1. Philip Halsmer Kwan Chan Tyler Hall Sirisha Bandla Adam Edmonds Chris J. Mueller Stephen Hashins Shaun Hunt Jeff Intagliata 1

2. Outline of Presentation Mission Statement Markets, Customers and Competitors CONOPS System Design Requirements Technologies and Advanced Concepts Initial Sizing Tools 2

3. Mission Statement Bring aircraft developments into the modern age of environmental awareness by means of innovative design and incorporating the next generation of technologies and configurations to meet NASA’s ERA N+2 guidelines. Reduce operating cost in face of rising fuel prices and consumer pressures to reduce fares. 3

4. Market Opportunity Market niche Creating an aircraft that can replace large portions of major airlines’ aging fleets such as MD-80, Boeing 757, 767 due to evolving market and economic needs Potential customers include airlines such as Delta, American, and Continental 4

5. Target Markets North America Predicted second most in demand of new aircraft between 2010-2029 *(7200 new a/c) 78% of single aisle purchases are for airline fleet replacement Single aisle a/c market is predicted to grow from 56% to 71% in next 20 years * Airlines in both the North American and European markets are looking for more fuel efficient and less pollutant a/c. Europe Predicted third most in demand of new aircraft between 2010-2029 *(7190 new a/c) Single aisle a/c are forecasted to make up 75% of new purchases in next 20 years According to Boeing market forecast, only 4% of current a/c in current use will still be flying in 2029 The European domestic air routes are all short enough that our a/c can cover them *References: Boeing future market forecast, Airbus future market forecast 5

6. North American O-D pairings Busiest O-D pairings Los Angeles (LAX)-New York (JFK) New York (LaGuardia)-Chicago (Midway) Atlanta (Hartsfield)-Miami International Miami International-New York (JFK) Seattle (Tacoma)-Miami International Longest Range Seattle (Tacoma)-Miami International Distance: 2387 nm Max Runway Lengths Los Angeles (LAX) 12,100 ft. New York (JFK) 14,500 ft. New York (LaGuardia) 7,000 ft. Chicago (Midway) 6,500 ft. Atlanta (Hartsfield) 11,900 ft. Miami International 13,000 ft. Seattle (Tacoma) 11,900 ft. Seattle Los Angeles ChicagoNew York Atlanta Miami *Picture reference: Google Earth *Reference: Jackson, Laura (31 July 2008) “Air Service Top 10- The World’s Busiest City-Pairs”, Google Earth 6

7. North American/European Market Customers North American Target Customers American Airlines Continental Airlines Delta Airlines Southwest Airlines European Target Customers Lufthansa Air France British Airways Reference: IATA World Air Transport Statistics 7

8. Middle East Dubai, UAE is in the heart of the Middle East Largest Population on Arabian Peninsula Dubai International 15 th busiest in world by passenger traffic 6 th busiest in world by international pax traffic Al Maktoum International Airport Fully operational by 2017 10 times larger than Dubai International Surpass Hartsfield Jackson Atlanta International by 70 million passengers per year 8

9. Middle East: Background Customers/Competition Lack of railway connections on Arabian Peninsula Transportation mainly by road Vehicle growth exceeds infrastructure growth Emirates Airline is national airline Serves 101 destinations in 61 countries across 6 continents 14% increase in 200+ passenger aircraft in 2009 9

10. Middle East: City-Pairs City-Pairs from Largest Hub Dubai to New Delhi (1,200 nm) Mumbai (1,056 nm) Rome (2400 nm) Istanbul (1,800 nm) Zurich (2,550 nm) Moscow (1983 nm) Cairo (1500 nm) Jerusalem (1300 nm) Other Popular Routes Mumbai > New Delhi (650 nm) Runway Lengths (feet) Atatürk Int. (Istanbul) 9,843 Leonardo da Vinci-Fiumicino (Rome) 12,795 Zürich Int. 12,139 Domodedovo Int. (Moscow) 12,467 Andria Gandhi Int. (New Delhi) 14,534 Chhatrapati Shivaji Int. (Mumbai) 11,302 Cairo Int. 13,124 Ben Gurion Int. (Jerusalem) 11,998 *Estimated Distances 10

