The turbofan engine is a propulsive mechanism to combine the high thrust of a turbojet with the high efficiency of a propeller. Basically, a turbojet engine forms the core of the turbofan; the core contains the diffuser, compressor, burner, turbine, and nozzle. However, in the
turbofan engine, the turbine drives not only the compressor, but also a large fan external to the core. The fan itself is contained in a shroud that is wrapped around the core.
The turbofan engine is a propulsive mechanism to combine the high thrust of a turbojet with the high efficiency of a propeller. Basically, a turbojet engine forms the core of the turbofan; the core contains the diffuser, compressor, burner, turbine, and nozzle. However, in the
turbofan engine, the turbine drives not only the compressor, but also a large fan external to the core. The fan itself is contained in a shroud that is wrapped around the core.
This Presentation gives a brief idea on turbojet engines, their components, working principle and also on the materials used in both the hot and cold sections of the engine, applications, etc..
The presentation was prepared for an Technical Paper Presentation competition. It contains basic conceptual explanations pertaining to the BWB concept.
Compressor Types
Compressor Performance
Compressed Air System Components
Efficient Operation of Compressed Air Systems
Compressor Capacity Assessment
Checklist for Energy Efficiency in Compressed Air System
00923006902338
This Presentation gives a brief idea on turbojet engines, their components, working principle and also on the materials used in both the hot and cold sections of the engine, applications, etc..
The presentation was prepared for an Technical Paper Presentation competition. It contains basic conceptual explanations pertaining to the BWB concept.
Compressor Types
Compressor Performance
Compressed Air System Components
Efficient Operation of Compressed Air Systems
Compressor Capacity Assessment
Checklist for Energy Efficiency in Compressed Air System
00923006902338
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
• Created a conceptual aircraft that can use wing in ground effect to fly at low altitude to achieve fuel efficiency and high payload carrying capacity.
Design and Analysis of Solar Powered RC Aircrafttheijes
The International Journal of Engineering & Science is aimed at providing a platform for researchers, engineers, scientists, or educators to publish their original research results, to exchange new ideas, to disseminate information in innovative designs, engineering experiences and technological skills. It is also the Journal's objective to promote engineering and technology education. All papers submitted to the Journal will be blind peer-reviewed. Only original articles will be published.
Strategic design of aircraft wings have evolved over time for maximum fuel efficiency. One of such ideas involves winglet which has been known
to reduce turbulence at the tip of the wings. This study intends to investigate the
differences in drag and lift forces generated at aeroplane wings with and without winglet at cruising speed using FEM. Simulations were performed in the
SST turbulence model of CFD and the results are compared to that of the experimental and theoretical models. The simulation showed that the lift increased
by 26.0% and the drag decreased by 74.6% for the winglet at cruising speed.
International Journal of Engineering Research and Applications (IJERA) is an open access online peer reviewed international journal that publishes research and review articles in the fields of Computer Science, Neural Networks, Electrical Engineering, Software Engineering, Information Technology, Mechanical Engineering, Chemical Engineering, Plastic Engineering, Food Technology, Textile Engineering, Nano Technology & science, Power Electronics, Electronics & Communication Engineering, Computational mathematics, Image processing, Civil Engineering, Structural Engineering, Environmental Engineering, VLSI Testing & Low Power VLSI Design etc.
Troubleshooting and Enhancement of Inverted Pendulum System Controlled by DSP...Thomas Templin
An inverted pendulum is a pendulum that has its center of mass above its pivot point. It is often implemented with the pivot point mounted on a cart that can move horizontally and may be called a cart-and-pole system. A normal pendulum is always stable since the pendulum hangs downward, whereas the inverted pendulum is inherently unstable and trivially underactuated (because the number of actuators is less than the degrees of freedom). For these reasons, the inverted pendulum has become one of the most important classical problems of control engineering. Since the 1950s, the inverted-pendulum benchmark, especially the cart version, has been used for the teaching and understanding of the use of linear-feedback control theory to stabilize an open-loop unstable system.
The objectives of this project are to:
• Focus on hardware and software troubleshooting and enhancement of an inverted-pendulum system controlled by a DSP28355 microprocessor and CCSv7.1 software.
