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CL Apogee Aeronautics Corporation California State Polytechnic University, Pomona Aerospace Engineering Department T_ OF _E_8 Page LIST OF FIGURES .............................................. iii LIST OF TABLES ............................................... v LIST OF SYMBOLS .............................................. vi APOGEE AERONAUTICS CORPORATION ............................... vii EXECUTIVE SUMMARY ............................................ ix 1.0 INTRODUCTION i.I Opportunity ....................................... 1 1.2 Request For Proposal (RFP) ........................ 2 1.3 Flight Profile .................................... 8 2.0 VEHICLE DEVELOPMENT 2.1 Vehicle Concepts .................................. i0 2.2 Initial Configurations ............................ 18 2.3 Constraint Diagram ................................ 23 3.0 AERODYNAMICS 3.1 Wing Design ....................................... 24 3.2 High Lift Devices ................................. 26 3.3 Vertical Tail Design .............................. 28 3.4 Fuselage Design ................................... 30 4.0 PROPULSION SYSTEMS 4.1 Engine Candidates ................................. 34 4.2 Engine Inlet System ............................... 36 5.0 STRUCTURAL ANALYSIS 5.1 Structures (General) .............................. 40 5.2 Material Selection ................................ 40 5.3 Thermal Management ................................ 43 5.4 Wing Structure .................................... 45 5.5 Fuselage Structure ................................ 49 5.6 Tail Structure .................................... 52 5.7 Landing Gear ...................................... 52 6.0 PERFORMANCE 6.1 Takeoff Distance .................................... 54 6.2 Range And Endurance ................................. 54 6.3 Landing Performance ................................. 58 6.4 Takeoff And Landing Visibility ...................... 59 6.5 Rate Of Climb ....................................... 59 6.6 Rate Of Descent ..................................... 60 7.0 STABILITY AND CONTROLANALYSIS 7.1 Subsonic ............................................ 61 7.2 Cruise .............................................. 63 7.3 Transonic ........................................... 64 8.0 FUSELAGEINTERIOR LAYOUT 8.1 Passenger Seating Arrangements ...................... 66 8.2 Capacity and Payload Accommodations ................. 68 8.3 Interior Facilities ................................. 69 8.4 Doors, Emergency Exits, And Windows ................. 69 9.0 MARKETABILITY 9.1 Potential Markets ................................... 73 9.2 Airport Compatibility ............................... 74 9.3 Cost Analysis ....................................... 77 i0.0 MAINTENANCE AND RELIABILITY (M & R) i0.i Engine M & R ....................................... 82 10.2 Material M & R ..................................... 83 Ii.0 ENVIRONMENTAL IMPACT ii.i Sonic Boom ......................................... 84 11.2 Engine Emissions ................................... 84 11.3 Engine Noise ....................................... 87 12.0 FUTURE DESIGN RECOMMENDATIONS ............................ 92 13.0 REFERENCES ............................................... 94 ii LIST OF FIGURES Page FIGURE i-I Supercruiser HS - 8 .............................. x FIGURE i-i Flight Profile (a) Routine Mission Profile ....... 8 (b) Alternative Airport Selection. 9 FIGURE 2-1 Cylindrical Fuselage Configurations: Tupolev TU-144 "Charger" ................................ ii FIGURE 2-2 Proposed Large-Payload, Twin-Fuselage SST ....... 12 FIGURE 2-3 Proposed Blended Wing-Body Arrangement Where Dimensions Are Given In Feet, Except As Noted... 13 FIGURE 2-4 Oblique Wing Configuration ...................... 14 FIGURE 2-5 Fixed Swept Wing Configuration .................. 