D8.

x Aircraft Development Update

Mark Drela
Aero & Astro Presentation
20 Oct 10
NASAs N+3 Program
Chosen Current-Technology Baseline:
B737-800 mission: 3000 nmi, 180 PAX
N+3 Objective:
Identify concepts and technologies needed for
70% (!) reduction in Fuel / PAX-mile by 2025
Good bet: Tweaking current designs wont do it
Presentation Outline
Transport Aircraft System OPTimization (TASOPT)
D8.x Double Bubble transport aircraft concept
TASOPT Objective
Find global optimum in Aircraft + Engine + Ops design space
fuel economy
isocontours
existing engines
existing airplanes
common apparent
(false) optimum
W/S , M . . .
true optimum
FPR,
T
.
.
.
t 4
Pratts, GEs
design domain
Boeings, Airbuss
design domain
TASOPT Summary
Collection of coupled low-order physical models
Primary structure
Aero
Engine
Balance, trim, stability
Flight trajectory
TASOPT Operation
Inner sizing loop (design closure)
Specify design inputs
Size airframe via L=W, stresses, stability&trim
Size engines via T=D
Size fuel burn for design range
Iterate on initial weight guesses
Middle optimization loop
Evaluate fuel volume, takeo performance
Tweak chosen subset of inputs (design variables) to minimize fuel
burn, with chosen constraints on fuel volume, takeo, span
Back to inner loop
Outer parameter-sampling loop
Explicitly change chosen subset of inputs (design parameters)
Back to inner loop
TASOPT Operation
Initial weight guesses
Structural gauges
Volumes and Weights
Y
N
Surface spans, areas
Loads, Shears, Moments
Design
Variables
Optimize Design Variables
Y
N
Design
Parameters
Fuel burn minimized?
Drag, Engine size+weight
Trajectory, Fuel Weight
Total Weight converged?
i, j
i, j
for i = 1 : Ni
for j = 1 : Nj
Sweep, Altitude, FPR, BPR, Tt4 ...
Configuration, Weight, Fuel burn, T/O perf, ...
( j )
( i )
( Sweep,
Altitude,
FPR,
BPR,
Tt4 ... )
( Range,
Payload,
Mach
Nmax,
fstress
OPR,
Tmetal,
lBFmax ... )
Calibration/Verication
B737-800 Sizing, Airframe+Ops Optimization (xed engine)
W
MTO
W
fuel
S

t
AR C
L
CR
h
CR
Actual 171000 39000 1250 25.00 0.250 10.20 0.550 33500
Sized only 166001 38474 1229 25.00 0.250 10.20 0.550 33500
Optimized 163862 36923 1289 24.33 0.144 10.61 0.530 34070
Optimized
Sized only
Final N+3 Designs
D8.1 (Aluminum) D8.5 (Composite)
B737800
0.80 Mach
15.2 L/D
166k MTOW
8000 ft field
0.72 Mach
22.0 L/D
130k MTOW
5000 ft field
0.74 Mach
24.9 L/D
100k MTOW
5000 ft field
70% Fuel Burn
49% Fuel Burn
45% Fuel Burn
D8.1b
19.5 L/D
120k MTOW
Fuselage Comparison
70 0 10 20 30 40 50 60 80 90 100 110 120 ft
9
70 0 10 20 30 40 50 60 80 90 100 110 120 ft
D8.x
B737800
8
D8.1 Details
7
0
0
1
0
2
0
3
0
4
0
5
0
6
0
8
0
9
0
1
0
0
1
1
0
1
2
0

f
t
22,23 rows
180 seats
19"x33"
7
0
0
1
0
2
0
3
0
4
0
5
0
6
0
8
0
9
0
1
0
0
1
1
0
1
2
0

f
t
10 20 30 40 50 60
optional
thrust
reverser
N+3 D8.1
Dfan = 49 in
FPR = 1.58
BPR = 7.1
OPR = 35.8
8
Mach = 0.72
Area = 1298 ft^2
Span = 150 ft
MAC = 10.6 ft
AR = 17.3
L/D = 22.0
MTOW = 129965 lb
Wfuel= 20233 lb
Range= 3000 nmi
Field= 5000 ft
Sh=252 ft^2
Sv=144 ft^2
Breguet Parameter Comparison
W
fuel
= W
ZF
_