• Use the swing-up strategy to move the pendulum into the unstable upward position (‘saddle’). The cart/pole system employs linear bearings for back-and-forward motion. The motor shaft has a pinion gear that rides on a track permitting the cart to move in a linear fashion. Both rack and pinion are made of hardened steel and mesh with a tight tolerance. The rack-and-pinion mechanism eliminates undesirable effects found in belt-driven and free-wheel systems, such as slippage or belt stretching, ensuring consistent and continuous traction.
• The motor shaft is coupled to a high-resolution optical encoder that accurately measures the position of the cart. The angle of the pendulum is also measured by an optical encoder, and the system employs an LQR controller to stabilize the pendulum rod at the unstable-equilibrium position.
• Addition of real-time status reporting and visualization of the system.
For the project, the Quanser High Frequency Linear Cart (HFLC) was used. The HFLC system consists of a precisely machined solid aluminum cart driven by a high-power 3-phase brushless DC motor. The cart slides along two high-precision, ground-hardened stainless steel guide rails, allowing for multiple turns and continuous measurement over the entire range of motion.
Our team implemented a control strategy that consists of a linear stabilizing LQR controller, proportional-integral swing-up control, and a supervisory coordinator that determines the control strategy (LQR or swing-up) to be used at any given time. The function of the linear stabilizer is to stabilize the system when it is in the vicinity of the unstable equilibrium. When the pendulum is in its natural state (straight-down stable-equilibrium node), the swing-up controller provides the cart/pendulum system with adequate energy to move the pendulum to the unstable equilibrium inside the “region of attraction” in which the linearized LQR controller is functional.
An Overview of Superconductivity with Special Attention on Thermodynamic Aspe...Thomas Templin
Superconductors are special types of conductors that exhibit a variety of physical phenomena such as zero resistivity, the absence of thermoelectric effects, ideal diamagnetism, the existence of a Meissner effect, and flux quantization. The observed phenomena mean that superconductivity is a well-defined thermodynamic equilibrium state/phase that does not depend on a sample’s history. Changes of phase are entirely reversible, and once a substance has come to equilibrium with its surroundings, there is no memory of its past history.
A variety of theoretical approaches have been developed to explain superconductivity. These include the two-fluid model of superconductivity, the Ginzburg-Landau theory, and the BCS model. These models are most suitable to explain the phenomena associated with type-I superconductors, i.e., the types of superconductors that only exist when the external magnetic field is below a relatively low threshold value of Bc as well as below a transition temperature Tc close to 0 K. In the 1980s a new type of superconductors was discovered, called type-II superconductors. Type-II materials are characterized by the coexistence of normally conducting and superconducting states as well as relatively high values of the critical field and transition temperature. Type-II superconductors have been used in a variety of technological applications, such as superconducting electromagnets, MRI, particle accelerators, levitating trains, and superconducting quantum-interference devices (SQUIDs).
The superconducting state has a lower free energy than the normal state. The exclusion of the magnetic field from a superconductor leads to an increase in the free energy. The Meissner effect thus implies the existence of a thermodynamical critical field for which these two effects balance out. Knowing only the experimental temperature dependence of the critical field, the Gibbs free energy, the entropy, and the specific heat that characterize the superconducting phase can be determined.
Equipping the MeArm Open Source Robot Arm with Mobile, Sensory, and Enhanced ...Thomas Templin
Since the 1960s, the pace of developing and implementing automated warehouse solutions has steadily picked up. Supply-chain-automation technologies, including the deployment of robotized warehouse systems, have strived to enhance distribution efficiency, reduce warehouse inventory, ensure item availability, enable non-stop operation, minimize placement errors, and reduce labor cost. Both robotic arms and mobile robots have been employed in the efficient fulfillment of warehouse needs.
It is proposed that the MeArm v. 1.1 be modified to simulate the distribution of items in a warehouse. The modified MeArm implements a miniaturized and simplified version of the following scenario: The robot serves at the receiving station of a company. It accepts packages of uniform size, but different type, at a specific location. Depending on package type, the robot transports a received package to one of three spatially separate storage sites in the same room of the warehouse, one meter behind the receiving station, a distance too far to reach with a robotic arm alone. Since the company’s operations are of a high-throughput nature and delivered goods are being used in near real time, it is essential that the robot performs the task efficiently and speedily.
This type of task is useful to companies that seek to automate the distribution of goods in a warehouse. If items are to be transported to multiple storage sites that are out of reach of a stationary arm, a hybrid mobile/arm-type robot is a feasible solution. As the MeArm is a stationary robotic arm without any sensors, placing the MeArm on a mobile base and outfitting it with a sensor that can detect what type of item is inside its end-effector claw requires modifications of moderate complexity.
