Imber Tech Phase IV Presentation Slides A

Imber- [im-ber]
m (genitive imbris);
1. rain
2. a stormcloud
2A

Kevin Warren
Design Team Lead (DTL)
Kelsey Kecherson
Assistant DTL
Jared Basile
Aerodynamics/CAD
Michael Browne
Structures/Landing Gear
Anthony Salazar
Structures/Landing Gear
Matthew Hanus
Weight and Balance
David Wilson
Stability and Control
Inigo Ripodas
Propulsion Liaison
3A

• Past 20 years:
• 14 fatal accidents
• Structural failure
• Aircraft unable to maneuver in wildfire
weather (up- and down-drafts)
• 36 Crewmen killed
4A

• Very Large Air Tankers (VLAT) can
drop as much as 12 loads of smaller
aircraft.
• Only 3 VLAT’s are available:
• 2 DC-10-10
• 1 747-100
• Dwindling fleet of firefighting aircraft
6A

• No purpose built engine for
firefighting
• Available engines will not perform in
adverse weather created by wildfires
• Current aircraft can not maintain
proper speed and altitude during
downdrafts
7A

• Mission Specifications and Profile
• Preliminary Design Components
• Labor Hour and Cost Estimations
• Conclusions and Recommendations
imber tech - Kevin Warren
9A

imber tech - Kevin Warren
Main RFP Requirements:
• 120,000 lb Slurry payload
• 2G emergency maneuver at 150 kts
• TO/Land on 7,000 ft runway
• Operational Radius of 300 nm
• 2500 nm ferry range
• Maximum Cockpit visibility
11A

Loaded Flight Empty Flight
1
2
3
5
7
9
4 86
Figure 3A: Mission Profile
13A

Table 1A: Comparison
Imber tech – Kevin Warren
Aircraft Payload
(lb)
Take-Off
(ft)
Sorties Cruise Speed
(knots)
B747 170,000 8,000 1 517
DC-10 119,556 10,000 1 310
C-130 J-30 44,000 3,586 7 350
Torrent 19 120,000 7,000 3 430
14A

• High Wing
• Ground clearance
• Short Landing
• Servicing
• T-Tail
• Engine wash
• Composite Material
• Lightweight
imber tech – Kelsey Kecherson
16A

• High-Cl airfoil
• 2g maneuver at slurry drop
• Tank for 120,000 lb of slurry
• Pressurized system
• Maximum pilot visibility
• Safer low-level navigation
17A

• Aft door
• Allows slurry tank removal
• High-thrust powerplant
• Designed for adverse wildfire conditions
18A

Table 2A: Cockpit Dimensions Table 3A: Cockpit CG
Location (From Nose)
X-Location 7.18 ft
Y-Location 0.00 ft
Z-Location 17.6 ft
Length 10.10 ft
Width 12.11 ft
Height (at seat
location)
5.30 ft
Seatback Angle 10 deg
20A

Table 4A: Required Pilot Vision AnglesSeatback angle 10 deg
Overnose vision angle 21 deg
Over-the-side vision angle,
no head movement 35 deg
Over-the-side vision angle,
head against cockpit glass 70 deg
Unobstructed vision
upward/forward angle 20 deg
Grazing angle 30 deg
21A

• Based on MGTOW: 552,277 lb
• 2G emergency maneuver at 150 KTAS
• Required CL = 2.66
• Clean configuration at 120 KTAS
• Required CL = 1.53
• MDD > 0.75
imber tech – Jared Basile
23A

NASA SC(2)-0714
Clmax = 2.09
αstall = 18o
24A

Design Variable Chosen Value
W/S (lb/ft2) 75
λ 0.6
(deg) 10
AR 9
Dependent Variable Value
S (ft2) 7364
c/4 (deg) 8.45
tmax (deg) 7.7
e 0.715
b (ft) 257
Table 5A: Design Variables
Imber tech – Jared Basile
25A