11. Asia Pacific China and India Lead in Growth Among Emerging Markets Over the next 20 years, average growth is projected to be significantly greater than the rest of the world Beijing Capital International Airport Located in the capital city of the People’s Republic of China 2 nd busiest in the world by passenger traffic Chhatrapati Shivaji International Airport Primary airport in Mumbai, India South Asia's busiest airport in term of passenger traffic 11

12. Asia Pacific: Background Customers/Competition China Southern Airlines World’s 5 th largest airline by passengers carried Asia’s largest by both fleet size and passengers carried High speed rail will pass from Southern China through Laos to Thailand, and then to the border of Malaysia GDP growth rates in China and India are expected ranged from around 8 to 11% per annum 12

13. Asia Pacific: City-Pairs City-Pairs Beijing to: Narita, Japan (1,150nm) Delhi, India (2,018nm) Mumbai, India (2,505) Changi, Singapore (2,351nm) Bangkok, Thailand (1,751nm) Runway Lengths (ft.) Narita Int. 13,000 Delhi Airport 12,000 Mumbai Int. 10,000 Changi Airport 12,750 Suvarnabhumi (Bangkok) 12,850 13

14. Latin America Bogota, Colombia Considered a main international and domestic air gateway El Dorado International It is the largest Latin American airport in terms of cargo movements Guarulhos International Airport São Paulo-area the busiest airport system in Latin America in terms of passenger numbers and traffic movements 14

15. Latin America: Background Customers/Competition Avianca Airways Largest Latin American Fleet Alternate forms of transportation through some rural areas can be dangerous South America is expected to see average economic growth of 4% per year for next 20 years 15

16. Latin America: City-Pairs City-Pairs from Largest Hub Bogota, Colombia to : Sao Paulo, Brazil (2,280nm) Buenos Aires, Argentina (2,450nm) Cayenne, French Guiana (1,300nm) Pudahuel, Chile (2,240nm) Callao, Peru (1,000nm) Montevido, Uruguay (2,513nm) Runway Lengths (ft.) Guarulhos Int. (Brazil)5,500ft Aeroparque Jorge Newbery6,250ft Cayenne-Rochambeau Airport10,240ft Comodoro Arturo Merino Benítez Int. 10,200ft Jorge Chavez Int. 11,250ft Carrasco Int. 8,600ft *Estimated Distances 16

17. Goals *Boeing 777- 200LR NASA Goals Compliance Target Threshold **Emissions Indices (GE90-110B1) 2 Take-off (Nox (g/kg_fuel)/engine) 44.44-75%11.11-50% Climb-out (Nox (g/kg_fuel)/engine) 33.85-75%8.4625-50% Approach (Nox (g/kg_fuel)/engine) 15.78-75%3.945-50% Idle (Nox (g/kg_fuel)/engine) 5.11-75%1.2775-50% Noise (Overhead + Sideline + Approach) 1 Overhead (dB) 87.50 Sideline (dB) 96.70 Approach (dB) 97.9 ***Total (dB) 282.10-42240.10-20 Fuel Performance (lb_pay.nm/lb_fuel) 3 3513.00-50%5269.5-35% Take-Off length (ft) 3 11600.00-50%5800<7000 *Project specific reference aircraft. **Relative to CAEP 6 ***Relative to Stage 4 1 ACI Aircraft Noise Rating Index – 3/9/05 2 ICAO Engine Exhaust Emissions Data Bank: Subsonic Engines –GE90-110B1– 12/04/05 3 Courtesy of Boeing online documentation NASA ERA Compliance Matrix