Automated Detection of Frustration presentationThomas Templin
Frustration is an emotional reaction to the thwarting of the completion of a task or the achievement of a goal, the intensity of which depends on goal commitment and self-efficacy. The experience of frustration is correlated with undesirable behavioral consequences; in particular, frustration has been shown to impede progress in learning difficult subject matter. The emotional state of frustration reflects heightened arousal of the autonomic nervous system, which can be detected by a variety of physiological tests. Affective computing is a new subdiscipline of human-computer interaction studies that strives to train computer algorithms to automatically detect frustration, to initiate early countermeasures and cognitive, affective, and behavioral interventions. The goal is to make learning more pleasurable and less cumbersome, and ultimately improve the learning outcome. Presently, the accuracy of the affective assessments made by trained and tested artificially intelligent systems, based on fused sensor data, are comparable to the quality of judgments made by professionals specializing in human behavior. Affective computing offers the possibility of employing non-invasive technologies, such as web cams, to monitor the affective states of computer users and to initiate emotional and behavioral interventions when a counterproductive intensity of frustration is detected in a user.
Frustration is an emotional reaction to the thwarting of the completion of a task or the achievement of a goal, the intensity of which depends on goal commitment and self-efficacy. The experience of frustration is correlated with undesirable behavioral consequences; in particular, frustration has been shown to impede progress in learning difficult subject matter. The emotional state of frustration reflects heightened arousal of the autonomic nervous system, which can be detected by a variety of physiological tests. Affective computing is a new subdiscipline of human-computer interaction studies that strives to train computer algorithms to automatically detect frustration, to initiate early countermeasures and cognitive, affective, and behavioral interventions. The goal is to make learning more pleasurable and less cumbersome, and ultimately improve the learning outcome. Presently, the accuracy of the affective assessments made by trained and tested artificially intelligent systems, based on fused sensor data, are comparable to the quality of judgments made by professionals specializing in human behavior. Affective computing offers the possibility of employing non-invasive technologies, such as web cams, to monitor the affective states of computer users and to initiate emotional and behavioral interventions when a counterproductive intensity of frustration is detected in a user.
Deliberations on and Suggestions for Revising Canon Four of the Code of Ethic...Thomas Templin
Divergent duties arise for the engineer from the obligation to hold paramount the safety, health, and welfare of the public and from the obligation to be a loyal agent or trustee for an employer or client. These differing obligations are codified in Canons One and Four of the Code of Ethics for Engineers of the National Society of Professional Engineers (NSPE). They are a recurrent source of ethical conflict for engineers, as can be seen from the cases addressed by the NSPE’s Board of Ethical Review. It is sometimes not easy and straightforward for engineers to decide how to weigh the various factors involved in a situation and how to act when the two principles appear to be in conflict. This is particularly true when the engineer is employed, rather than working in private practice, frequently by a rather large organization, such as a profit-oriented corporation.
Using the Componentwise Metropolis-Hastings Algorithm to Sample from the Join...Thomas Templin
Markov Chain Monte Carlo (MCMC) methods provide a way to sample from a distribution (e.g., the joint posterior distribution for the parameters of a Bayesian model). These methods are useful when analytic solutions for parameter estimations do not exist. If the Markov chain is long, the sampled random variables are (approximately) identically distributed, but they are not independent because in a Markov chain each random variable depends on the previous one. However, because the Ergodic Theorem applies to MCMC methods, the chains converge (with probability one) to the stationary distribution, which for our purposes is the Bayesian joint posterior distribution.
MCMC methods are frequently implemented using a Gibbs sampler. This, however, requires knowledge of the parameters' conditional distributions, which are frequently not available. In this case, another MCMC method, called the Metropolis-Hastings algorithm, can be used. The Metropolis-Hastings algorithm is a type of acceptance/rejection method. It requires a candidate-generating distribution, also called proposal distribution. Ideally, the proposal distribution should be similar to the posterior distribution, but any distribution with the same support as the posterior is possible.
The Metropolis-Hastings algorithm generalizes to multidimensional distributions. In the multidimensional case, there are two types of algorithms ― the "regular" algorithm and the "componentwise" algorithm. Whereas the "regular" algorithm computes a full proposal vector at each step, the "componentwise" algorithm, which is implemented here for a binomial regression model, updates each component at a time, so that the proposals for all the components are evaluated, i.e., accepted or rejected, in turn.
