The document summarizes the methodology and design iterations used to develop a concept aircraft design that meets specific requirements of operating at 50,000 feet altitude and Mach 0.95 cruise speed while carrying 301 passengers over 4,500 nautical miles. The baseline design was a Boeing 777-200LR. Through testing different configurations in simulation software, the design evolved from reducing fuel capacity in Test 1 to lengthening the fuselage in Test 2.1 while adding additional engines to increase thrust. However, none of the iterations fully met all requirements.
Design your flight 2013 guru gobind singh indraprastha university-team leo (2)Ishmeet Sachdeva
The document summarizes the design process for an aircraft. It describes how various design options were analyzed using software before selecting a monoplane design with a NACA 2417 airfoil made of balsa wood. Prototypes were constructed and tested before the final manufacturing process. Electrical components like motors and batteries were chosen based on calculations. Diagrams show the aircraft design, manufacturing steps, and analysis of components like the wings and landing gear to ensure the design meets requirements.
The document provides an overview and design details for a next generation strategic military transport aircraft called the UR1T. Key points discussed include:
- The UR1T is designed to improve payload transportation capabilities and reduce loading/unloading times compared to the current fleet.
- Design aspects covered include the wing, engines, fuel system, payload integration, and flight envelope. Aerodynamic analyses were performed to determine wing and tail sizing.
- The UR1T is designed to carry a maximum payload of 300,000 lbs with a range of 1,800 nm at a cruise speed of Mach 0.75 and altitude of 30,000 ft.
- Payload integration focuses on fitting standard 463
This document provides an update on an advanced counter-rotating disk wing aircraft concept being developed by Diversitech, Inc. Key points include:
- FLOPS analysis was performed to analyze the fixed wing mission capabilities. Results showed a maximum speed of 300 knots and range of 650 nm for a 26ft diameter disk.
- Rotor blade sizing was determined to provide vertical lift for take-off and landing, with a 26ft diameter rotor designed using 650shp of available engine power.
- Aerodynamic analysis of the disk wing profile was conducted using DATCOM, showing it can provide sufficient lift at take-off speed with 12 degrees angle of attack using a 26ft diameter disk.
The document provides details on the design of the Pegasus 65 (P-65) aircraft, a proposed 75-passenger regional turboprop. Key features include a box wing configuration, use of a Pratt & Whitney PW150 engine, and various technologies to reduce fuel consumption by 65% compared to regional jets. The aircraft is designed to carry 74 passengers and 4 crew over a 400 nmi mission using 5,399 lbs of fuel. The design prioritizes fuel efficiency, low operating costs, and a quiet passenger experience comparable to jets.
Tutorial VSP Conference 2013, San Luis Obispo, CAHersh Amin
Vehicle Sketch Pad Structure Analysis Module (VSP SAM, http://vspsam.ae.utexas.edu/) tutorial presentation at the 2nd annual VSP (http://openvsp.org/) workshop held in San Luis Obispo, CA from Aug 7-9, 2013.
Kaveri engine is an afterburning turbofan project developed by the GTRE, lab under DRDO, India. GTRE is now running two separate successor engine programmes, the K9+ and the K10. Click here to know more about kaveri Engine : http://www.drdo.gov.in/drdo/English/index.jsp?pg=Kaveri.jsp
Design your flight 2013 guru gobind singh indraprastha university-team leo (2)Ishmeet Sachdeva
The document summarizes the design process for an aircraft. It describes how various design options were analyzed using software before selecting a monoplane design with a NACA 2417 airfoil made of balsa wood. Prototypes were constructed and tested before the final manufacturing process. Electrical components like motors and batteries were chosen based on calculations. Diagrams show the aircraft design, manufacturing steps, and analysis of components like the wings and landing gear to ensure the design meets requirements.
The document provides an overview and design details for a next generation strategic military transport aircraft called the UR1T. Key points discussed include:
- The UR1T is designed to improve payload transportation capabilities and reduce loading/unloading times compared to the current fleet.
- Design aspects covered include the wing, engines, fuel system, payload integration, and flight envelope. Aerodynamic analyses were performed to determine wing and tail sizing.
- The UR1T is designed to carry a maximum payload of 300,000 lbs with a range of 1,800 nm at a cruise speed of Mach 0.75 and altitude of 30,000 ft.
- Payload integration focuses on fitting standard 463
This document provides an update on an advanced counter-rotating disk wing aircraft concept being developed by Diversitech, Inc. Key points include:
- FLOPS analysis was performed to analyze the fixed wing mission capabilities. Results showed a maximum speed of 300 knots and range of 650 nm for a 26ft diameter disk.
