Alex Esche Concept Aircraft Project

Running Head: CONCEPT AIRCRAFT PROJECT 1
This project was done in partial completion of a project for the graduate course titled
ASCI 607-Advanced Aircraft/Spacecraft Systems at Embry-Riddle Aeronautical University
Worldwide. The team consisted of me (Alex Esche) and two other people. This presentation has
been modified from its original format to exclude the work done by the other members of the
group for proprietary reasons only. These were our specific design requirements for the concept
aircraft:
1. Must carry between 250 – 400 passengers
2. Capable of cruise flight at an altitude of 50,000 ft
3. Reduced fuel consumption, 20% less per engine than a Boeing 777
4. Range min 4,500nm
5. Capable of cruise flight at Mach 0.95
6. Major maintenance span increased 25% over Boeing 777
The design requirements that I was responsible for were requirements 1, 2, and 5 as listed above
but I also aided my other team members in satisfying the design requirements 3, 4, and 6 as well.
My primary role was to design an aircraft configuration that would allow the aircraft to operate
at a cruise altitude of 50,000ft, have a cruise speed of Mach 0.95 while carrying 301 passengers
over a distance of at least 4,500nm. This paper will explain the methodology I used to satisfy
these requirements and in addition, I will explain all the design iterations that were developed
sequentially from the benchmark Boeing 777 to the final design.
All of the information contained within this document was gathered, compiled, and
written by me. I did all of the research, created every table and captured every image within all
of the figures. Additionally, all of the modelling for every aircraft configuration done in Plane-
Maker, every test flight conducted in the X-Plane 10 flight simulator, and every post flight
analysis was conducted by me as well. Please read and enjoy.

CONCEPT AIRCRAFT PROJECT 2
Concept Aircraft Project
Alex Esche
ASCI 607-Advanced Aircraft/Spacecraft Systems
Embry-Riddle Aeronautical University Worldwide

This concept design project required an improvement on the Boeing 777. The specific
variant chosen for the baseline comparisons was the 777-200LR for its increased fuel capacity
and range. This particular section will discuss the methodology used to achieve the requirements
of operating at a minimum cruise altitude of 50,000 feet and cruise at a speed of Mach 0.95.
As previously mentioned, this team chose the 777-200LR as the baseline comparison for
its conceptual aircraft. Once this was established, the next step was to identify all of the 777-
200LR’s variables that were relevant for testing including dimensions, weights/capacities, and
performance characteristics. Table 1 lists these variables.
Table 1
Boeing 777-200LR Aircraft Characteristics
Speed
Typical Cruise Speed at 35,000 ft 0.84 Mach
True Airspeed (TAS) 490 knots (TAS)
Calibrated Airspeed (CAS) 290 knots (CAS)
Weights
Max Pax Capacity 301 (3-Class)
MTOGW w/301 pax 766,000 lbs
Empty Weight, Operating 320,000 lbs
MZFW 461,000 lbs
MLW 492,000 lbs
Max Payload 141,000 lbs
Max Range at MTOGW w/301 pax 9,395 nm
Flight Endurance at Cruise Speed 19.00 hrs Approximately
Service Ceiling 43,100 ft
Cruise Altitude 35,000 ft
Engines
Two GE90-110B1
Maximum Take-Off Thrust (per engine) 110,760 lbs
Maximum Continuous Thrust 110,000 lbs
Maximum Continuous RPM and %
Low Pressure Rotor
(N1)
2,602 rpm
High Pressure Rotor
(N2)
11,292 rpm
Engine Weight 19,315 lbs
Engine Length 286.67 in
Engine Width 148.38 in

Engine Height 154.56 in
Fan Diameter 128 in
Bypass Ratio 7.2
Fuel Performance (approximately) 2,500 gal/hr
Maximum Fuel Capacity 47,890 gal A1 Fuel = 6.84lbs/gal
Fuselage
Length 209.083 ft
Diameter 244 in
Wings
Span 212.583 ft
Total Wing Area 4,605.0 ft^2
The software used to test and evaluate the performance characteristics of the 777-200LR
and the subsequent concept design iterations were an aircraft-modelling program called Plane-
Maker, which was an add-on to the X-Plane 10 flight simulator suite, and the X-Plane 10 flight
simulator program itself. Each design was created in Plane-Maker and the flight-testing was done
in the X-Plane 10 flight simulator. The weather conditions for each simulated test were identical:
10 miles of visibility, clear skies, no ceiling, no wind, standard atmospheric conditions at sea
level, and a standard temperature lapse rate of -2 degrees Celsius per 1,000 feet of altitude
gained. To gain an understanding of what the 777-200LR was capable of these parameters were
inputted into Plane-Maker and test flown in X-Plane 10. After conducting the test flight of the
baseline 777-200LR, the flight profile was evaluated.
Benchmark Flight
At 100% power and at maximum takeoff weight (MTOW) of 766,000lbs, the 777-200LR
could only achieve an altitude of 49,200 feet at a speed of Mach 0.835. The pitch attitude was
approximately positive 8 degrees and the indicated airspeed was 203 knots, which was bordering
on the stall speed for this aircraft. This was the maximum performance the aircraft was capable
of as any increase or decrease in both airspeed and pitch as well as any bank angle greater than