-1
-0.75
-0.5
-0.25
0
0.25
0.5
0.75
1
1.25
1.5
1.75
2
2.25
2.5
-10 -8 -6 -4 -2 0 2 4 6 8 10 12 14 16 18 20 22
ClorCL
α (deg)
Airfoil
Wing
Figure 4A: 2D to 3D conversion
26A

cF/c 0.25
δF 20o
Swf/Sw 0.55
27A

-0.75
-0.5
-0.25
0
0.25
0.5
0.75
1
1.25
1.5
1.75
2
2.25
2.5
2.75
3
-25 -20 -15 -10 -5 0 5 10 15 20 25
CL
α (deg)
Wing
20 deg Flaps
Figure 5A: Flapped and Unflapped CLα
28A

Figure 6A: Wing
29A

-9
-8
-7
-6
-5
-4
-3
-2
-1
0
1
0 0.08 0.16 0.24 0.32 0.4 0.48 0.56 0.64 0.72 0.8 0.88 0.96 1.04 1.12
Cp
M∞
Cp
Cpcr
Figure 7A: Mach Critial
30A

λ 0.18
(deg) 30
AR 5.5
b (ft) 110
S (ft2) 2200
c/4 (deg) 24.7
e 0.581
31A

-2
-1.6
-1.2
-0.8
-0.4
0
0.4
0.8
1.2
1.6
2
2.4
2.8
3.2
-32 -24 -16 -8 0 8 16 24 32
CL
AOA
Horizontal tail
HT w/ Elevator
Figure 8A: Horizontal Tail
32A

λ 0.9
(deg) 30
AR 4
b (ft) 35.7
S (ft2) 1275
c/4 (deg) 24.7
e 0.632
Table 8A: Design Variables
33A

Figure 9A: Vertical Tail
-2
-1.6
-1.2
-0.8
-0.4
0
0.4
0.8
1.2
1.6
2
2.4
2.8
3.2
-32 -24 -16 -8 0 8 16 24 32
Vertical tail
VT w/ Rudder
34A

Length = aWc a = 0.23 c = 0.50 W = 690000 lbs
Fuselage Length = 191 ft
Fineness Ratio 8
Inner Diameter = 23.9 ft
Outer Diameter = 24.4 ft
imber tech – Michael Browne
36A

Parameters Value
Mach Drag Divergence 0.8
Nose Fineness 1.5
Diameter 24.4ft
Length 36.7 ft
Table 9A: Nose Cone Sizing
37A

Parameters Value
Diameter 24.4 ft
Length 69 ft
Angle 16 degrees
Table 10A: Tail Cone Sizing
38A

Segment Length (ft)
Cockpit 10.10
Nose 36.7
Tail Cone 69.1
Cabin 85.2
Table 11A: Segment Sizes
39A

• Frames
• 20 inch spacing
• Longerons
• 10 inch spacing
• Stringers
• 8.4 inch spacing (between 7.3 and 9.5)
40A

• Ribs
• 25 inch spacing
• Spars
• 3 spars at 10%, 40%, and 75% wing chord
• Stringers
• 8 inch spacing
imber tech – Anthony Salazar
42A

Weight of Aircraft 552277 lbs
nose wheels (4) 13807 lbs
main wheels (32) 15533 lbs
Table 12A: Estimated Weight Per Wheel
Figure 10A: Landing Gear Beam
443
999
1201
43A

Good Year Tire
Pressure
(Recommended < 120)
115
Diameter 39 in
Width 13 in
Rolling Radius 17.7 in
Table 13A: Refined Tire Sizing
Figure 11A: Tire Contact Area
Source: Raymer page 362, 5th Edition
44A

Static Loads on Tires (lbs)
Max Static Load 257,640
Max Static Load
(nose) 28,438
Min Static Load
(nose) 26,739
Dynamic Braking
Load (nose) 18,881
Table 14A: Static Loads on Tires
Figure 12A: Wheel Load Geometry
Source: Raymer page 359, 5th Edition
>15
Ma
Mf
Na
Nf
45A

Shock Absorber
VT Assumption
(ft/s)
10 ȠT 0.47
Ƞ 0.75 Loleo (load) (lbs) 128820
ST (in) 1.795 Doleo (main landing gear) (in) 14.36
S (in) 12.297 Doleo (nose landing gear) (in) 8.70
Ng 2 Length Oleo (in) 25.82
Table 15A: Shock Absorber Dimensions
46A

Tip Back Angle
End of Empennage 16.6 (deg)
Bogey 2 32.5 (deg)
Table 16A: Torrent 19 Tip Back Angle
Figure 13A: Torrent 19 Tip Criterion
47A