18. Mission Profile Range:3500 nmi Capacity:200 pax min. @ 250 lbs. ea. Benchmarking Process Goal: Comparing Target Mission Profile to Existing Aircraft Performance Process Determine Take-Off Gross Weight Passengers Fuel as Remaining Payload Determine Max Zero Wind Range w/ Payload-Range Charts Determine Take-Off Distance w/Runway Req. Charts

19. Mission Specific Parameters Boeing 737-900 1 Boeing 757-200 1 Boeing 777-200LR 1 MD-83 1 A321- 200 2 A330- 300 2 Threshold Cruise Mach0.7850.80.850.760.780.82>0.7 Maximum Passenger Capacity 215234440172220335>200 MTOGW w/ 200 passengers (lb) 174200255000766000160000200000460765- Max Range at MTOGW w/ 200 pax (nm) *n/a36009200*n/a25005800>3500 Take-Off Length at Sea Level at MTOGW (ft) *n/a950014200*n/a75006800<7000 *cannot exceed 200 passengers w/o exceeding MTOGW Requirement Benchmarking Matrix 1 Courtesy of Boeing online documentation 2 Courtesy of Airbus online documentation

20. Land and TaxiMissed ApproachLand and Taxi DescentClimb Cruise Design Range Taxi and Take Off Loiter Direct ≈ 3300 nmi≈ 200 nmi (0) -> (4) : ‘Basic Mission’(5) -> (9) : ‘Reserve Segments’ Design Mission Concept 1 1 Extrapolated from Raymer, Daniel Aircraft Design: A Conceptual Approach Fig. 3.2 <7000 ft > 0.7 M

21. Advanced Concepts and Technologies in Consideration Blended Wing Body The blended wing body (BWB) is an aircraft technology that incorporates both a fuselage and the concept a flying wing. Potential Benefits Significant reduction in drag, structural weight, increase in lift characteristics. Spacious cabin with increased options for customers Easy embedding of engines in body for decreased noise generation Costs Analysis is very different than conventional aircraft Design is favorable for larger aircrafts Representation in our design 10-15% decrease in empty weight, 10% decrease in drag and 10% lower direct operating cost http://www.twitt.org/BWBBowers.html Image courtesy of NASA http://www.twitt.org/bldwing.htm#more 21

22. Advanced Concepts and Technologies in Consideration Laminar Flow Technologies Extending laminar flow across areas of the aircraft will decrease skin friction drag and increase aerodynamic efficiency. The wing and the fuselage offer the highest potential for friction drag friction. Potential Benefits A 50% increase in laminarity translates to a 5-7% reduction in friction drag. Costs Requires intricate structures within the body to implement. Requires increased maintenance which will increase operating costs. Image courtesy of Clean Sky 22

23. Advanced Concepts and Technologies in Consideration Laminar Flow Technologies Hybrid Laminar Flow Control (HLFC) Suction can be implemented at the leading edge of the body to allow for longer attached flow. Laminar Flow Control (LFC) Suction can be implemented along the entire airfoil. Discrete Roughness Elements (DRE) These can be implemented on the wings to increase the extent of laminar flow. NASA believes that this could sustain natural laminar flow to almost 60% of the chord length. Model Representations HLFC will result in a 10-15% less fuel consumption whereas LFC will be 20-25%. 2% increase in operating cost Overall empty weight increase will depend on the material for the technologies. Image courtesy of NASA http://www.aviationweek.com 23

24. Advanced Concepts and Technologies in Consideration Spiroids A spiroid is placed on the end of the wing to eliminate wing tip vortices. It differs from the conventional blended wing tip because it curves over and adjoins to the wing again Potential Benefits Eliminates the concentrated wingtip vortices generated at a wing tips, these wing tips account for nearly half the induced drag generated during cruise. Model Representation 10% improvement in fuel burn Costs will be represented as the cost of a conventional blended wingtip. http://www.flightgobal.com 24