wings level would either stall the aircraft or cause the aircraft to lose altitude. With the baseline
established, design alterations were implemented and a succession of tests were conducted.
Figure 1. Boeing 777-200LR modelled in X-Plane 10 Plane-Maker and flown in the X-Plane 10
flight simulator for benchmark testing.
Figure 2. This is a screenshot of the instrument panel while flying the Boeing 777-200LR in the
X-Plane 10 simulator. The aircraft was at maximum speed at the maximum altitude it would fly.
This served as the benchmark for all subsequent flight tests.

Test 1
The variable that was altered in this test was fuel capacity. The logic was that since the
777-200LR had the capacity to carry 327,567lbs of fuel that provided a maximum range of
9,395nm and the concept design was only required to have a maximum range of 4,500nm, the
fuel capacity was decreased to 131,026lbs. After conducting the flight of Test 1, the flight profile
was evaluated.
At 100% power and with a new MTOW of 569,459lbs, Test 1 was able to achieve an
operating altitude of 50,000 feet at a speed of Mach 0.948. The minimum cruise altitude
requirement was met but the maximum speed for this configuration was still Mach 0.002 slower
than the minimum cruise speed requirement. Upon concluding the flight evaluation, it was
determined that Test 1 did not satisfy the design requirements. However, it was decided to make
the fuel reduction a permanent characteristic in all future tests and design iterations.
Table 2
Flight Performance of Test 1 Configuration
Test 1 Original Difference Requirement
Altitude 50,000ft 49,200ft + 800ft Met
Max Speed 0.948 Mach 0.835 Mach + 0.113 Mach -0.002 Mach
Max Capacity 301 pax 301 pax - -
MTOW 569,459 766,000lbs -196,541 -
Empty Weight,
Operating
240,000lbs 320,000lbs -80,000 -
Fuel Capacity 131,026lbs 327,567lbs -196,541 -
Fuselage
Length
209ft 209ft - -

Figure 3. This is a screenshot of the concept aircraft instrument panel while flying with the Test
1 configuration in the X-Plane 10 simulator.
Test 1.2
There were two variables altered in this test. The first variable was the fuselage, which
was extended by 86 feet that gave it a new length of 295 feet. The second variable was a 5,000lb
increase in the aircraft’s MTOW to account for the weight added by extending the length of the
fuselage. This gave the aircraft a new MTOW of 574,459lbs. The logic was that a longer aircraft
would perform better at speeds operating in the transonic region. After conducting the flight of
test 1.2, the flight profile was evaluated.
At 100% power, a fuselage length of 295 feet, and a MTOW of 574,459lbs, Test 1.2 was
able to achieve an operating altitude of 50,000 feet at a speed of Mach 0.942. The minimum
cruise altitude requirement was met but the maximum speed for this configuration was Mach
0.008 slower than the minimum cruise speed requirement. Additionally, the maximum speed
performance of Test 1.2 was Mach 0.006 slower than Test 1. Upon concluding the flight
evaluation, it was determined that Test 1.2 did not satisfy the design requirements.

Table 3
Flight Performance of Test 1.2 Configuration
Test 1.2 Previous Test Difference Requirement
Altitude 50,000ft 50,000ft None Met
Max Speed 0.942 Mach 0.948 Mach - 0.006
Mach
-0.008 Mach
MTOW 574,459 569,459 + 5,000 -
Empty Weight,
Operating
245,000lbs 240,000lbs + 5,000 -
Fuel Capacity 131,026lbs 131,026lbs - -
Fuselage Length 295ft 209ft + 86 -
1.2 configuration in the X-Plane 10 flight simulator.

Figure 5. This is a screenshot of the concept design with the Test 1.2 configuration being flown
in the X-Plane 10 flight simulator.
Test 2.1
Before the variables that were altered in this test are mentioned, the parameters of this
test need to be established. Test 2.1 began a new series of tests and all previous alterations,
except for the fuel reduction, were removed. This reverted the design back to the original
configurations of the 777-200LR as the baseline. From the baseline 777-200LR, the following
variables were altered in Test 2.1: the two original engines were removed, four new GEnx-1B54
engines were installed, MTOW was increased by 10,578lbs to account for the weight difference
between the two original engines and the four new engines, and maximum thrust production was
increased by 9,576lbs due to the addition of the third and fourth engine. The logic was that the
thrust produced by the four new engines would offset the additional weight that occurred when
replacing the two original engines. After conducting the flight of Test 2.1, the flight profile was
evaluated.