Figure 14A: Lateral Tip Over (ft)
48A

Ground Clearance
Landing Gear to
Wing
12.55 (deg)
Table 17A: Ground Clearance
Figure 15A: Ground Clearance
49A
12.55°

Figure 16A: Nose Gear Retracted Side View
50A

• Raymer’s Statistical Group Weight
Method
• Cargo/Transport Weights Groups
• Compared to Nicolai’s Method
• Nicolai’s Composite Weight Reduction
Factors
imber tech – Matthew Hanus
52A

Figure 17A: Composite Make-up
Al 7075-T6
Al 7475 T7351
53A

Component Weight (lbs)
Wing 76,339
Horizontal Tail 8,183
Vertical Tail 18,829
Fuselage 31,738
Main Landing Gear 17,258
Engines (4) 16,403 x 4 = 65,612
Fuel (8 tanks) 18,692.25 x 8 = 149,538
Slurry 120,000
Slurry Tank 36,000
Table 18A: Component Weights
54A

Figure 18A: Side View with Component CG Locations
55A
A GJD
F I E
C B
H

Figure 19B: Center Of Gravity Location
1: Fuel Burn – depart airport
2: Slurry Drop
3: Fuel Burn – return to airport
Imber tech – Matthew Hanus
56A

• Most aft X CG: 86.36 ft (1,037 in.)
• Most forward X CG: 85.42 ft (1,025 in.)
• Total X CG shift: 0.94 ft (11 in.)
• Max Z CG location: 21.68 ft (260 in.)
57A

imber tech – David Wilson
59A

• Full: 0.102
• Post Slurry: 0.114
• Empty Fuel: 0.107
• Empty: 0.128
60A

Table 19A: Trim Conditions
Condition Cruise to drop Ferry cruise Take off
Drop
(Deg)
Alpha -4.77 -3.06 5.18 3.19
Ih -3.55 -3.85 -5.32 -5.87
61A

• 2G Maneuver
• Cl used for drop: 1.4
• Velocity: 150 kts
• Cmcl from average SM
• Deflection required: 9.3 degrees
• Pitch rate: 7.27 deg/sec
62A

• Take off
• X-distance to Rear Gear: 14 ft
• Weight: 552,277 lb
• Moment required: 7,731,878 ft·lb
• Size chose: 30% chord
• Total moment:
-249,598 ft·lb
63A

• Take-off
• Trim: -5.32 deg
• Elevator deflection:
-5 deg
• AOA: -6.82 deg
• 2G Maneuver
• Trim: -5.87 deg
• Elevator deflection:
-9.322 deg
• AOA: -8.66 deg
64A

65A

Figure 20B: Cnβ vs Vertical Area
66A
-0.006
-0.004
-0.002
0
0.002
0.004
0.006
0.008
0.01
0 500 1000 1500 2000 2500 3000
Cn B
Vertical Tail Sizeβ
Vertical Tail Size

Table 20A: Clβ
Parameter Value
Dihedral 0
Wing sweep -0.000624
Wing position -0.00016
Vertical Tail -0.00121
Total (1/deg) -0.002
67A

• Aircraft becomes more stable during
drop
• Elevators provide control
• Vmc requirement met
• Stability derivatives are stable
68A

• Used Brandt’s Method for Drag Build-Up
calculations
• Specifies approximations for each type
of surface
• Considers these areas and subtracts the
areas of intersection
imber tech – Inigo Ripodas
70A

Circular Surfaces
S (ft2
)
Nose Cone 1437
Nose Cone Sphere 14
Fuselage 8006
Tail Cone 3254
Engine 532 (x4)
Total 14839
Table 21A: Wetted Area of Circular Surfaces
71A

• Estimated Wetted Area = 37,643 ft2
• CATIA Estimated Area = 39,525 ft2
72A

Figure 21A: Total Drag
73A

Figure 22A: Thrust Available and Thrust Required at Sea-Level
74A

Figure 22A: Thrust Available and Thrust Required at 10,000 ft
75A

76A

77A

78A

• Similar Engines
• Engine Cycle and Design Point
• Mission Analysis
• Engine Configuration and Layout
• Inlet and Diffuser Design and Installation Loss
• Nozzle Design and Installation Loss
80A
ṁ - Kyle Klouda