15 FIGURE 2-6 Variable Sweep Wing Configuration ............... 15 FIGURE 2-7 Double Delta / Cranked Arrow Configurations: Tupolev TU-144 "Charger" ........................ 16 FIGURE 2-8 Proposed Oblique Wing Configuration For A Future SST ...................................... 17 FIGURE 2-9 Evolution Of The Variable Geometry Wing (Swing Wing) .................................... 20 FIGURE 2-10 Evoluation Of The Double Delta / Cranked Arrow Wing ...................................... 22 FIGURE 2-11 Constraint Diagram .............................. 23 FIGURE 3-1 Supercruiser Wing Planform ...................... 24 FIGURE 3-2 Drag Polar ...................................... 25 FIGURE 3-3 Change In CL_ x Due to L.E. Flap Deflection ...... 27 FIGURE 3-4 Supercruiser L.E. Flap Placement ................ 28 FIGURE 3-5 All Movable Vertical Tail ....................... 29 FIGURE 3-6 Vertical Tail With Rudder ....................... 29 FIGURE 3-7 Fuselage Configuration .......................... 31 FIGURE 3-8 Aircraft Cross Sectional Area Distribution ...... 32 iii FIGURE 3-9 Final Drag Breakdown (Supersonic Cruise Condition) ...................................... 33 FIGURE 4-1 Inlet System: (a) External Compression System... 38 (b) Internal Compression System... 38 FIGURE 5-1 A Comparison Of Composites And Metals By Specific Strength (Ultimate Tensile Strength / Density) ........................................ 42 FIGURE 5-2 A Comparison Of Composites And Metals By Specific Stiffness (Modulus / Density ........... 42 FIGURE 5-3 Supercruiser Temperature Distribution (Mach 3.0) ...................................... 44 FIGURE 5-4 Fuselage Insulation Design ..................... 44 FIGURE 5-5 Wing Insulation Design .......................... 44 FIGURE 5-6 Graphite Polimide Laminate Schematic ............ 46 FIGURE 5-7 Skin Panel Cross-Section ........................ 47 FIGURE 5-8 Spar And Rib Layout Of The Wing Section ......... 47 FIGURE 5-9 Wing Deflection (3g Loading) .................... 49 FIGURE 6-1 Range As A Function Of CLI/2/CD ................... 55 FIGURE 6-2 Optimum Mach Number As A Function Of Altitude... 56 FIGURE 6-3 Endurance As A Function Of SFC .................. 57 FIGURE 6-4 Effect Of CL_ x On Landing Distance ............. 58 FIGURE 8-1 Tri-Class Seating Arrangement ................... 67 FIGURE 8-2 Cross Section Of The Fuselage ................... 67 FIGURE 8-3 Location Of Access Doors / Emergency Slides ..... 71 FIGURE 9-1 International Traffic Distribution .............. 74 FIGURE 9-2 (a) Runway Fillet Requirement ................... 76 (b) Gate Parking ................................ 76 FIGURE 9-3 Servicing Vehicle Layout ........................ 76 FIGURE 9-4 Cost Comparison With Competitive Carriers ....... 80 iv LIST OF TABLES Page TABLE 3-1 Change In CL_ x Due To Leading-Edge Flap Deflection ................................... 27 TABLE 3-2 Fuselage Drag Coefficents .................... 31 TABLE 3-3 Total Aircraft Drag Breakdown Subsonic ....... 32 TABLE 3-4 Total Aircraft Drag Breakdown Supersonic ..... 33 TABLE 8-1 Number Of Facilities Located Within Each Class Section ................................ 70 TABLE 8-2 Number And Dimensions Of Access Doors ........ 71 TABLE 9-1 Required Trucks And Other Servicing Vehicles ..................................... 77 TABLE 9-2 Cost Analysis Breakdown ...................... 78 TABLE 9-3 Operating Cost Per Block Hour ................ 