- Rotor blade sizing was determined to provide vertical lift for take-off and landing, with a 26ft diameter rotor designed using 650shp of available engine power.
- Aerodynamic analysis of the disk wing profile was conducted using DATCOM, showing it can provide sufficient lift at take-off speed with 12 degrees angle of attack using a 26ft diameter disk.
The document provides details on the design of the Pegasus 65 (P-65) aircraft, a proposed 75-passenger regional turboprop. Key features include a box wing configuration, use of a Pratt & Whitney PW150 engine, and various technologies to reduce fuel consumption by 65% compared to regional jets. The aircraft is designed to carry 74 passengers and 4 crew over a 400 nmi mission using 5,399 lbs of fuel. The design prioritizes fuel efficiency, low operating costs, and a quiet passenger experience comparable to jets.
Tutorial VSP Conference 2013, San Luis Obispo, CAHersh Amin
Vehicle Sketch Pad Structure Analysis Module (VSP SAM, http://vspsam.ae.utexas.edu/) tutorial presentation at the 2nd annual VSP (http://openvsp.org/) workshop held in San Luis Obispo, CA from Aug 7-9, 2013.
Kaveri engine is an afterburning turbofan project developed by the GTRE, lab under DRDO, India. GTRE is now running two separate successor engine programmes, the K9+ and the K10. Click here to know more about kaveri Engine : http://www.drdo.gov.in/drdo/English/index.jsp?pg=Kaveri.jsp
This document discusses cardiovascular diseases (CVDs) and recommends ways to prevent them. It notes that 17.3 million people died from CVDs worldwide in 2008, and deaths could rise to 23.6 million by 2030. CVDs represent 30% of all global deaths. The document recommends stopping tobacco use, engaging in regular physical activity, eating a healthy diet high in omega-3 fatty acids from fish and seafood, and taking an omega-3 supplement if dietary intake is insufficient. It then introduces CaliVita's new highly concentrated omega-3 supplement with increased EPA and DHA.
Omega-3 market is expected to reach $6,955 million by 2022, with a CAGR of 14.9% from 2016 to 2022. Docosahexaenoic acid segment (DHA) dominated with three-fourths market share, in terms of revenue, in 2015. Dietary supplement application accounted for three-fifths of the global omega-3 market share, in terms of volume, in 2015 and is anticipated to grow at a CAGR of 14.1%.
Read more about this research at : https://www.alliedmarketresearch.com/omega-3-market
OMEGA 3 FATTY ACIDS AND ALZHEIMER'S DISEASEBabie Maibam
Prevention of age-related cognitive decline - a public health challenge.Nutrition, a major lifelong environmental factor, offers promising perspectives.
Omega-3 fatty acids are essential fatty acids, a class of nutrients needed for our body to function normally.
These are the fats of life which help our cells to function properly.
Omega-3 cannot be produced be our body and should be supplied through the diet.
There are 2 very important types of Omega 3 acids , namely EPA and DHA, which have amazing health benefits.
KALOFLAX 90 Softgel : A Herbal Anti Oxidant & a good source of Omega 3, 6 & 9
See: http://nirogam.com/product_detail/16/Kaloflax-90-Softgels
For more information, please see the link below : http://herbscancure.com/blog/omg-facts-about-omega-3/
Los ácidos grasos omega 3 son buenos para la salud del corazón y otras funciones del cuerpo. Pueden provenir de fuentes vegetales o animales como el pescado, y cumplen funciones importantes como componentes de membranas celulares. Los estudios muestran beneficios para la presión arterial, circulación y función cerebral, entre otros, aunque un consumo excesivo puede elevar los triglicéridos.
Omega -3 & Omega -6 Fatty acids and their Health EffectsZahir Khan
Omega-3 fatty acids are essential fatty acids, a class of nutrients needed for our body to function normally.
These are the fats of life which help our cells to function properly.
Omega-3 cannot be produced be our body and should be supplied through the diet
There are 3 very important types of Omega 3 acids
1.Alpha-linolenic acid (ALA)
2.Eicosapentaenoic acid (EPA)
3.Docosahexaenoic acid (DHA)
which have amazing health benefits
Omega 3 plays a major role in a number of functions in our body. Here are they:-
Relaxation and contraction of muscles
Blood clotting
Digestion
Fertility
Cell division
Growth
Movement of calcium and other substances in and out of cells.