Low TSFC ~ 0.553 (lbm/lbf*hr)
Low Emissions/ Noise
High Turbine Inlet Temperature ~ 3325o R
High Weight ~ 17250 lb.
82A
ṁ - Troy Kilgore

Small frame
Lightweight
3-Spool Design
TSFC ~ 0.557 (lbm/lbf*hr)
Sound-deadening material in inlet area
83A
ṁ - Troy Kilgore

Highly complex compressor system
High TSFC ~ .63 (lbm/lbf*hr)
84A
ṁ - Troy Kilgore

Engine Model GE90-85B RB211-882/884 PW4084
Dry Weight (engine) (lb) 17250 13100 14920
Thrust(sea-level) (lb) 87400 84950 87900
TSFC(sea-level)
(lbm/hr*lbf)
0.294 N.A 0.329
TSFC(cruise) (lbm/hr*lbf) 0.5526 0.557 N.A.
Cruise Altitude (feet) 35000 35000 35000
Cruise Speed (Mach) 0.8 0.83 0.83
Bypass Ratio 8.4 6.1 6.41
Overall Pressure Ratio 39.3 39 34.4
Spool No. 2 3 2
Fan Stages 1 1 1
LPC Stages 3 8 6
HPC Stages 9 6 11
LPT Stages 6 5 7
HPT Stages 2 1 2
airflow (lbm/s) 3037 2640 2550
Length (inches) 204 172 191.7
Case Diameter (inches) 134 132 118.5
Fan Diameter (inches) 123 110 112
Table 22A: Researched Values
85A
ṁ - Troy Kilgore

Flight parameters Value Chosen
Mach 0.232
Altitude (ft) 10,000
Table 23A: Engine Design Points
87A
ṁ - Troy Kilgore

Design Choices Value Chosen
Compressor Pressure Ratio, πc 37
Low Pressure Ratio, πLPC 3.5
Fan Pressure Ratio, πf 1.8
Bypass Ratio, α 7.5
Turbine Temperature, Tt4 (°R) 3200
Bleed Air (lbm/s) 5.9
Table 24A: Engine Cycle Choices
88A
ṁ - Troy Kilgore

Mission Legs
(Sortie 1 data provided)
Altitude
(kft)
Mach Thrust Req’d
(lbf)
Fuel Burn
(lbf)
Takeoff 7 0.232 238,730 797
Climb 10 0.48 223,067 1,238
Climb & Accel 10-38 0.48-0.75 119,927 9,052
Cruise 38 0.75 31,458 13,869
Descend & Drop Slurry 10 0.232 143,117 171
Climb & Accel 10-38 0.232-0.75 118,172 6,148
Cruise/Descend/Land 38-7 0.75-0 29,993 15,637
Total (Sortie 1) - - - 46,911
Total (Sortie 2) - - - 44,418
Total (Sortie 3) - - - 44,350
Total Fuel Burn - - - 135,679
Table 25A: Mission Fuel Burn
89A
ṁ - Troy Kilgore

Mission Legs Altitude (kft) Mach Thrust Req’d
(lbf)
Fuel Burned
(lbf)
Takeoff 7 0.232 238,730 797
Climb 7-10 0.232-0.48 240,371 1,238
Climb & Accel 10-38 0.48-0.75 119,927 9,052
Cruise 38 0.75 31,458 123,529
Descend/Land 38-7 0.75-0 31,423 1,874
Ferry Total - - - 136,490
Table 26A: Ferry Fuel Burn
90A
ṁ - Troy Kilgore

Component Length, in Diameter, in
Overall 348.02 169.51
Inlet 55 124
Fan 61.76 136
LPC 19.55 68.7
HPC 47.32 31.88
Combustor 27.45 35.98
HPT 10.15 35.16
LPT 31.14 76.52
Nozzle (from Max
Diameter)
239.68 169.51
92A
Table 27A: Engine Configuration
ṁ - Cameron Schmitt

• Inlet Design
• Initial Sizing
• Blow-in Doors
• Pressure Calculations
• Resizing
• Cowling Design
94A