At 100% power, four GEnx-1B54 engines, a MTOW of 585,037lbs, and a maximum
thrust production of 229,576lbs, Test 2.1 was able to achieve an operating altitude of 50,000 feet
at a speed of Mach 0.932. The minimum cruise altitude requirement was met but the maximum
speed for this configuration was Mach 0.018 slower than the minimum cruise speed requirement.
Upon concluding the flight evaluation, it was determined that Test 2.1 did not satisfy the design
requirements. However, these alterations were carried over to the next test and served as a
baseline for Test 2.2.
Table 4
Test 2.1 Original Difference Requirement
Altitude 50,000ft 49,200ft + 800ft Met
Fuel Capacity 131,026lbs 327,567lbs - 196,541 -
MTOW 585,037lbs 766,000lbs - 180422 -
Empty Weight,
Operating
255,578lbs 320,000lbs - 64,422 -
Max Cruise
Thrust
229,576lbs 220,000lbs + 9,576 -
Fuselage Length 209ft 209ft - -

Test 2.2
With the altered variables of Test 2.1, two additional variables were altered in Test 2.2.
The first variable was the fuselage, which was once again extended by 86 feet that gave it a new
length of 295 feet. The second variable was a 5,000lb increase in the aircraft’s MTOW to
account for the weight added by extending the length of the fuselage that gave the aircraft a new
MTOW of 590,037lbs. The logic was the same as in Test 1.2 in that a longer aircraft would
perform better at speeds operating in the transonic region. After conducting the flight of Test 2.2,
the flight profile was evaluated.
cruise altitude requirement was met and even though the maximum speed for this configuration
was Mach 0.017 faster than Test 2.1, it was still Mach 0.001 slower than the minimum cruise
speed requirement. Upon concluding the flight evaluation, it was determined that Test 2.2 did not
satisfy the design requirements.
Table 5
MTOW 590,037lbs 585,037lbs + 5000 -
Empty Weight,
Operating
260,578lbs 255,578lbs + 5,000 -
Max Thrust 229,576lbs 229,576lbs None -

Fuselage
Length
295ft 209ft + 86 -

Test 3.1
Like Test 2.1, Test 3.1 began a new series of tests and all previous alterations, except for
the fuel reduction, were removed. This reverted the design back to the original configurations of
the 777-200LR as the baseline. From the baseline 777-200LR, the following variables were
altered in Test 3.1: one additional GEnx-1B78/P2 engine was installed, the MTOW was
increased by 13,552lbs to account for the weight of the additional third engine, and maximum
thrust production was increased by 57,594lbs due to the addition of the third engine. The logic
was that the thrust produced by the third additional engine would offset the additional weight
that it would impose on the aircraft. After conducting the flight of Test 3.1, the flight profile was
evaluated.
At 100% power, one additional GEnx-1B78/P2 engine, a MTOW of 583,011lbs, and a
maximum thrust production of 288,789lbs, Test 3.1 was able to achieve an operating altitude of
50,000 feet at a speed of Mach 0.966. The minimum cruise altitude requirement was met as well
as the minimum cruise speed requirement by Mach 0.016. Even though Test 3.1 was able to
operate at the minimum requirements of both altitude and speed, the engines had to be operated
at a constant 100% power level and therefore failed to meet the cruise aspect of the minimum
requirements. Upon concluding the flight evaluation, it was determined that Test 3.1 did not
satisfy the design requirements. However, these alterations were carried over to the next test and
served as a baseline for Test 3.2.

Table 6
Test 3.1 Original Difference Requirement
Altitude 50,000ft 49,200ft + 800 Met
Max Speed 0.966 Mach 0.835 Mach + 0.131Mach + 0.016 Mach (Met)
Fuel Capacity 131,026lbs 327,567lbs - 196,541 -
MTOW 583,011lbs 766,000lbs - 182,989 -
Empty Weight,
Operating
253,552lbs 320,000lbs - 66,448 -
Max Thrust 288,789lbs 220,000lbs + 57,594 -
Fuselage
Length
209ft 209ft - -

