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Daedalus Aviation The Daedalus One

James Bearman AJ Brinker Dean Bryson Brian Gershkoff Kuo Guo Joseph Henrich Aaron Smith. Daedalus Aviation The Daedalus One. Agenda. Review of Aircraft Requirements Concept Generation Advanced Technology Fuselage Layout Constraint Analysis Current Sizing Analysis Summary

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Daedalus Aviation The Daedalus One

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  1. James Bearman AJ Brinker Dean Bryson Brian Gershkoff Kuo Guo Joseph Henrich Aaron Smith Daedalus AviationThe Daedalus One

  2. Agenda • Review of Aircraft Requirements • Concept Generation • Advanced Technology • Fuselage Layout • Constraint Analysis • Current Sizing Analysis • Summary • Next Steps

  3. Daedalus One Mission • Provide a versatile aircraft with medium range and capacity to meet the needs of a commercial aircraft market still expanding in the year 2058 • Incorporate the latest in technology to provide reliability, efficiency, while fulfilling the need for an environmentally friendly transportation system • Possess the ability to operate at nearly any airfield

  4. Mission Profiles Mission One Schaumburg to North Las Vegas 1300 nmi Mission Two South Bend to Burbank 1580 nmi Mission Three West Lafayette to Urbana-Champaign to Cancun 1200 nmi Mission Four Minneapolis to LAX 1330 nmi

  5. Engineering Requirements

  6. Selection Process • Pugh’s Method • Choose Criterion • Generate Concepts • Evaluate • Improve • Iterate • Select “Finalists” • Analysis • Current Configuration

  7. Initial Concepts

  8. Second Round

  9. The “Finalists”

  10. Current Design Configuration Tri-Tail Powered High-Lift Devices Possible Rear Egress Lifting Canard Composite Structure Supercritical Airfoil Geared Turbofans Advanced Avionics

  11. Advanced Technologies • Composites • Stronger and Lighter than Metals • Glue replaces Fasteners • 20% empty weight savings • Current Obstacle: Manufacturability and Repairability • AI/UAV • Reduction in flight crew • Potentially Lower Operational Cost • Reduced human error incidents • Automatic Flight Control • Current Obstacle: Reliability and Risk

  12. Propulsion • Pulse Detonation • Up to 10% fuel savings (GE) • Durable, Easy to Maintain • Capable of using Multiple Fuels • Current Obstacle: Noise http://www.seas.ucla.edu/combustion/images/pdwe/engine_schematic2.jpg

  13. Propulsion • Geared Turbofan • 12% fuel savings • 40% reduction in maintenance cost • 70% lower emissions • 30 dB less than stage 3 noise limit http://www.flug-revue.rotor.com/FRHeft/FRHeft07/FRH0710/FR0710a1.jpg

  14. Propulsion • Unducted Fans • Increase of fuel economy of 35% • Increase in range of 45% • Increase in noise but current test models meet noise criteria • Blade-Out Risk http://www.md80.it/OLDFILES/immagini/thrust/McDUHB-3.jpg

  15. Propulsion Enhancement • Magnetic Bearings • “Floating” shaft reduces friction in turbine engine • More thrust • Possible elimination of engine oil system • Current Obstacle: Heat generated by magnets • Vectored Thrust • Angled Thrust Provides Vertical Force • AV-8B Harrier II • VTOL Weight: 22,000 lbs • STOL (1400ft) Weight: 46,000 lbs • Reduce TO Runway Length • Reduce Approach Speed

  16. High Lift Devices • Circulation Control Wing • 85% Increase in CLmax • 35% Reduction in power on approach speed • 65% Reduction in landing ground roll • 30% Reduction in lift off speed • 60% Reduction in take off ground roll • 75% Increase in typical payload/fuel at operating weight AIAA-57598-949 Advanced Circulation Control Wing System for Navy STOL Aircraft