• Conventional Pitot inlet
• High mass flow requirements
• Minimize additive drag
• Reduce free stream area mismatch
95A

Table 28A: Install Losses
A1 = 10033 in2
Condition M0 M1 Alt (ft) Φ(%)
2-G Drop 0.232 0.8 10000 17.67
T/O 0.2320.737 7000 16.85
Climb 10kft 0.232 0.8 10000 17.67
Climb 17kft 0.6120.833 17000 1.94
Climb 24kft 0.6580.826 24000 1.04
Climb 31kft 0.7040.815 31000 0.46
Cruse 38kft 0.750.795 38000 0.02
Climb Out 0.66 0.84 19000 1.18
D1 =113in (9.4ft)
96A

Drastically reduced Additive Drag at Design Point
Design
Point
A1 (in2) A0 (in2) M1 Dadd (lbf) Φ (%)
Without
Doors 10033 22198.99 0.8 10584.63 17.46
With Doors 16600 22198.99 0.364 1725.142 2.89
Auxiliary area = 6567 in2
Table 29A: Blow-in doors
97A

• Exterior pressures
• Cp at 15% Chord
• Interior Pressures
• Mach at Fan Face =0.55
98A

• Increase A1
• Reduce Aux Area
• Smaller Blow-In Doors
• Six 754in2 Doors
• 20 in long
• 37.7 in wide
99A

Figure 24A: Final Inlet Design
100A

• Utilize Natural Laminar Flow
• Minimize drag
• NASA HSNLF-213
• 17.5ft Chord length
101A

Layout
• Chevron nozzles
• Core Plug
• Thrust reversing
Installation Loss
• 2 Types of losses due to difference
in fan and core diameter
103A

• Distribute airflow into shear layer
• Reduces noise 1-2dB
• NBAA states any noise reduction
on an engine which can be
possible is required
104A

•IC1: 14 internal chevrons •IC2: 18 internal chevrons
•M1C: 14-lobed mixer •M3: 18-lobed mixer
Internal Nozzles
Figure 25A: Internal Nozzles
(http://www.lufthansagroup.com)
105A

Figure 26A: Noise Optimization
(http://www.lufthansagroup.com) 106A

• “Prop-wash” creates pressure drag on
nozzle and turbulent flow resulting in noise
• Directs flow into more streamline formation
• Noise-reduction cone reduces noise 2-3dB
107A

• Redirects fan mass flow
• Angled at 45 degrees
• Produces about 44% the thrust
of the fan in opposite direction
108A

• Maximum dia: 169.51 inches
(14.12 feet )
• From max diameter to end of
core plug: 239.68 inches
(19.97 feet)
109A

Initial Design Parameters
Fan Booster High Pressure
Mass Flow (lbm/s) 3395.80 399.32 399.32
Total Pressure (psia) 14.40 25.91 50.34
Total Temperature (R) 490.01 591.64 732.27
Angular Velocity (rad/s) 282.35 282.35 1054
Number of Stages* 1 3 10
*From similar engines
Table 30A: Initial Design Parameters
112A
ṁ - Courtney Hough

Fan Design Inputs and Goals
Stages 1
Pressure (psia) 14.40
Temperature Rise (R) 101.63
Tip Radius (in) 68
Angular Velocity (rad/s) 282.35
Inlet Mach 0.55
Mass Flow (lbm/s) 3395.80
Design Pressure Ratio 1.8
Table 31A: Fan Design Inputs and Goals
• Constant Tip Design
• Tip Speed Limit (1600 ft/s)
• Titanium
113A

Fan Output
Number of Blades 23
Overall Diameter (in) 136
Tip Speed (ft/s) 1598
Hub-to-Tip Ratio 0.39
Exit Mach 0.58
Exit Angle (deg) 3.43
Actual Pressure Ratio 1.81
Stage Loading 0.49
Diffusion Factor 0.46
Table 32A: Fan Output
Figure 27A: Catia Fan Model
114A

• Constant Mean Design
• Inlet guide vanes
• Titanium
115A

Table 33A: Booster Compressor Output
Booster Output
Overall Diameter (in) 68.70
Tip Speed (ft/s) 807.23
Mean Radii (in) 32
Exit Mach 0.40
Exit Angle (deg) 0
Stage Loading 0.49
Figure 28A: Catia Booster Model
116A