This document summarizes a student aircraft design project to design a cargo plane. The objectives are to design a cargo plane to carry 600,000 kg over 4,000 km with a cruise speed of 850 km/h. The preliminary design was completed and included collecting comparative data, selecting parameters, estimating weights, selecting engines and airfoils, and creating a wing layout. Structural analysis was performed on the wing and fuselage.
The document discusses omega-3, omega-6, and omega-9 fatty acids, including their main components, plant and seafood sources, functions in the body, role in various health conditions, and deficiency symptoms. It provides details on the differences between plant and marine sources of omega-3s, how omega-3s function in the body including promoting healthy cell membranes and reducing inflammation, and conditions such as cardiovascular disease and depression that omega-3s may help prevent or treat.
Developing a Programme for Engine Design Calculations of a Commercial AirlinerIJMER
This project leads to a path of understanding the necessary fundamental calculations that
need to be done during an engine design of a commercial airliner. These calculations are hand based
calculations that are done based on the parameters of the airframe data provided by the airline
manufacturers. These calculations are a little tedious and require a paper and a pen to carry out the
procedures. This project will enable the following outcomes for the students: providing a fundamental
understanding of the aircraft engine design, more from the grounds up approach and an automated way
(program) of doing the above, enabling faster iterations and making it easy to achieve the required
parameters for designing an engine
Development of a Integrated Air Cushioned Vehicle (Hovercraft)IJMER
1) The document describes the development of an integrated air cushion vehicle (hovercraft) prototype. It details the design of major components like the hull, skirt, air box, engine assembly, and integrated lift and thrust system using one propeller.
2) Calculations are shown for determining the required air volume, pressures, and component sizes based on the hovercraft's weight and dimensions. A suitable impeller is selected to provide the needed airflow and pressure.
3) Fabrication of the prototype from materials like plywood, polystyrene, and aluminum is described. Testing showed the hovercraft could lift and propel itself carrying 75kg at 70mm above the surface at near 20km/hr.
Passenger Transport Aircraft Concept Design-FinalAlex Esche
The document describes the iterative design process for a new long-range aircraft. Over multiple tests, parameters such as fuel capacity, engine type, fuselage length, and wing design were varied to improve performance. The final proposed design incorporates composite materials, advanced systems, and a biofuel blend. It is estimated to extend major maintenance intervals by 25% compared to existing aircraft.
This is my first crack at writing a technical report for an assignment in a mechanical engineering course at the University of Alberta. How was the clarity? Any feedback on how I can improve?
This document describes a study analyzing the impact of cruise speed on the structural weight of the wings for a commercial twinjet aircraft. Ten wing designs were generated with varying cruise Mach numbers from 0.75 to 0.9 using a preliminary design tool called Asa Turbo. The wing designs were then modeled in CATIA and their structural weights estimated more accurately using a tool called PDWSW that performs preliminary wing structural design. PDWSW optimizes the wing structure layout and sizing to minimize weight while meeting strength requirements. The results provide guidance on selecting an optimal cruise speed by showing how wing structural weight evolves with speed for the aircraft concept studied.
International Journal of Engineering Research and DevelopmentIJERD Editor
Electrical, Electronics and Computer Engineering,
Information Engineering and Technology,
Mechanical, Industrial and Manufacturing Engineering,
Automation and Mechatronics Engineering,
Material and Chemical Engineering,
Civil and Architecture Engineering,
Biotechnology and Bio Engineering,
Environmental Engineering,
Petroleum and Mining Engineering,
Marine and Agriculture engineering,
Aerospace Engineering.
This document discusses determining the aerodynamic characteristics of the FX63-137 airfoil experimentally and through computer simulation. The airfoil was manufactured using a CNC machine and tested in a subsonic wind tunnel at speeds of 20m/s and 30m/s. The results were compared to simulations run using the XFOIL program. The analyses found that the best lift coefficients were 1.677586 at 12 degrees angle of attack for 20m/s wind speed and 1.681103 at 12 degrees for 30m/s, indicating maximum lift for the airfoil is achieved at those conditions.
This document presents the conceptual design of a 100-passenger regional jet aircraft intended to meet current regulations while offering improved fuel efficiency over competitors. The design was optimized using modeling tools to carry 99 passengers 500 nautical miles on 31.4 pounds of fuel per seat. Key aspects of the design include a cruise altitude of 41,000 feet and speed of Mach 0.87. The document describes the aircraft design process and tools used.