Feature Detection in Aerial Images for Post-Disaster Needs Assessment (report)Thomas Templin
Robotic aircraft can be rapidly deployed to capture high-resolution, low-cost aerial imagery for the purpose of post-disaster damage and needs assessment. Recently, WeRobotics, OpenAerialMap, and the World Bank captured a set of aerial images from an island state in the South Pacific, to challenge groups of qualified volunteers to develop various classifiers for baseline analysis and future damage assessment. Dr. Patrick Meier from WeRobotics made the imagery available to me, and I decided to design classifiers to detect coconut trees and asphalt/dirt roads. Four distinct object detectors (two ensembles of weak learners and two convolutional neural networks) were developed, of which two (ACF, Faster R-CNN) are based on very recently developed algorithms. Boosted ensembles of decision stumps outperformed convolutional networks in detecting coconut trees. A semantic segmentation network detected roads reasonably well, and performance might be improved by adding more training images, including synthetically generated ones.
Feature Detection in Aerial Images for Post-Disaster Needs Assessment (presen...Thomas Templin
Robotic aircraft can be rapidly deployed to capture high-resolution, low-cost aerial imagery for the purpose of post-disaster damage and needs assessment. Recently, WeRobotics, OpenAerialMap, and the World Bank captured a set of aerial images from an island state in the South Pacific, to challenge groups of qualified volunteers to develop various classifiers for baseline analysis and future damage assessment. Dr. Patrick Meier from WeRobotics made the imagery available to me, and I decided to design classifiers to detect coconut trees and asphalt/dirt roads. Four distinct object detectors (two ensembles of weak learners and two convolutional neural networks) were developed, of which two (ACF, Faster R-CNN) are based on very recently developed algorithms. Boosted ensembles of decision stumps outperformed convolutional networks in detecting coconut trees. A semantic segmentation network detected roads reasonably well, and performance might be improved by adding more training images, including synthetically generated ones.
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Explore the innovative world of trenchless pipe repair with our comprehensive guide, "The Benefits and Techniques of Trenchless Pipe Repair." This document delves into the modern methods of repairing underground pipes without the need for extensive excavation, highlighting the numerous advantages and the latest techniques used in the industry.
Learn about the cost savings, reduced environmental impact, and minimal disruption associated with trenchless technology. Discover detailed explanations of popular techniques such as pipe bursting, cured-in-place pipe (CIPP) lining, and directional drilling. Understand how these methods can be applied to various types of infrastructure, from residential plumbing to large-scale municipal systems.
Ideal for homeowners, contractors, engineers, and anyone interested in modern plumbing solutions, this guide provides valuable insights into why trenchless pipe repair is becoming the preferred choice for pipe rehabilitation. Stay informed about the latest advancements and best practices in the field.
Cosmetic shop management system project report.pdfKamal Acharya
Buying new cosmetic products is difficult. It can even be scary for those who have sensitive skin and are prone to skin trouble. The information needed to alleviate this problem is on the back of each product, but it's thought to interpret those ingredient lists unless you have a background in chemistry.
Instead of buying and hoping for the best, we can use data science to help us predict which products may be good fits for us. It includes various function programs to do the above mentioned tasks.
Data file handling has been effectively used in the program.
The automated cosmetic shop management system should deal with the automation of general workflow and administration process of the shop. The main processes of the system focus on customer's request where the system is able to search the most appropriate products and deliver it to the customers. It should help the employees to quickly identify the list of cosmetic product that have reached the minimum quantity and also keep a track of expired date for each cosmetic product. It should help the employees to find the rack number in which the product is placed.It is also Faster and more efficient way.
CFD Simulation of By-pass Flow in a HRSG module by R&R Consult.pptxR&R Consult
CFD analysis is incredibly effective at solving mysteries and improving the performance of complex systems!
Here's a great example: At a large natural gas-fired power plant, where they use waste heat to generate steam and energy, they were puzzled that their boiler wasn't producing as much steam as expected.
R&R and Tetra Engineering Group Inc. were asked to solve the issue with reduced steam production.
An inspection had shown that a significant amount of hot flue gas was bypassing the boiler tubes, where the heat was supposed to be transferred.
R&R Consult conducted a CFD analysis, which revealed that 6.3% of the flue gas was bypassing the boiler tubes without transferring heat. The analysis also showed that the flue gas was instead being directed along the sides of the boiler and between the modules that were supposed to capture the heat. This was the cause of the reduced performance.