_
exp
_
_
_
_
TSFC

M
D

L
R
a
_
_
_
_
1
_

_
W
ZF
TSFC

M
D

L
R
a
737-800 D8.1 D8.1b D8.5
W
MTO
166001 129965 120366 99756
W
fuel
38474 20233 21174 11296
W
ZF
127528 109732 99192 88460
TSFC

/M 0.694 0.628 0.633 0.500

L/D

15.18 22.00 19.53 24.85

W W
ZF fuel
M L
W W
ZF fuel
M L
W W
ZF fuel
M L
1
0
D8.1 D8.5 B737800
TSFC TSFC TSFC D D D
D8.1b
D8.x Conguration (vs B737)
Wide double-bubble fuselage
partial span loading via 216 wide fuselage (vs 154)
reduced oor-beam weight via center oor support
shorter landing gear and load path
M(y) M(y)
D8.x Conguration (vs B737)
Lifting nose, rear at fuselage
increased fuselage carryover lift smaller wing
built-in nose-up moment from nose lift smaller tail
D8.x
B737800
D8.x Conguration (vs B737)
Reduced M = 0.72 with unswept wing (vs M = 0.80)
reduced C
D
i
, via larger AR allowed by unsweep
LE slat can be eliminated, via increased CLmax from unsweep
NLF on wing bottom possible, via unsweep and no slat
faster load/unload of two aisles compensates for slower cruise
737800
D8.x
30 x 6 per aisle
per aisle 23 x 4
(30 minutes load,unload)
(15 minutes load,unload)
D8.x Engine/Tail Conguration
Rear fuselage and tails double as ow-aligning nacelles
only minimal nacelles needed
shield fan faces from ground observers
Provides Boundary Layer Ingestion (BLI)
local potential ow M 0.6 matches fan requirement
no additional BL diusion no streamwise vorticity into fan
Fin strakes synergystically exploited:
function as pylons carrying engine loads and tail surface loads
shield fan faces from ground observers
D8.1 BL Proles at Cruise
local potential ow M 0.6 matches fan requirement
little nacelle diusion no streamwise vorticity into fan
only fan does BLI core intake sees clean ow
- avoids core surge risk
- ideal situation for best overall SFC
1 ft

e
k
M = 0.784
H = 1.217
= 0.074 ft

e
k
M = 0.724
H = 1.265
= 0.108 ft

e
k
M = 0.623
H = 1.372
= 0.185 ft
Tail Size and Loads Comparison
D8.1 horizontal tail is 28% smaller and 27% lighter.
Two-point support reduces bending moment and weight.
Sh = 350 ft
Sh = 252 ft
2 2
B737 D8.1
Wh = 2320 lb
Sh = 1690 lb
Tail Size and Loads Comparison
D8.1 vertical tail total is 50% smaller and 70% lighter.
5x smaller engine-out yaw moment no longer sizes the VT.
Sv = 144 ft
2
Sv = 284 ft
2
B737 D8.1
Wv = 1570 lb
Wv = 470 lb
Optimum-Engine Surprises
Optimized takeo turbine inlet temperature is modest
Excessive takeo T
t 4
carries cooling-ow penalty in cruise
Optimized Bypass Ratio and Fan Pressure Ratio are modest
BLI favors smaller engine and higher fan loading
D8.1 GE90
T
t 4
TO
1543

K 1770

K
BPR 7.1 9.0
FPR 1.58 1.50
u u
2
F
net
jet
E
( )
F
net
( ) =
( ) ( )
jet
E <
A
B
B
B A
A
. .
m u
.
m u
.
2
1
2
=
=
+