The document presents the design of the LAT-1 large air tanker aircraft by Ember Aviation in response to the 2015-2016 AIAA Foundation Undergraduate Team Aircraft Design Competition. The LAT-1 is designed to carry 5,000 gallons of water or retardant with a maximum weight of 45,000 lbs and perform 3 drops per sortie within a 200 nm radius of the base, as well as have a ferry range of 2,500 nm. The LAT-1 features a retardant tank fuselage shape with two engines mounted on top of the wings. Ember Aviation's goal was to eliminate wasted space on the aircraft by integrating all components, such as the cockpit and payload tank, directly into the aircraft structure
This report summarizes the preliminary design of the EcoBobcat DEP19 aircraft, which uses distributed electric propulsion (DEP) with 14 propellers powered by turbo-electric generators. The design team selected epoxy sheet molding compound (carbon fiber) as the primary material. An estimated empty weight of 3,200 kg was calculated based on comparable aircraft. A novel "looped-back wing" concept is proposed, with the main wing looping back to attach near the tail, powered by superconducting motors. Performance analysis shows the aircraft meets all competition requirements with a range over 3,500 km, endurance over 8 hours, and a climb rate of 513 m/min. Structural analysis confirmed the wing can
This document summarizes the design and results of a test rig to measure lift force generated by flapping wings. Numerical modeling was used to predict lift values based on wing geometry and motion parameters like frequency and angle of attack. An experimental test rig was designed and built with servo motors in the wings to control twisting instead of relying on flexibility. Force measurements from the rig were taken using a load cell as frequency and angle of attack were varied. Results showed that increasing frequency and angle of attack both increased lift force as expected based on the numerical predictions. The document provides context on bio-inspired flight and reviews other flapping wing projects to inform the design of the test rig.
This document discusses cardiovascular diseases (CVDs) and recommends ways to prevent them. It notes that 17.3 million people died from CVDs worldwide in 2008, and deaths could rise to 23.6 million by 2030. CVDs represent 30% of all global deaths. The document recommends stopping tobacco use, engaging in regular physical activity, eating a healthy diet high in omega-3 fatty acids from fish and seafood, and taking an omega-3 supplement if dietary intake is insufficient. It then introduces CaliVita's new highly concentrated omega-3 supplement with increased EPA and DHA.
Omega-3 market is expected to reach $6,955 million by 2022, with a CAGR of 14.9% from 2016 to 2022. Docosahexaenoic acid segment (DHA) dominated with three-fourths market share, in terms of revenue, in 2015. Dietary supplement application accounted for three-fifths of the global omega-3 market share, in terms of volume, in 2015 and is anticipated to grow at a CAGR of 14.1%.
Read more about this research at : https://www.alliedmarketresearch.com/omega-3-market
OMEGA 3 FATTY ACIDS AND ALZHEIMER'S DISEASEBabie Maibam
Prevention of age-related cognitive decline - a public health challenge.Nutrition, a major lifelong environmental factor, offers promising perspectives.
Omega-3 fatty acids are essential fatty acids, a class of nutrients needed for our body to function normally.
These are the fats of life which help our cells to function properly.
Omega-3 cannot be produced be our body and should be supplied through the diet.
There are 2 very important types of Omega 3 acids , namely EPA and DHA, which have amazing health benefits.
KALOFLAX 90 Softgel : A Herbal Anti Oxidant & a good source of Omega 3, 6 & 9
See: http://nirogam.com/product_detail/16/Kaloflax-90-Softgels
For more information, please see the link below : http://herbscancure.com/blog/omg-facts-about-omega-3/
Los ácidos grasos omega 3 son buenos para la salud del corazón y otras funciones del cuerpo. Pueden provenir de fuentes vegetales o animales como el pescado, y cumplen funciones importantes como componentes de membranas celulares. Los estudios muestran beneficios para la presión arterial, circulación y función cerebral, entre otros, aunque un consumo excesivo puede elevar los triglicéridos.
Omega -3 & Omega -6 Fatty acids and their Health EffectsZahir Khan
Omega-3 fatty acids are essential fatty acids, a class of nutrients needed for our body to function normally.
These are the fats of life which help our cells to function properly.
Omega-3 cannot be produced be our body and should be supplied through the diet
There are 3 very important types of Omega 3 acids
1.Alpha-linolenic acid (ALA)
2.Eicosapentaenoic acid (EPA)
3.Docosahexaenoic acid (DHA)
which have amazing health benefits
Omega 3 plays a major role in a number of functions in our body. Here are they:-
Relaxation and contraction of muscles
Blood clotting
Digestion
Fertility
Cell division
Growth
Movement of calcium and other substances in and out of cells.