Based on our results, Tetra Engineering installed covering plates to reduce the bypass flow. This improved the boiler's performance and increased electricity production.
It is always satisfying when we can help solve complex challenges like this. Do your systems also need a check-up or optimization? Give us a call!
Work done in cooperation with James Malloy and David Moelling from Tetra Engineering.
More examples of our work https://www.r-r-consult.dk/en/cases-en/
Welcome to WIPAC Monthly the magazine brought to you by the LinkedIn Group Water Industry Process Automation & Control.
In this month's edition, along with this month's industry news to celebrate the 13 years since the group was created we have articles including
A case study of the used of Advanced Process Control at the Wastewater Treatment works at Lleida in Spain
A look back on an article on smart wastewater networks in order to see how the industry has measured up in the interim around the adoption of Digital Transformation in the Water Industry.
Final project report on grocery store management system..pdfKamal Acharya
In today’s fast-changing business environment, it’s extremely important to be able to respond to client needs in the most effective and timely manner. If your customers wish to see your business online and have instant access to your products or services.
Online Grocery Store is an e-commerce website, which retails various grocery products. This project allows viewing various products available enables registered users to purchase desired products instantly using Paytm, UPI payment processor (Instant Pay) and also can place order by using Cash on Delivery (Pay Later) option. This project provides an easy access to Administrators and Managers to view orders placed using Pay Later and Instant Pay options.
In order to develop an e-commerce website, a number of Technologies must be studied and understood. These include multi-tiered architecture, server and client-side scripting techniques, implementation technologies, programming language (such as PHP, HTML, CSS, JavaScript) and MySQL relational databases. This is a project with the objective to develop a basic website where a consumer is provided with a shopping cart website and also to know about the technologies used to develop such a website.
This document will discuss each of the underlying technologies to create and implement an e- commerce website.
Sachpazis:Terzaghi Bearing Capacity Estimation in simple terms with Calculati...Dr.Costas Sachpazis
Terzaghi's soil bearing capacity theory, developed by Karl Terzaghi, is a fundamental principle in geotechnical engineering used to determine the bearing capacity of shallow foundations. This theory provides a method to calculate the ultimate bearing capacity of soil, which is the maximum load per unit area that the soil can support without undergoing shear failure. The Calculation HTML Code included.
Water scarcity is the lack of fresh water resources to meet the standard water demand. There are two type of water scarcity. One is physical. The other is economic water scarcity.
Overview of the fundamental roles in Hydropower generation and the components involved in wider Electrical Engineering.
This paper presents the design and construction of hydroelectric dams from the hydrologist’s survey of the valley before construction, all aspects and involved disciplines, fluid dynamics, structural engineering, generation and mains frequency regulation to the very transmission of power through the network in the United Kingdom.
Author: Robbie Edward Sayers
Collaborators and co editors: Charlie Sims and Connor Healey.
(C) 2024 Robbie E. Sayers
Student information management system project report ii.pdfKamal Acharya
Our project explains about the student management. This project mainly explains the various actions related to student details. This project shows some ease in adding, editing and deleting the student details. It also provides a less time consuming process for viewing, adding, editing and deleting the marks of the students.