  17. High Lift Devices • Blown Flaps • CLmax > 7 • Types • Internally Blown • Externally Blown • Upper Surface Blowing • Reduce takeoff distance by as much as 74% W.H. Mason Some High Lift Aerodynamics

  18. High Lift Devices • Co-Flow Jet Flow Control AIAA 2005-1260 High Performance Airfoil Using Co-Flow Jet Flow Control • Test results show: • Reduction of CL=0 from 0° to -4° • Increase of CLmax of 220% from 1.57 to 5.04 • AoACLmax increase of 153% from 19° to 44° • Reduction of CDmin(AoA=0°) from 0.128 to -0.036

  19. Technology Readiness Levels • TRL 1 Basic principles observed and reported • TRL 2 Concept and/or application formulated • TRL 3 Analytical and experimental proof-of concept • TRL 4 Component validation in lab environment • TRL 5 Component validation in relevant environment • TRL 6 Prototype demo in a relevant environment • TRL 7 Prototype demo in operational environment • TRL 8 Actual system completed and “flight qualified” • TRL 9 Actual system “flight proven” through successful mission operations http://en.wikipedia.org/wiki/Technology_Readiness_Level

  20. Technology Readiness Levels

  21. Fuselage Conceptualization • Fuselage sketches before configuration set • Aircraft evolution -> Fuselage change • Pressurized Cabin Shape • Cylindrical Cross-Section • Non-Cylindrical Cross-Section • Investigation of existing aircraft • Fuselage Dimensions • Galley/Lav/Cockpit Dimensions • Seat Dimensions • Generated CAD Model

  22. Fuselage Layout • Length: 72.1 ft • Width: 14 ft • 102 Seats, Single Class • Seat Pitch: 32 in • Aisle Width: 20 in • Seat Width: 24 in • 2 Galley Areas: 35 and 16 ft2 • 2 Lavs: ~20 ft2

  23. Constraint Analysis • Major Constraints • 2500 ft TO/Landing Roll • 5000 ft Balanced Field OEI • 500 ft/min Climb Rate at 36000 ft Top of Climb • 100 ft/min Climb Rate at 41000 ft Service Ceiling • 2g Maneuver at 36000 ft • Second Segment Climb Gradient OEI • 2.4%--2 Engine • 2.7%--3 Engine • 3.0%--4 Engine

  24. Assumptions + Parameters • High and Hot Takeoff— 500o ft + 25°F • Aspect Ratio 10 • Oswald Efficiency Factor 0.8 • CD0 0.015 • CLMax 4.0—Technology Improvement • L/D Second Segment Climb 11.5

  25. Constraint Diagram • TO Field & 2ND Segment Climb Size Aircraft • W/S—84 psf • T/W—0.23

  26. Sizing: Mission and Approach • Design Mission • Altitude: 36,000 ft • Speed: 0.75 M • Cruise Range: 1,800 nmi • Steady, Level Flight • Analysis Tools: • RDS • Historical Database • CATIA

  27. Sizing: Procedure • Model Construction • Basic Model of Aircraft • Neglecting Landing Gear • Technology Weight Savings Not Included • Sizing Analysis • Initial “Guess” Values Used • Initial Values Derived from Aircraft Database

  28. Engineering Variables • Sizing Inputs: • W/S – 84 lbs/ft2 • T/W – 0.23 • AR – 10 • Wing Sweep – 10° • Sizing Output: • We/Wo – 0.60 • Wo – 88,000 lb

  29. Current Compliance Matrix -Fuel Burn suspect. Sizing code analysis to be investigated. -Weight neglects gear and tech savings.

  30. Summary • 102 Passengers • 1800 nmi Range • ESTOL Capable • Ability to operate at small airports, alleviating large airports • Advanced Technologies

  31. Next Steps • Sizing • Refine current models • Size Control Surfaces and Stabilizers • Comparison with Other Codes • Final Technology Selection • Aerodynamic Analysis • Performance and Stability Analysis • Cost Analysis

  32. Questions?

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