• Constant Tip Design
• Inlet guide vanes
• Similar Engines
• GE90
• 10 stages
• Titanium & Nickel
117A

Table 34A: HPC Output
Booster Output
Overall Diameter (in) 31.88
Tip Speed (ft/s) 1400
Exit Mach 0.35
Exit Angle (deg) 0
Stage Loading 0.49
Figure 29A: HPC Catia Model
118A

Design Results
Pressure Ratio Goal Actual
Fan 1.8 1.81
Booster 1.94 1.96
High Pressure 10.57 10.54
Total 37 37
Table 35A: Design Results
119A

HP Turbine Design Parameters
Value
Inlet Total Pressure (psia) 497.5
Inlet Total Temperature (R) 3098
Angular Velocity (rad/s) 1054
Number of Stages 2
Table 36A: Design Parameters
121A
ṁ - Kevin Walker

HP Turbine Design Inputs
Mean Radius (in) 15.25
Inlet Mach 0.35
Inlet Flow Angle (deg) 0
Temperature Drop
Across Turbine (R)
691
Table 37A: HP Turbine Design Inputs
Design Point (Sea Level)
Mach 0
Altitude (ft) 0
Temperature (R) 490
Table 38A: Design Point
• Blade cooling scheme
required
• Constant mean design
122A
ṁ - Kevin Walker

HP Turbine Output
Stage 1 Stage 2
Number of Rotor Blades 112 62
Number of Stator Blades 48 52
Number of Exit Guide
Vanes
- 54
Stage Loading Coefficient 1.43 1.43
Flow Coefficient 1.08 1.05
Velocity Ratio 0.59 0.59
Table 39A: HP Turbine Output
123A
ṁ - Kevin Walker

HP Turbine Design Parameters
Value
Inlet Total Pressure (psia) 145.8
Inlet Total Temperature (R) 2350
Angular Velocity (rad/s) 282.35
Number of Stages 5
Table 40A: Design Parameters
124A
ṁ - Kevin Walker

LP Turbine Design Inputs
Mean Radius (in) 32
Inlet Mach 0.5
Inlet Flow Angle (deg) 0
Temperature Drop
Across Turbine (R)
835
Table 41A: LP Turbine Design Inputs
• Constant mean design
125A
ṁ - Kevin Walker

LP Turbine Output
Stage 1 Stage 2 Stage 3 Stage 4 Stage 5
Number of Rotor
Blades
288 248 218 142 84
Number of Stator
Blades
266 178 186 144 110
Number of Exit Guide
Vanes
- - - - 30
Stage Loading
Coefficient
2.19 2.19 2.19 2.18 1.19
Flow Coefficient 1.09 1.09 1.08 1.06 1.04
Velocity Ratio 0.48 0.48 0.48 0.48 0.48
Table 42A: LP Turbine Output
126A
ṁ - Kevin Walker

• Annular
• Inter-Turbine Burner Considered
• Other combustor platforms researched, but little information
found
• Combustor designed to meet geometry of
compressor exit and turbine entrance with no
loss of airflow or pressure
128A
ṁ - Jase Heinzeroth

• Design Point: Max Dynamic Pressure at sea-level
• Chose Mach 1 (1126 ft/s)
• Ran engine test to acquire temperature and pressure values
129A

Table 43A: Station Data
High-Pressure Comp. Exit High-Pressure Turbine Entrance
Total
Pressure, psia
554 521
Total
Temperature,
°R
1630 3200
Mass Flow,
lbm/s
368 378
Mach
Number
0.35 0.35
130A

• Assumed 1 percent pressure loss over
diffuser section
• Area Ratio of diffuser optimized to 1 percent
loss
• Actual loss: 3.5 psi
131A

Combustor Inlet
# of sub-divided 9°
streams
3
Mach Number 0.07
Swirl Angle, deg 0
Total Diffuser Length, in 6.838
Overall Area Ratio 4.71
Area Ratio Flat-Wall 2.8
Area Ratio Dump 1.68
Table 44A: Diffuser Data
132A

Figure 30A: Emissions Range
133A

Summary Percentage of Total Mass Flow, lbm/s
Primary Air Flow 66.61 245.077
Cooling Air Flow 4.57 16.820
Secondary Air Flow 28.55 105.033
Dilution Air Flow 0.27 1.0196
Total air flow 100 367.95
Table 45A: Air Flows
134A