Test 3.2
With the altered variables of Test 3.1, two additional variables were altered in Test 3.2.
The first variable was the fuselage, which was once again extended by 86 feet that gave it a new
length of 295 feet. The second variable was a 5,000lb increase in the aircraft’s MTOW to
account for the weight added by extending the length of the fuselage. This gave the aircraft a
new MTOW of 588,011lbs. The logic was the same as in Tests 1.2 and 2.2 in that a longer
aircraft would perform better at speeds operating in the transonic region. After conducting the
flight of Test 3.2, the flight profile was evaluated.
cruise altitude requirement was met as well as the minimum cruise speed requirement by Mach
0.027. Even though Test 3.2 was able to operate at the minimum requirements of both altitude

and speed, the engines had to be operated at a constant 100% power level and therefore failed to
meet the cruise aspect of the minimum requirements. Upon concluding the flight evaluation, it
was determined that Test 3.2 did not satisfy the design requirements. However, the alterations of
Tests 3.1 and 3.2 were carried over to the next test and served as a baseline for Test 3.3.
Table 7
Max Speed 0.977 Mach 0.966 Mach + 0.011 Mach + 0.027 Mach
(Met)
MTOW 588,011lbs 583,011lbs - -
Empty Weight,
Operating
258,552lbs 253,552lbs - -
Max Thrust 288,789lbs 288,789lbs - -
Fuselage Length 295ft 209ft + 86 -

Test 3.3
With the altered variables of Tests 3.1 and 3.2, two additional variables were altered in
Test 3.3. The first alteration was the removal of the main wing and replaced with a delta wing.
The new delta wing configuration gave a wingspan of 216 feet, 8 feet more than the original
wing of the 777-200LR. The wing area was also increased to 12,960 ft2, which was 8,355 ft2,
more than the original wing. The second variable that was altered was the removal of the
horizontal stabilizer. The logic was that a delta wing was aerodynamically more stable for flight
within and beyond the transonic speed region than the original 777-200LR’s original wing due to
its high sweep angle and increased lift area. The horizontal stabilizer was removed because the
aerodynamic characteristics of the delta wing no longer required the aircraft to have one. After
conducting the flight of Test 3.3, the flight profile was evaluated.
At 100% power, a delta main wing added, and the horizontal stabilizer removed, Test 3.3
was able to achieve an operating altitude of 50,000 feet at a speed of Mach 1.110. The minimum
cruise altitude requirement was met as well as the minimum cruise speed requirement by Mach
0.160. Upon concluding the flight evaluation, it was determined that Test 3.3 may have had the
capability to meet the minimum cruise altitude and cruise speed requirements but tests at power
levels less than 100% were not conducted for this iteration. However, the alterations of Tests 3.1,
3.2, and 3.3 were carried over to the next test and served as a baseline for Test 3.4.

Table 8
Max Speed 1.110 Mach 0.977 Mach + 0.133 Mach + 0.160 Mach
(Met)
MTOW 588,011lbs 588,011lbs - -
Empty Weight,
Operating
258,552lbs 258,552lbs - -
Fuselage Length 295ft 295ft - -
Fuselage
Diameter
20ft 20ft - -
Wingspan 216ft 212ft + 8ft -
Wing Area 12,960ft^2 4,605ft^2 + 8,355ft^2 -

Test 3.4
With the altered variables of Tests 3.1, 3.2, and 3.3, two additional variables were altered
in Test 3.4. The first alteration was the fuselage, which was extended another 20 feet that gave it
a new length of 315ft. The second variable was a 5 foot width reduction of the fuselage that gave
it a new diameter of 15 feet. The logic was that lengthening the fuselage further would aid the
aircraft’s flight performance in the transonic speed region and beyond. The width reduction of
the fuselage was done to decrease as much drag as possible. After conducting the flight of Test
3.4, the flight profile was evaluated.
At 100% power and a longer but narrower fuselage, Test 3.4 was able to achieve an
operating altitude of 50,000 feet at a speed of Mach 1.223. The minimum cruise altitude
requirement was met as well as the minimum cruise speed requirement by Mach 0.273, which
was Mach 0.113 faster than Test 3.3. A secondary flight was conducted with the Test 3.4

configuration. In this test, the power level was reduced to 90% to test the aircraft’s performance
against the minimum cruise requirements.
At 90% power with the Test 3.4 configuration, the aircraft was able to achieve a cruise
altitude of 50,000 feet at a cruise speed of Mach 1.131. The minimum cruise altitude was met as
well as the minimum cruise speed requirement by Mach 0.181. Upon concluding the flight
evaluation, it was determined that Test 3.4 met and exceeded the minimum cruise and altitude
requirements. Figure 1 below shows a captured image of the instrument panel of Test 3.4 in
cruise configuration at 90% power level.
Table 9
Max Speed at
100% Power
1.223 Mach 1.110 Mach + 0.113 Mach + 0.273 Mach
(Met)
Max Cruise at
90% Power
1.131 Mach - - + 0.181 Mach
(Met)
MTOW 588,011lbs 588,011lbs - -
Empty Weight,
Operating
258,552lbs 258,552lbs - -
Fuselage Length 315ft 295ft + 20ft -
Fuselage Diameter 15ft 20ft - 5ft -

3.4 configuration in the X-Plane 10 flight simulator with 100% power.
3.4 configuration in the X-Plane 10 flight simulator with 90% power.

Alex Esche Concept Aircraft Project

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