proven technology CONS Weight, drag of large diameter fan and nacelle

34. Turboprop 34 PROS Efficient at cruising altitude, can be more efficient than turbofan High potential for fuel savings CONS Speed limited to M < 0.65 High noise and vibration

35. UDF 35 PROS High potential for fuel savings CONS Speed limited to M < 0.85 High noise and vibration Only a few existing designs

36. Engine Modeling - Turbofan 36 Baseline engine is HF120 Turbofan Manufactured by GE Honda Aero Engines Environmentally Friendly: a)Designed to reduce NOx, CO, HC, and smoke emissions. b)Meets Stage 4 noise level requirements with room to spare.

37. Turbofan Cont’d 37

38. Engine Modeling - Turboprop 38 Baseline engine is the Rolls-Royce M250-B17. Combines small size and a high power to weight ratio.

39. Turboprop Cont’d 39 Specifications:

40. Engine Modeling - UDF 40 A few concepts have been built in the past, including: GE-36, P&W-578DX, and the Russian built Progress- D27. GE-36Progress-D27

41. UDF Cont’d 41 Very little data exists for the unducted fan engines. The 3 examples of unducted fans shown were meant for much higher thrust outputs than a business jet requires. Currently working on an accurate method for predicting performance and scaling to fit the business jet design.

42. Modeling of Baseline Engines 42 The three engines shown are the baseline engines that will be scaled to meet the final design’s needs. The engines will be scaled for proper thrust and fuel flow, while incorporating technology factors to predict performance in 2020.

43. Technology Factor 43 According to historical data, seat miles per gallon increased from 26.2 to 49 for small commercial aircraft between 1970- 1989. Improving seat miles per gallon would require the improvement of many individual technologies, and therefore is a good estimate of the overall technological advancement rate. Seat miles per gallon improved by 3.3 %/yr between 1970- 1989. To be conservative, our design will be based on an assumed overall technological improvement rate of 2 %/yr.

44. Center of Gravity, Stability, Control Estimates 44 Concept 1Concept 2 Location of c.g.27.7 ft28.6 ft Location of a.c.28.9 ft30.3 ft Static Margin1.2 ft1.7 ft **c.g. travel diagram is not yet calculated

45. Tail Sizing Current approach – Design tail so that the a.c. is close to c.g. – More calculation needs to be done Current estimated size 45 Concept 1Concept 2 Tail area80 ft 2 70 ft 2 Vertical Tail area80 ft 2 100 ft 2

46. Cabin Layout 46

47. Cabin Layout Cont’d 47

48. Concept 1 CATIA 48

49. Concept 2 CATIA 49

50. Compliance Matrix 50 Requirement Target Threshold Concept 1 Compliant Concept 2 Compliant Maximum Mach Number 0.85 0.8 Yes 0.8 Yes Empty Weight (lb) 18,500 20,000 16,700 Yes 15,100 Yes Gross Weight (lb) 28,000 32,000 34,100 No 32,700 No Takeoff Distance (ft) 3,400 3,800 4,100 No 4,000 No Maximum Range (nmi) 3,700 3,600 3,640 Yes 3,700 Yes Design Mission Range (nmi) 3,700 3,600 3,640 Yes 3,700 Yes Noise (dB) 42 50 77 No 77 No Seats 10 8 8 Yes 8 Volume Per Passenger (ft^3) 65 60 Yes 60 Yes TSFC (% of avg) 55 65 Yes 65 Yes N0X Emissions (% of avg.) 25 50 10 Yes 10 Yes Charge Time - 220V 80A* (hr) 2 4 1.5 Yes 1.5 Yes Charge Time - 125V 15A** (hr) 3 5 4 Yes 4 Internal Systems Power (kWh) 5 6.5 8 No 8

51. Next Steps? I.Select the best concept II.More accurate sizing a)Detailed sizing code b)Detailed model of the concept c)Accurate weights d)Control Surface area calculation III.Trade-offs for the selection IV.Determine specific details of the Aircraft a)Propulsion, Aerodynamics, Structure b)Noise c)Cost d)Performance e)Stability / Control Calculation 51