+
+
+
+
Fuel Weight Sensitivity to Span Constraint
0.9
0.95
1
1.05
1.1
1.15
90 100 110 120 130 140 150 160

span [ft]
D/L / D/L_opt
WZF / WZF_opt
Wfuel / Wfuel_opt
737 Wfuel
737 D / L
737 W_ZF
D8.1 Wfuel
D8.1 D / L
D8.1 W_ZF
Summary
Examination of entire Airframe+Engine+Ops design space
(TASOPT)
Global optimization for minimum fuel burn
N+3 D8.x conguration, reduction in Mach, give up to
49% fuel burn decrease with conventional technology
(45% decrease with 118 ft span constraint)
N+3 Phase II
Detailed design of rear fuselage/engine installation
Test 1:4 powered model of fuselage + stub wings
Investigate performance of small-core engines (Pratt)
22x14 ft
D8.1
Low Speed
1/4 scale
Powered model
D8.5 Details
7
0
0
1
0
2
0
3
0
4
0
5
0
6
0
8
0
9
0
1
0
0
1
1
0
1
2
0

f
t
10 20 30 40 50 60
22,23 rows
180 seats
19"x33"
7
0
0
1
0
2
0
3
0
4
0
5
0
6
0
8
0
9
0
1
0
0
1
1
0
1
2
0

f
t
optional
thrust
reverser
N+3 D8.5
Mach = 0.74
Area = 1162 ft^2
Span = 170 ft
MAC = 8.12 ft
AR = 24.85
L/D = 25.3
MTOW = 101590 lb
Wfuel= 11485 lb
Range= 3000 nmi
Field= 5000 ft
Dfan = 52 in
FPR = 1.42
BPR = 20
OPR = 50
D13.1 (777 size, M=0.72, 1-class, Aluminum)
Dfan = 93 in
FPR = 1.55
BPR = 8.0
Sh=744 ft^2
Sv=590 ft^2
Range= 7600 nmi
Mach = 0.83
Area = 4780 ft^2
Span = 213 ft
MAC = 26.7 ft
AR = 9.5
L/D = 21.1
MTOW = 640100 lb
Wfuel= 212500 lb
42,43 rows
500 seats
19"x33"
7
0
1
0
2
0
3
0
4
0
5
0
6
0
8
0
9
0
1
0
0
1
1
0
1
2
0
1
3
0
1
4
0
1
5
0
1
6
0
1
7
0
1
8
0
1
9
0

f
t
7
0
1
0
2
0
3
0
4
0
5
0
6
0
8
0
9
0
1
0
0
1
1
0
1
2
0
1
3
0
1
4
0
1
5
0
1
6
0
1
7
0
1
8
0
1
9
0

f
t
10 20 30 40 50 60 70 80 90 100 110 10 20 30 40
thrust
reverser
D13.1
D15.1 (777 size, M=0.83, 1-class, 3-aisle, Aluminum)
Dfan = 93 in
FPR = 1.55
BPR = 8.0
Sh=709 ft^2
Sv=710 ft^2
22,23 rows
500 seats
19"x33"
7
0
1
0
2
0
3
0
4
0
5
0
6
0
8
0
9
0
1
0
0
1
1
0
1
2
0
1
3
0
1
4
0
1
5
0
1
6
0
1
7
0
1
8
0
1
9
0

f
t
7
0
1
0
2
0
3
0
4
0
5
0
6
0
8
0
9
0
1
0
0
1
1
0
1
2
0
1
3
0
1
4
0
1
5
0
1
6
0
1
7
0
1
8
0
1
9
0