Student information management system project report ii.pdf
Design Optimization and Carpet Plot
1. Thomas Templin; MEM 425-001; September 2, 2016
Design Optimization & Carpet Plot
Refined Weight Estimate
Our team initially surmised that the takeoff gross weight of the aircraft we designed would be
around 100,000 lb, based on the published weight of the Gulfstream G650 ER, an aircraft with
somewhat similar requirements and specifications (Gulfstream G650ER, 2016, p. 3). Our initial
weight estimate, based on mission-segment fuel ratios, resulted in a takeoff-weight estimate of
99,821 lb (Raymer, 2012, pp. 27–47; Anderson, 1999, pp. 398–406). In order to arrive at a more
reliable estimate, our team decided to re-estimate the aircraft’s weight, in an iterative fashion,
after the configuration layout had been completed, using statistical methods based on regression
analysis and physics-based models, until convergence was achieved (Raymer, 2012, pp. 583–
594). The following equations for general-aviation weights were employed to compute
component weights:
𝑊wing = 0.036𝑆 𝑊
0.758
𝑊𝑓𝑤
0.0035
(
𝐴
cos2Λ
)
0.6
𝑞0.006
𝜆0.04
(
100 𝑡 𝑐⁄
cos Λ
)
−0.3
(1.5 𝑁 𝑊dg)
0.49
𝑊horizontal tail = 0.016(1.5 𝑁 𝑊dg)
0.414
𝑞0.168
𝑆ht
0.896
(
100 𝑡 𝑐⁄
cos Λ
)
−0.12
(
𝐴
cos2Λht
)
0.043
𝜆ht
−0.02
𝑊vertical tail = 0.073 (1 + 0.2
𝐻𝑡
𝐻𝑣
) (1.5 𝑁 𝑊dg)
0.376
𝑞0.122
𝑆vt
0.873
× (
100 𝑡 𝑐⁄
cos Λvt
)
−0.49
(
𝐴
cos2Λvt
)
0.357
𝜆vt
0.039
𝑊fuselage = 0.052𝑆𝑓
1.086
(1.5 𝑁 𝑊dg)
0.177
𝐿 𝑡
−0.051(𝐿 𝐷⁄ )−0.072
𝑞0.241
𝑊landing gear = 0.057𝑊dg
𝑊installed engine (total) = 2.575𝑊en
0.922
𝑁en
𝑊all else empty = 0.1𝑊dg
The following symbols were used in the above weights equations:
2. 2
A aspect ratio
Ht horizontal tail height above fuselage, ft
Hv vertical tail height above fuselage, ft
L/D lift-to-drag ratio
Lt tail length; wing quarter-MAC to tail quarter-MAC, ft
N limit load factor
Nen number of engines (total for aircraft)
q dynamic pressure at cruise, lb/ft2
Sf fuselage wetted area, ft2
Sht horizontal tail area, ft2
Svt vertical tail area, ft2
Sw trapezoidal wing area, ft2
t/c thickness-to-chord ratio
Wdg flight design gross weight, lb
Wen engine weight, each, lb
Wfw weight of fuel in wing, lb
Λ wing sweep at 25% MAC (subscript “t” or “h” for horizontal tail, “v” for vertical tail)
λ taper ratio (wing or tail)
During this process the fuel weight was fixed at 40,000 lb, in order to satisfy the range
requirement of 10,000 mi. This analysis produced a refined estimate of the takeoff gross weight
of 76,068 lb. The wing loading and thrust-to-weight ratio were also updated with each iteration,
and their final values came out to be W/S = 55 lb/ft2
and T/W = 0.22.
Design Optimization
In an attempt to potentially further reduce the aircraft’s weight (which was considered the
measure of merit), classical optimization using a sizing matrix and a carpet plot was performed
(Raymer, 2012, pp. 734–741). During this process, both the wing loading and the thrust-to-
weight ratio were systematically altered around their computed baseline values, and the aircraft
weight was re-estimated using the above-mentioned iterative algorithm. More specifically, the
following values were employed for these two performance parameters: W/S = 45, 55, or 65
lb/ft2
and T/W = 0.14, 0.22, or 0.26.
Whereas the new weight estimate was obtained by directly changing the W/S value in the
iterative loop of the MATLAB program, and thus not subjecting it to recalculation, increasing or
decreasing T/W from the baseline value involved selecting new engines, and thus more thrust and
a higher engine weight or less thrust at a reduced weight (Raymer, 2012, p. 117). For lowering
thrust (and thus T/W), the engine we originally chose (GE CF34-8C5) was replaced with the
model GE CF34-3 (SFC of 0.69 lb/lb/h), which weighs 1670 lb and provides 9220 lb of thrust at
3. 3
sea level (CF34-3 turbofan engine, 2016, p. 2). Two such engines would fulfill our previously
computed maximum-thrust requirement, while reducing performance and the safety margin in
the case of engine malfunction during takeoff. On the other hand, the model GE CF34-10A (SFC
of 0.65 lb/lb/h) was chosen as the heavier, more powerful engine (CF34-10A, 2016 p. 2). It
weighs 3700 lb and provides 17,640 lb of thrust. These engines, including our original choice,
power large business jet-type aircraft. The specifications of these two alternative engines were
used to calculate the new thrust-to-weight ratios (0.14 and 0.26, respectively) that were used in
the carpet-plot optimization method.
In addition to the takeoff weight, the takeoff distance, the landing distance, and the rate of climb
were recomputed upon completion of the iteration procedure, to verify their compliance with
design requirements and constraints. This process produced the sizing matrix shown in figure 1.