This document summarizes a student aircraft design project to design a cargo plane. The objectives are to design a cargo plane to carry 600,000 kg over 4,000 km with a cruise speed of 850 km/h. The preliminary design was completed and included collecting comparative data, selecting parameters, estimating weights, selecting engines and airfoils, and creating a wing layout. Structural analysis was performed on the wing and fuselage.
The document discusses omega-3, omega-6, and omega-9 fatty acids, including their main components, plant and seafood sources, functions in the body, role in various health conditions, and deficiency symptoms. It provides details on the differences between plant and marine sources of omega-3s, how omega-3s function in the body including promoting healthy cell membranes and reducing inflammation, and conditions such as cardiovascular disease and depression that omega-3s may help prevent or treat.
Developing a Programme for Engine Design Calculations of a Commercial AirlinerIJMER
This project leads to a path of understanding the necessary fundamental calculations that
need to be done during an engine design of a commercial airliner. These calculations are hand based
calculations that are done based on the parameters of the airframe data provided by the airline
manufacturers. These calculations are a little tedious and require a paper and a pen to carry out the
procedures. This project will enable the following outcomes for the students: providing a fundamental
understanding of the aircraft engine design, more from the grounds up approach and an automated way
(program) of doing the above, enabling faster iterations and making it easy to achieve the required
parameters for designing an engine
Development of a Integrated Air Cushioned Vehicle (Hovercraft)IJMER
1) The document describes the development of an integrated air cushion vehicle (hovercraft) prototype. It details the design of major components like the hull, skirt, air box, engine assembly, and integrated lift and thrust system using one propeller.
2) Calculations are shown for determining the required air volume, pressures, and component sizes based on the hovercraft's weight and dimensions. A suitable impeller is selected to provide the needed airflow and pressure.
3) Fabrication of the prototype from materials like plywood, polystyrene, and aluminum is described. Testing showed the hovercraft could lift and propel itself carrying 75kg at 70mm above the surface at near 20km/hr.
Passenger Transport Aircraft Concept Design-FinalAlex Esche
The document describes the iterative design process for a new long-range aircraft. Over multiple tests, parameters such as fuel capacity, engine type, fuselage length, and wing design were varied to improve performance. The final proposed design incorporates composite materials, advanced systems, and a biofuel blend. It is estimated to extend major maintenance intervals by 25% compared to existing aircraft.
This is my first crack at writing a technical report for an assignment in a mechanical engineering course at the University of Alberta. How was the clarity? Any feedback on how I can improve?
This document describes a study analyzing the impact of cruise speed on the structural weight of the wings for a commercial twinjet aircraft. Ten wing designs were generated with varying cruise Mach numbers from 0.75 to 0.9 using a preliminary design tool called Asa Turbo. The wing designs were then modeled in CATIA and their structural weights estimated more accurately using a tool called PDWSW that performs preliminary wing structural design. PDWSW optimizes the wing structure layout and sizing to minimize weight while meeting strength requirements. The results provide guidance on selecting an optimal cruise speed by showing how wing structural weight evolves with speed for the aircraft concept studied.
International Journal of Engineering Research and DevelopmentIJERD Editor
Electrical, Electronics and Computer Engineering,
Information Engineering and Technology,
Mechanical, Industrial and Manufacturing Engineering,
Automation and Mechatronics Engineering,
Material and Chemical Engineering,
Civil and Architecture Engineering,
Biotechnology and Bio Engineering,
Environmental Engineering,
Petroleum and Mining Engineering,
Marine and Agriculture engineering,
Aerospace Engineering.
This document discusses determining the aerodynamic characteristics of the FX63-137 airfoil experimentally and through computer simulation. The airfoil was manufactured using a CNC machine and tested in a subsonic wind tunnel at speeds of 20m/s and 30m/s. The results were compared to simulations run using the XFOIL program. The analyses found that the best lift coefficients were 1.677586 at 12 degrees angle of attack for 20m/s wind speed and 1.681103 at 12 degrees for 30m/s, indicating maximum lift for the airfoil is achieved at those conditions.
This document presents the conceptual design of a 100-passenger regional jet aircraft intended to meet current regulations while offering improved fuel efficiency over competitors. The design was optimized using modeling tools to carry 99 passengers 500 nautical miles on 31.4 pounds of fuel per seat. Key aspects of the design include a cruise altitude of 41,000 feet and speed of Mach 0.87. The document describes the aircraft design process and tools used.