Primary Zone Design
Annulus Area, in2 75.116
Liner Height, in 4.123
Annulus Mach No. 0.114
Number of Fuel Nozzles 17
Primary Zone Length, in 3.94
Table 46A: Primary Zone
135A

Secondary Zone
CD90° 0.64
Number of Dilution Holes 457
Diameter of Dilution Holes, in 0.465
Length of Secondary Zone, in 8.246
Table 47A: Secondary Zone
136A

Dilution Zone
CD90° 0.64
Number of Dilution Holes 1
Diameter of Dilution Holes 0.626
Length of Dilution Zone 6.185
Table 48A: Dilution Zone
137A

0
500
1000
1500
2000
2500HoursWorked
Date (MM/DD/YYYY)
Table: Labor Accounting Chart
Actual Hours
Projected Hours
139A
Figure 31A: Labor Accounting Chart
ṁ - Kyle Klouda

Labor Hours and Costs
Category Hours Costs
Engineering Management 261 $26,100
Engineering 778.33 $50,591
Technical 39 $1,560
Administrative 210.3 $4,206
Sub-total 1,289 $82,457
Professional Development 875.16 $43,758
Total 2,164 $126,215
Table 49A: Hours and Costs
140A
ṁ - Kyle Klouda

12%
36%
2%
40%
10%
Engineering
Management
Engineering
Technical
Professional
Development
Administrative
Figure 32A: Breakdown of Hours
141A
ṁ - Kyle Klouda

21%
40%
1%
3%
35%
Engineering
Management
Engineering
Technical
Administrative
Professional
Development
Figure 33A: Labor Hour Costs
142A
ṁ - Kyle Klouda

• Length: 29 ft
• Diameter: 14 ft
• Installed Thrust: 87,483 lbf
• Overall Compression Ratio: 37
• Max TSFC: 0.854 lbm/lbf*hr
• Fan and Core Nozzle Installation Loss of
Totals to 4.99%
143A
ṁ - Kyle Klouda

Figure 34A: V-n Diagram
imber tech – Kevin Warren
V (KTAS)
nz(g’s)
145A

146A
Figure 35A: Thrust Available Vs. Thrust Required 38k ft

• Critical phase of flight
• 2g “pull-up” maneuver simulates fire weather
• Lift = Weight
• CL required is 2.66 with 2.69 available from
wing design
147A

Figure 36A: Max Thrust Takeoff with 4 engines
148A

Parameter Value
Best Climb Angle 16.82 (Degrees)
Best Climb Velocity 628 (KTAS)
Table 50A: Climb Performance
149A

• Based on Breguet’s range equation
• 4313 nm Range
150A

Phase of Landing Distance (ft)
Obstacle Clearance (SA) 954
Free Roll (SFR) 638
Braking Roll (SB) 3405
Total Landing Distance 4997
Table 52A: Landing Distances
151A

153A
Cost Type Per Aircraft Total (20 Aircraft)
RDT&E $587 Million $11.7 Billion
Manufacturing
Cost
$2.2 Billion $44 Billion
Cost to Customer $2.8 Billion $56 Billion
Operating Cost $430 Million $8.6 Billion
Life Cycle Cost $3.3 Billion $65 Billion
Table 53A: Cost Estimation

Figure 37A: Labor Hours
154A

Figure 38A: Labor Hour Accounting Hours
155A

Figure 39A: Labor Hour Accounting Cost
156A

• Structure:
• Aft door system may compromise support of tail
• Landing-gear doors are too large
• Internal structure requires further analysis
• S&C:
• Tail structure based on S&C and may require modification
to work with structure
• Engine placement needs to be analyzed for interference
• Aircraft performance characteristics require wind
tunnel testing to verify calculated data
158A

Imber Tech Phase IV Presentation Slides A

Recommended

Recommended

More Related Content

What's hot

What's hot (20)

Similar to Imber Tech Phase IV Presentation Slides A

Similar to Imber Tech Phase IV Presentation Slides A (20)

Recently uploaded

Recently uploaded (20)

Imber Tech Phase IV Presentation Slides A