W/S
45 55 65
0.26 81,287 79,215 77,758 TOGW (lb)
2,752 2,806 2,857 sTO (ft)
1,653 1,761 1,869 sL (ft)
1,493 1,492 1,494 R/C (ft/min)
T/W 0.22 78,112 76,040 74,584 TOGW (lb)
3,128 3,182 3,233 sTO (ft)
1,636 1,740 1,844 sL (ft)
1,075 1,060 1,049 R/C (ft/min)
0.14 76,069 73,997 72,540 TOGW (lb)
4,514 4,568 4,619 sTO (ft)
1,624 1,725 1,826 sL (ft)
292 251 213 R/C (ft/min)
Fig. 1. Sizing matrix.
The entries of the sizing matrix show that the requirement for a landing distance of 3000 ft is
always met (third row for each T/W), and thus this constraint was not further investigated in the
carpet-plot optimization process. The reason for the relative insensitivity of the landing distance
to variations in W/S or T/W is presumably the only slight dependence of landing distance on W/S.
Moreover, thrust reversal was not employed in the landing-distance calculations.
4. 4
However, the sizing matrix also shows that the configuration using the lowest thrust-to-weight
ratio (T/W = 0.14) failed the requirements for takeoff distance and rate of climb (second and
forth rows). The reason for this observation is clearly attributable to the substantially lower thrust
of the CF34-3 engine, which fails to meet the acceleration and climb requirements laid out for
this project. It should be noted that our team used 1000 ft/min as the benchmark for the rate-of-
climb requirement, which was given as an alternative option in the document containing the
requirements/specifications for the project.
In order to provide a better visualization of the sizing-matrix data, including parameter variation,
changes in weight, and design constraints, the data was used to construct a carpet plot (Raymer,
2012, pp. 739–741). The carpet plot displays takeoff weight vs. wing loading for different T/W
values. In order to avoid clutter, the horizontal axis (i.e., W/S) was shifted to the left by three
units for each subsequently lower T/W. In other words, for a T/W of 0.26, the W/S retained its
original vertical position, but was shifted by three or six units to the left for T/W values of 0.22
and 0.14, respectively (figure 2).
Fig. 2. Carpet plot.
5. 5
In a carpet plot, the optimal aircraft is found visually as the plot’s lowest point that meets all
constraints (here, takeoff distance and rate of climb). Contrary to expectation, this did not occur
at the intersection of the two constraint curves. Rather, the rate of climb was dominant in
dictating the minimum takeoff weight. As the constraint curves do not intersect, the highest wing
loading investigated (W/S = 65 lb/ft2
) was selected as the parameter on whose curve to identify
the point of optimal (i.e., lowest) weight (visualized by an open red circle). This point
corresponds to a takeoff gross weight of 74,500 lb. However, as engine choice is not a
continuous variable, the minimum weight realizable with the engine providing sufficient thrust
(that is, the GE CF34-8C5, which corresponds to a T/W of 0.22) is 75,150 lb. Compared to our
previous refined weight estimate of W0 = 76,068 lb, the carpet-plot optimization analysis brought
the weight further down by 1568 or 918 lb, respectively. It would be necessary to perform
mathematically more sophisticated and complex optimization methods in order to hone in on a
further improved optimal weight estimate.
Acknowledgment
I would like to thank my team member Eric Nachtigall for his help with developing the
MATLAB code for conducting the iterative refined weight estimate.
6. 6
References
Anderson, John D. Jr. Aircraft Performance and Design. New York: McGraw Hill, 1999.
“CF34-3 Turbofan Engine.” Web. Accessed 9/1/2016.
http://www.geaviation.com/engines/docs/commercial/datasheet-CF34-3.pdf
“CF34-10A Turbofan.” Web. Accessed 9/1/2016.
http://www.geaviation.com/engines/docs/commercial/datasheet-CF34-10A.pdf
“Gulfstream G650ER.” Web. Accessed 9/1/2016.
http://www.gulfstream.com/images/uploads/brochures/aircraft/G650ERSpecSheet.pdf
Raymer, Daniel P. Aircraft Design: A Conceptual Approach. Reston: American Institute of
Aeronautics and Astronautics, Inc., 2012.
7. 7
Appendix
MATLAB code used for refined weight estimate. This code snippet was iterated until
convergence of the computed variables was attained. It is part of the complete MATLAB
program submitted with our team’s report.