25. Advanced Concepts and Technologies in Consideration Composites Potential Benefits Decreased empty operating weight of overall structure. Increased strength and higher resistance to corrosion. Can be molded to create a variety of shapes which will decrease the use of rivets and increase aerodynamic efficiency. Costs The price of composite material is still very high at this time. Model Representation 10% improvement in fuel burn 1-2% decrease in in the operating empty weight 10-15 % increase in overall cost Image courtesy of NASA 25

26. Advanced Concepts and Technologies in Consideration Quiet Drag Applications Devices such as the engine air brake currently being developed can produce ‘quiet drag’ that can replace the function of flaps with much lower noise generation. Potential Benefits Increase the glide slope for aircraft during approach with much less dB of noise generated. Costs Relatively new technology that has never been implemented on a known aircraft fleet. Model Representation These applications could result in up to about a 25dB decrease of cumulative noise as compared to the conventional aircraft of today. Image courtesy of ATA Engineering 26

27. Counter Rotating Propfan / Unducted Fan A customized turbofan engine, and form of the ultra-high bypass engine The fan is placed exterior the nacelle and on the axis of the compressor blades. A second blade row has been developed and placed creating the counter-rotating propfan. This in effect doubles the rpm of the turbine allowing for a smaller and more efficient engine. Feasible by allowing the second blade row to offset the swirl effects from the first row. In comparison to a single rotating propeller this straightens the thrust and increases the efficiency. What is it? Reference: NASA Glenn Research Center 27

28. Counter Rotating Propfan / Unducted Fan Benefits: Increased Fuel Efficiency Reduce Emissions Disadvantages: Increased Noise Decreased Mach Range Implementation: Improve model fuel burn by 25-30 % Lower Mach than commercial jet at around 0.72 Increase engine noise level to 93 dB Study of emission reduction still in progress Reference: airforceworld.com 28

29. Partial Electric Assisted Take-Off A means to conserve a portion of energy and fuel during takeoff and time on runway Electrically powered ground based towing vehicles Method #1: Amass energy in a bank of flywheels by means of ceramic-batteries or ultra capacitors Method#2: Conduit collection of power such as utilized by the streetcars of Washington (DC) Buried conduits on side of runway Towing vehicles outfitted with equipment extending to edge that access electrical power Able to accelerate a series of aircraft to their take-off speed What is it? Reference: Inekon Trams 29

30. Partial Electric Assisted Take-Off Benefits: Conserve Amount of Fuel from Take-Off and Time on Runway Reduce Emissions Disadvantages: Initial Cost of Outfitting the Necessary Airports with the Required Equipment Implementation: Conserve 25 % of fuel that would be consumed on the runway which is 3% of GTOW. Data into the amount of possible reduction of exhaust emissions is still being researched and cannot be given 30

31. Sizing Algorithm Currently using empirical estimators Power curve fit for empty weight OEW =.4723*GTOW 1.0086 L/D and SFC estimates for cruise and loiter fuel fractions f =e (-SFC/LD*t_segment) Historical values for TO, land, taxi, and climb 31 Reference: Raymer

32. Calibration and Future Plans Predicted weights were well within error bounds of inputs (L/Dmax, SFC, etc) Calibration unnecessary due to large uncertainties in inputs Future plans OEW and Drag build ups Include Wave Drag Get away from ‘historical’ fractions approach for fuel fractions 757-200 RB211-53E9 767-200 2-class Pax 200 PAX 40000 lbs 224 PAX 44800 lbs OEW127,520 lbs176,100 lbs GTOW243,743 lbs317,000 lbs Max Fuel for GTOW 76,225 lbs96,100 lbs Range3700 NM3800NM Predicted GTOW 264,570 lbs321,900 lbs Predicted EOW 139,100 lbs169,540 lbs Predicted Fuel 85,400 lbs107,540 lbs 32 Reference: Boeing

33. Summary Design goal has been set Markets and customers have been identified Performance gains from new technologies and concepts are being considered Initial sizing code is completed 33

34. Future Plans More detailed design of aircraft will be conceived. Trade study on new technologies and concepts will be done. Add detail to performance gains from new technologies. Start on the next phase of the sizing code. 34