f
t
10 20 30 40 50 60 70 80 90 100 110
LDz
Range= 7600 nmi
Mach = 0.83
Area = 3650 ft^2
Span = 226 ft
MAC = 15.8 ft
AR = 14.0
L/D = 24.0
MTOW = 440000 lb
Wfuel= 98000 lb
D15.1
D17.1 (787 size, M=0.85, 3-class, Aluminum)
7
0
1
0
2
0
3
0
4
0
5
0
6
0
8
0
9
0
1
0
0
1
1
0
1
2
0
1
3
0
1
4
0
1
5
0
1
6
0
1
7
0
1
8
0
1
9
0

f
t
7
0
1
0
2
0
3
0
4
0
5
0
6
0
8
0
9
0
1
0
0
1
1
0
1
2
0
1
3
0
1
4
0
1
5
0
1
6
0
1
7
0
1
8
0
1
9
0

f
t
10 20 30 40 50 60 70 80 90 100 110 10 20 30 40
thrust
reverser
12 x 14 rows = 168 seats 33"x19"
D17.1
8 x 6 rows = 48 seats 39"x26"
4,6 x 2 rows = 10 seats 60"x30"
Dfan = 60 in
FPR = 1.79
BPR = 6.70
Range= 8000 nmi
Mach = 0.85
Area = 2410 ft^2
Span = 163 ft
MAC = 17.8 ft
AR = 11.0
L/D = 19.0
MTOW = 274000 lb
Wpay = 50000 lb
Wfuel= 102500 lb
Sh=344 ft^2
Sv=340 ft^2
D17.4 (787 size, M=0.85, 3-class, Composite)
thrust
reverser
12 x 14 rows = 168 seats 33"x19"
8 x 6 rows = 48 seats 39"x26"
4,6 x 2 rows = 10 seats 60"x30"
D17.4
Range= 8000 nmi
Mach = 0.85
Area = 2240 ft^2
Span = 192 ft
MAC = 14.0 ft
AR = 16.4
L/D = 20.8
MTOW = 200000 lb
Wpay = 50000 lb
Wfuel= 60600 lb
Dfan = 72 in
FPR = 1.54
BPR = 22.0
Sh=338 ft^2
Sv=349 ft^2
7
0
1
0
2
0
3
0
4
0
5
0
6
0
8
0
9
0
1
0
0
1
1
0
1
2
0
1
3
0
1
4
0
1
5
0
1
6
0
1
7
0
1
8
0
1
9
0

f
t
7
0
1
0
2
0
3
0
4
0
5
0
6
0
8
0
9
0
1
0
0
1
1
0
1
2
0
1
3
0
1
4
0
1
5
0
1
6
0
1
7
0
1
8
0
1
9
0

f
t
10 20 30 40 50 60 70 80 90 100 110 10 20 30 40
TASOPT Fuselage Loading Model
p
(x)
x
W
W
tail
h
+ W
pay padd
+ W +
shell
+
h
L r
Mh
(x)
v
L r
v Mv
N
N( W ) + W +
floor
W
window insul
+ W
seat
added bending stringers
x
wbox
TASOPT Fuselage Section Model
R
fuse
db
w
L
v
v
t
t
t
db
added bending material
t
skin
A
skin
skin
cone cone
skin
skin
stringers
fuse
max
A
floor
floor beams
TASOPT Wing Geometry and Loading Model
= 2 y/b
1 0
o
structural box

s
(projected)

Engine weight alternative

to strut force
L
t
L
o
p()
() w
NW NW
inn out

structural cross section

TASOPT Wingbox Section Model
t
cap
t
web
h
fuel
A
w
c
box
box
h
box h
r
TASOPT Engine Model
.
m
8
6
0
4
m
.
.
m

b
3
5
7
4a

hc

lc
ht
lt
4.5

c
2.5

c
4.1

fn
K
inl
2
1.9
2.1
1.8
1.8
N N N G /

h
h
4.9

tn
l h l
core
core
TASOPT Fuselage Drag Model
x
A(x)

, , (x)
y
z
, , (x)
b (x)
0

wake
(x)
(x)