The document presents the design of the LAT-1 large air tanker aircraft by Ember Aviation in response to the 2015-2016 AIAA Foundation Undergraduate Team Aircraft Design Competition. The LAT-1 is designed to carry 5,000 gallons of water or retardant with a maximum weight of 45,000 lbs and perform 3 drops per sortie within a 200 nm radius of the base, as well as have a ferry range of 2,500 nm. The LAT-1 features a retardant tank fuselage shape with two engines mounted on top of the wings. Ember Aviation's goal was to eliminate wasted space on the aircraft by integrating all components, such as the cockpit and payload tank, directly into the aircraft structure
This report summarizes the preliminary design of the EcoBobcat DEP19 aircraft, which uses distributed electric propulsion (DEP) with 14 propellers powered by turbo-electric generators. The design team selected epoxy sheet molding compound (carbon fiber) as the primary material. An estimated empty weight of 3,200 kg was calculated based on comparable aircraft. A novel "looped-back wing" concept is proposed, with the main wing looping back to attach near the tail, powered by superconducting motors. Performance analysis shows the aircraft meets all competition requirements with a range over 3,500 km, endurance over 8 hours, and a climb rate of 513 m/min. Structural analysis confirmed the wing can
This document summarizes the design and results of a test rig to measure lift force generated by flapping wings. Numerical modeling was used to predict lift values based on wing geometry and motion parameters like frequency and angle of attack. An experimental test rig was designed and built with servo motors in the wings to control twisting instead of relying on flexibility. Force measurements from the rig were taken using a load cell as frequency and angle of attack were varied. Results showed that increasing frequency and angle of attack both increased lift force as expected based on the numerical predictions. The document provides context on bio-inspired flight and reviews other flapping wing projects to inform the design of the test rig.
This document provides details of an aircraft design project for a new personal jet called "The Flash" being designed by Kent Aerospace. It includes sections on requirements analysis, technical design, manufacturing plan, regulatory compliance, program management, finance, marketing, and socioeconomic impacts. The technical design section provides details on sizing methodology, assumptions, wing and tail geometry, thrust-to-weight ratio, powerplant specifications, wing loading data, and performance results. The design utilizes twin DGEN 380 turbofan engines from Price Induction and is intended to carry 3 passengers up to 800 nautical miles at a cruise speed of 230 knots.
1) A prototype twisting wing was developed using shape memory alloy actuators to enable variable wing twist.
2) Benchtop and wind tunnel testing showed that the wing could be twisted up to 10 degrees using a PID controller to precisely control wing twist.
3) Wind tunnel tests measured how lift and drag coefficients varied with angle of attack for different levels of controlled wing twist.
This document provides a final project report for the design of the Dragonfly Mk. I aircraft by TERA (Tyler, Elliot, Robert Aerospace). It summarizes the comparison to existing aircraft, the design requirements and specifications, and provides justifications for design elements like the wing loading, thrust-to-weight ratio, and T-tail configuration. The goal was to design a small personal jet capable of carrying 10 passengers for nearly 8,800 miles between Philadelphia and Bangkok, Thailand with minimized fuel consumption.
The document provides a design report for a micro class aircraft created by Team 310 of BMS College of Engineering for the SAE Aero Design West competition in 2015. The team designed a conventional aircraft configuration to maximize payload fraction and flight scores. Key aspects of the design included selecting a high lift airfoil, optimizing the wing and fuselage geometry, and utilizing lightweight composite and laser-cut materials. Performance was analyzed through finite element analysis, CFD, and wind tunnel testing. The manufacturing and testing process are also summarized.
Rapid Development of a Rotorcraft UAV System - AHS Tech Specialists Meeting 2005Mark Hardesty
This document summarizes the development of a rotorcraft unmanned aerial vehicle (UAV) system by Boeing Phantom Works over less than one year. They selected the MD 530F helicopter due to its performance capabilities and military counterpart. The design integrated commercial off-the-shelf hardware and proprietary Boeing flight control software. Bench and flight testing were prioritized to rapidly expand the flight envelope from initial engagement of the electrical flight controls to autonomous takeoffs, landings and navigation. The manual override capability allowed high-risk prototype systems to be safely tested.
