1 AAE 451 Senior Aircraft Design Spring 2006 Systems Definition Review Group VI Team Members: John Collins Chad Davis Chris Fles Danny Sze Ling Lim Justin Rohde Ryan Schulz Ronald Wong Yusaku Yamashita

2 Market Review Target is business market: Target is business market: Corporate Flight DepartmentsCorporate Flight Departments Air Taxi and Air CharterAir Taxi and Air Charter Fractional SharesFractional Shares Profit Opportunities Profit Opportunities Air taxi, fractional ownership expected to more than double in coming decadeAir taxi, fractional ownership expected to more than double in coming decade Increasing incentive for use by small businessIncreasing incentive for use by small business Strong business aviation growth expected in European and Asian markets over next 20 yearsStrong business aviation growth expected in European and Asian markets over next 20 years

3 Design Requirements Cabin Capacity - 2 Crew + 6 Passengers Cabin Capacity - 2 Crew + 6 Passengers Cruise Range nm Cruise Range nm Cruise Speed kts Cruise Speed kts T.O./Landing Distance - 2,100 ft T.O./Landing Distance - 2,100 ft Acquisition Cost - $1.8 Million Acquisition Cost - $1.8 Million D.O.C./Hour - $550 D.O.C./Hour - $550 Taxi Take-off 2100 ft. Runway Climb Economy Cruise Descend for Landing 600 nm rangeReserve Economy Cruise Execute Missed LandingLand 2100 ft. Runway Begin Landing Pilots (150 lbs. each) Pilots (150 lbs. each) Passengers (200 lbs. each) Passengers (200 lbs. each) 1500 lbs. Total Payload 1500 lbs. Total Payload

4 Trade Study Jet and single turboprop operating costs beat twin turboprops Jet and single turboprop operating costs beat twin turboprops D.O.C./Hour: Single - $350, Jet - $550, Twin - $700D.O.C./Hour: Single - $350, Jet - $550, Twin - $700 Operating costs vary with SFC, Range, and Speed Operating costs vary with SFC, Range, and Speed SFC’s above 0.7 (1/hr) make D.O.C. higher than competitionSFC’s above 0.7 (1/hr) make D.O.C. higher than competition Optimal Speeds: Jet – 350 kts, Props – 250 ktsOptimal Speeds: Jet – 350 kts, Props – 250 kts Acquisition costs: Acquisition costs: Jet - $1.844 millionJet - $1.844 million Single - $1.668 millionSingle - $1.668 million

5 Pugh’s Method AIM: Brainstorm ideas Gather concepts and compare against criteria relating to the acquisition and operating costs Criteria: - Lower limit set to meet the design requirements - Concepts can better this limit if they work at a higher efficiency - Rate the efficiency of each system in achieving this target (+/s/-)

6 The Process Examples of Criteria: - Twins burn more fuel than singles - Jets are quieter than turboprops - Canards have higher development costs

7 Pugh’s Method – contd.

8 Concept #1 Single tractor-engine Low wing Mid tail Vertical Stabilizer Tricycle landing gear Performance Cruise Speed – 250 kts Gross Weight – 6,790 lbs Acquisition Cost - $1.65 Million D.O.C./Hour - $330 W/S – 32 lb/ft 2 T/W – 0.155

9 Concept #13 Twin pusher-engines Low wing, w/ winglets High tail Vertical Stabilizer Tricycle landing gear Performance Cruise Speed – 350 kts Gross Weight – 9,500 lbs Acquisition Cost - $1.85 Million D.O.C./Hour - $550 W/S – 40 lb/ft 2 T/W – 0.20

10 Concept #15 Single pusher-engine Low wing, w/ winglets Canards-configuration Vertical Stabilizer Tricycle landing gear Performance Cruise Speed – 250 kts Gross Weight – 6,800 lbs Acquisition Cost - $1.65 Million D.O.C./Hour - $330 W/S – 35 lb/ft 2 T/W – 0.155

11 Preliminary Fuselage Layout

12 Preliminary Fuselage Layout

13 Cabin View

14 Competitors

15 Powerplant Options Turboprop Biodiesel (Blends), or BioJet Fuel (JP-8 replacement) Biodiesel (Blends), or BioJet Fuel (JP-8 replacement) TSFC = (lbm/hr)/lbf TSFC = (lbm/hr)/lbfTurbofan Biodiesel (Blends), or BioJet Fuel (JP-8 replacement) Biodiesel (Blends), or BioJet Fuel (JP-8 replacement) TSFC = (lbm/hr)/lbf TSFC = (lbm/hr)/lbf Model – ONX (Parametric Cycle Analysis)

16 Alternative Fuel Options

17 Constraint Diagrams Performance Constraints Performance Constraints Cruise SpeedCruise Speed Takeoff and Landing DistanceTakeoff and Landing Distance Minimum Power CruiseMinimum Power Cruise Maximum Cruise RangeMaximum Cruise Range Assumptions: Assumptions: Typical values from Raymer: C D0, C L,max, eTypical values from Raymer: C D0, C L,max, e Propeller efficiency η=0.8Propeller efficiency η=0.8 Thrust decrease is directly proportional to decrease of density with altitudeThrust decrease is directly proportional to decrease of density with altitude

18 Constraint Diagrams * Maximum Range, Minimum Power not shown - located far outside design space

19 Competing Aircraft Acquisition Cost Acquisition Cost Baron G58 - $1.22 MBaron G58 - $1.22 M Piper Mirage - $0.97 MPiper Mirage - $0.97 M Adam A700 - $2.25 MAdam A700 - $2.25 M Adam A500 - $1.25 MAdam A500 - $1.25 M Eclipse $1.50 MEclipse $1.50 M Cessna Mustang - $2.35 MCessna Mustang - $2.35 M Pilatus PC-12 - $2.80 MPilatus PC-12 - $2.80 M D.O.C./Hour D.O.C./Hour Baron G58 - $288 Piper Mirage - $250 Adam A700 - $725 Adam A500 - $450 Eclipse $300* Cessna Mustang - $450 Pilatus PC-12 - $400 *Estimate from Eclipse Aviation

20 Questions

21

22 Reminder Slide singles cost less than twins for given sfc; jets are comparable to tprops for given sfc. singles cost less than twins for given sfc; jets are comparable to tprops for given sfc. For sfc increase from 0.5 onwards, singles (+$20/hr); then jets (+$50/hr); then twins (+$100/hr) For sfc increase from 0.5 onwards, singles (+$20/hr); then jets (+$50/hr); then twins (+$100/hr) for the same range: singles burn less fuel than twins for same speed (240kts) for the same range: singles burn less fuel than twins for same speed (240kts) jets are slightly better than twin tprops, same as single tprops, canards give less drag jets are slightly better than twin tprops, same as single tprops, canards give less drag jets have smaller cabin sizes according to tom: Avbuyer 4.8x4.8 (eclipse = 4.2x4.3); turboprops: adam a500 (4.5x4.3) jets have smaller cabin sizes according to tom: Avbuyer 4.8x4.8 (eclipse = 4.2x4.3); turboprops: adam a500 (4.5x4.3)

23 Iteration 2

24 GTOW vs. Range and Speed Single Twin

25 GTOW vs. Range and L/D Single Twin

26 GTOW vs. Range and SFC Single Twin

27 Operating Costs vs. Range and Speed Single Twin

28 Operating Costs vs. Range and SFC Single Twin