79 v LIST OF SYMBOLS AEA Association Of European Airlines CD(i) Induced Drag Coefficient C0(f) Friction Drag Coefficient Total Drag Coefficient CD(tota[) Wave Drag Coefficient _D (wave ) DD/CA Double Delta / Cranked Arrow deg Degrees EPNdB Effective Perceived Noise Level in Decibels FAA Federal Aviation Administration FAR Federal Aviation Regulations FE Finite Element ft Feet ft/s Feet Per Second GE General Electric HS High-Speed HSCT High-Speed Civil Transport IVP Inverted Velocity Profile K Conductivity Coefficient L/D Lift to Drag L.E. Leading Edge M Mach Number MACQ Manufacturing and Acquisition Cost MD McDonnel Douglas n Load Factor NACA National Advisory Committee on Aeronautics NASA National Aeronautics and Space Administration nmi Nautical Miles NO x Oxides of Nitrogen (All Species) OPS Operating Cost POc/PO® Total Pressure Recovery P&W Pratt and Whitney rad Radians RDTE Research, Development, Testing and Evaluation Cost RFP Request For Proposal sec Second SERN Single Expansion Ramp Nozzle SST Supersonic Transport TBE Turbine Bypass Engine T/W Trust Loading USD United States Dollars VC Variable Cycle VCE Variable Cycle Engine VSCE Variable-Stream Control Engine VSOW Variable Sweep Oblique-Wing Wm Natural Frequency w/s Wing Loading vi Apogee Aeronautics Corporation On December 17, 1903 at 10:35 A.M., the first sustained, controlled, powered flight of a heavier than air machine (The Wright Flyer I) was accomplished. This machine was constructed of spruce and cloth. Its empty weight was a 605 ib, its cruise velocity 10 ft/sec, and its range 120 ft. Since the first successful powered flight of the Wright Brothers, there have been many breakthroughs such as Charles Lindbergh's non-stop solo crossing of the Atlantic on May 20, 1927 and Charles "Chuck" Yeager's breaking of the sound barrier on October 14, 1947. Since the Wright Brothers first flight, it is apparent that man's intent has been to go farther and faster. A primary example is the current United States proposed research test bed, the X-30 National Aerospace Plane, which will have a proposed maximum speed of Mach 29 (almost 2000 times that of the Wright Flyer I). The traditional concept of going farther and faster, is alive and well at Apogee Aeronautics Corporation. Our current project, a High-Speed Civil Transport (HSCT): designated the SUPERCRUISER, will uphold the tradition of record breaking aircraft. This second generation supersonic aircraft will fly faster and have a greater range than the first generation HSCT, the Concorde. The traditions of quality engineering and the goal to push current technology to its limits is maintained at Apogee Aeronautics. It is in the spirit of these traditions that we present to you our design concept for the next generation HSCT: The Supercruiser Arrow HS - 8. vii Respectfully: Joey B. Abobo Todd A. Collins Leong Ma Adnan Murad / Hitesh Naran L fw Thuan P. Nguyen Timithy I. Nuon Dimitri D. Thomas viii Executive Summary This report discusses the design and marketability of a next generation supersonic transport. Apogee Aeronautics Corporation has designated its High Speed Civil Transport (HSCT): Supercruiser HS- 8, which is shown in Figure i-l. Since the beginning of the Concorde era, the general consensus has been that the proper time for the introduction of a next generation Supersonic Transport (SST) would depend upon the technical advances made in the areas of propulsion (reduction in emssions) and material composites (stronger, lighter materials). It is believed by many in the aerospace industry that these beforementioned technical advances lie on the horizon. With this being the case, this is the proper time to begin the design phase for the next generation HSCT. The design objective for a HSCT was to develop an aircraft that would be capable of transporting at least 250 passengers with baggage at a distance of 5500 nmi. The supersonic Mach number is currently unspecified. In addition, the design had to be marketable, cost effective, and certifiable. To achieve this goal, technical advances in the current SSTs must be made, especially in the areas of aerodynamics and propulsion. As a result of these required aerodynamic advances, several different supersonic design concepts were reviewed. Among these design concepts were the oblique wing , variable swing wing, and the double delta / cranked arrow (DD/CA) configuration. The DD/CA ix