Aerodynamic Performance Analysis of a Co-Flow Jet Aerofoil using CFDIRJET Journal
This document discusses a computational fluid dynamics (CFD) analysis of a co-flow jet aerofoil design intended to enhance aerodynamic performance. The analysis compares the lift, drag, and stall characteristics of a baseline aerofoil to a modified co-flow jet aerofoil design. The co-flow jet aerofoil incorporates jets of high-pressure air injected towards the leading edge and sucked from the trailing edge, maintaining zero net mass flux across the aerofoil. This is intended to increase circulation and lift while decreasing drag. The CFD analysis is conducted using Reynolds-averaged Navier-Stokes equations to simulate performance at various angles of attack. Preliminary results suggest the co-flow jet design achieves
The document summarizes the design process for a business jet capable of carrying 6 passengers up to 1500nm. Calculations were done to determine the required wing design based on the jet's weight and performance parameters. A transonic airfoil was selected, and calculations determined the wing should have an aspect ratio of 7 and wingspan of 27.487m. CFD analysis found the lift force was close to calculations but drag force was much higher, likely due to difficulty calculating drag by hand. The rest of the aircraft was designed around the selected wing.
This document summarizes the design of the Jayhawk Economic Turboprop Transport (J.E.T.T.) aircraft for the 2013-2014 AIAA Undergraduate Team Aircraft Design Competition. It provides the mission specifications for a new regional turboprop airliner, including a 400 nautical mile economic mission carrying 75 passengers and a 1,600 nautical mile design mission carrying 67 passengers. It then describes the initial configurations considered and presents analysis on determining design parameters through statistical modeling techniques. Key aspects of the preliminary aircraft design are summarized, including engine selection, wing design, and layout of major systems.
Similar to Alex Esche Concept Aircraft Project (20)
1. 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.
2. CONCEPT AIRCRAFT PROJECT 2
Concept Aircraft Project
Alex Esche
ASCI 607-Advanced Aircraft/Spacecraft Systems
Embry-Riddle Aeronautical University Worldwide
3. CONCEPT AIRCRAFT PROJECT 3
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
4. CONCEPT AIRCRAFT PROJECT 4
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
5. CONCEPT AIRCRAFT PROJECT 5
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.
6. CONCEPT AIRCRAFT PROJECT 6
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 - -
7. CONCEPT AIRCRAFT PROJECT 7
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.
8. CONCEPT AIRCRAFT PROJECT 8
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
Max Capacity 301 pax 301 pax - -
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 -
Figure 4. This is a screenshot of the concept aircraft instrument panel while flying with the Test
1.2 configuration in the X-Plane 10 flight simulator.
9. CONCEPT AIRCRAFT PROJECT 9
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.
10. CONCEPT AIRCRAFT PROJECT 10
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
Flight Performance of Test 2.1 Configuration
Test 2.1 Original Difference Requirement
Altitude 50,000ft 49,200ft + 800ft Met
Max Speed 0.932 Mach 0.835 Mach + 0.097 Mach -0.018 Mach
Max Capacity 301 pax 301 pax - -
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 - -
11. CONCEPT AIRCRAFT PROJECT 11
Figure 6. This is a screenshot of the concept aircraft instrument panel while flying with the Test
2.1 configuration in the X-Plane 10 flight simulator.
Figure 7. This is a screenshot of the concept design with the Test 2.1 configuration being flown
in the X-Plane 10 flight simulator.
12. CONCEPT AIRCRAFT PROJECT 12
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.
At 100% power, a fuselage length of 295 feet, and a MTOW of 590,037lbs, Test 2.2 was
able to achieve an operating altitude of 50,000 feet at a speed of Mach 0.949. The minimum
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
Flight Performance of Test 2.2 Configuration
Test 2.2 Previous Test Difference Requirement
Altitude 50,000ft 50,000ft None Met
Max Speed 0.949 Mach 0.932 Mach + 0.017 Mach -0.001 Mach
Max Capacity 301 pax 301 pax - -
Fuel Capacity 131,026lbs 131,026lbs - -
MTOW 590,037lbs 585,037lbs + 5000 -
Empty Weight,
Operating
260,578lbs 255,578lbs + 5,000 -
Max Thrust 229,576lbs 229,576lbs None -
13. CONCEPT AIRCRAFT PROJECT 13
Fuselage
Length
295ft 209ft + 86 -
Figure 8. This is a screenshot of the concept aircraft instrument panel while flying with the Test
2.2 configuration in the X-Plane 10 flight simulator.
Figure 9. This is a screenshot of the concept design with the Test 2.2 configuration being flown
in the X-Plane 10 flight simulator.
14. CONCEPT AIRCRAFT PROJECT 14
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.
15. CONCEPT AIRCRAFT PROJECT 15
Table 6
Flight Performance of Test 3.1 Configuration
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)
Max Capacity 301 pax 301 pax - -
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 - -
Figure 10. This is a screenshot of the concept aircraft instrument panel while flying with the Test
3.1 configuration in the X-Plane 10 flight simulator.
16. CONCEPT AIRCRAFT PROJECT 16
Figure 11. This is a screenshot of the concept design with the Test 3.1 configuration being flown
in the X-Plane 10 flight simulator.
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.
At 100% power, a fuselage length of 295 feet, and a MTOW of 588,011lbs, Test 3.2 was
able to achieve an operating altitude of 50,000 feet at a speed of Mach 0.977. The minimum
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
17. CONCEPT AIRCRAFT PROJECT 17
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
Flight Performance of Test 3.2 Configuration
Test 3.2 Previous Test Difference Requirement
Altitude 50,000ft 50,000ft None Met
Max Speed 0.977 Mach 0.966 Mach + 0.011 Mach + 0.027 Mach
(Met)
Max Capacity 301 pax 301 pax - -
Fuel Capacity 131,026lbs 131,026lbs - -
MTOW 588,011lbs 583,011lbs - -
Empty Weight,
Operating
258,552lbs 253,552lbs - -
Max Thrust 288,789lbs 288,789lbs - -
Fuselage Length 295ft 209ft + 86 -
18. CONCEPT AIRCRAFT PROJECT 18
Figure 12. This is a screenshot of the concept aircraft instrument panel while flying with the Test
3.2 configuration in the X-Plane 10 flight simulator.
Figure 13. This is a screenshot of the concept design with the Test 3.2 configuration being flown
in the X-Plane 10 flight simulator.
19. CONCEPT AIRCRAFT PROJECT 19
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.
20. CONCEPT AIRCRAFT PROJECT 20
Table 8
Flight Performance of Test 3.3 Configuration
Test 3.3 Previous Test Difference Requirement
Altitude 50,000ft 50,000ft None Met
Max Speed 1.110 Mach 0.977 Mach + 0.133 Mach + 0.160 Mach
(Met)
Max Capacity 301 pax 301 pax - -
Fuel Capacity 131,026lbs 131,026lbs - -
MTOW 588,011lbs 588,011lbs - -
Empty Weight,
Operating
258,552lbs 258,552lbs - -
Max Thrust 288,789lbs 288,789lbs - -
Fuselage Length 295ft 295ft - -
Fuselage
Diameter
20ft 20ft - -
Wingspan 216ft 212ft + 8ft -
Wing Area 12,960ft^2 4,605ft^2 + 8,355ft^2 -
Figure 14. This is a screenshot of the concept aircraft instrument panel while flying with the Test
3.3 configuration in the X-Plane 10 flight simulator.
21. CONCEPT AIRCRAFT PROJECT 21
Figure 15. This is a screenshot of the concept design with the Test 3.3 configuration being flown
in the X-Plane 10 flight simulator.
Figure 16. This is a screenshot of the concept design with the Test 3.3 configuration being flown
in the X-Plane 10 flight simulator.
22. CONCEPT AIRCRAFT PROJECT 22
Figure 17. This is a screenshot of the concept design with the Test 3.3 configuration being flown
in the X-Plane 10 flight simulator.
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
23. CONCEPT AIRCRAFT PROJECT 23
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
Flight Performance of Test 3.4 Configuration
Test 3.4 Previous Test Difference Requirement
Altitude 50,000ft 50,000ft None Met
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)
Max Capacity 301 pax 301 pax - -
Fuel Capacity 131,026lbs 131,026lbs - -
MTOW 588,011lbs 588,011lbs - -
Empty Weight,
Operating
258,552lbs 258,552lbs - -
Max Thrust 288,789lbs 288,789lbs - -
Fuselage Length 315ft 295ft + 20ft -
Fuselage Diameter 15ft 20ft - 5ft -
24. CONCEPT AIRCRAFT PROJECT 24
Figure 18. This is a screenshot of the concept aircraft instrument panel while flying with the Test
3.4 configuration in the X-Plane 10 flight simulator with 100% power.
Figure 19. This is a screenshot of the concept aircraft instrument panel while flying with the Test
3.4 configuration in the X-Plane 10 flight simulator with 90% power.
25. CONCEPT AIRCRAFT PROJECT 25
Figure 20. This is a screenshot of the concept design with the Test 3.4 configuration being flown
in the X-Plane 10 flight simulator.