Alex Esche Concept Aircraft Project

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 ft3. Reduced fuel consumption, 20% less per engine than a Boeing 7774. Range min 4,500nm5. Capable of cruise flight at Mach 0.956. 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.

CONCEPT AIRCRAFT PROJECT 2

Concept Aircraft Project

Alex Esche

ASCI 607-Advanced Aircraft/Spacecraft Systems

Embry-Riddle Aeronautical University Worldwide


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 1Boeing 777-200LR Aircraft Characteristics

SpeedTypical Cruise Speed at 35,000 ft 0.84 MachTrue Airspeed (TAS) 490 knots (TAS)Calibrated Airspeed (CAS) 290 knots (CAS)

WeightsMax Pax Capacity 301 (3-Class)MTOGW w/301 pax 766,000 lbsEmpty Weight, Operating 320,000 lbsMZFW 461,000 lbsMLW 492,000 lbsMax Payload 141,000 lbsMax Range at MTOGW w/301 pax 9,395 nmFlight Endurance at Cruise Speed 19.00 hrs ApproximatelyService Ceiling 43,100 ftCruise Altitude 35,000 ft

EnginesTwo GE90-110B1Maximum Take-Off Thrust (per engine) 110,760 lbsMaximum 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 lbsEngine Length 286.67 inEngine Width 148.38 in


Engine Height 154.56 inFan Diameter 128 inBypass Ratio 7.2Fuel Performance (approximately) 2,500 gal/hrMaximum Fuel Capacity 47,890 gal A1 Fuel = 6.84lbs/gal

FuselageLength 209.083 ftDiameter 244 in

WingsSpan 212.583 ftTotal 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


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.


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 - -


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.


Table 3Flight 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


MTOW 574,459 569,459 + 5,000 -


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.


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.


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.


Test 2.1 Original Difference Requirement

Altitude 50,000ft 49,200ft + 800ft Met



Fuel Capacity 131,026lbs 327,567lbs - 196,541 -

MTOW 585,037lbs 766,000lbs - 180422 -


255,578lbs 320,000lbs - 64,422 -

Max Cruise Thrust

229,576lbs 220,000lbs + 9,576 -

Fuselage Length 209ft 209ft - -


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.



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.







MTOW 590,037lbs 585,037lbs + 5000 -


260,578lbs 255,578lbs + 5,000 -

Max Thrust 229,576lbs 229,576lbs None -


Fuselage Length

295ft 209ft + 86 -




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.



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)


Fuel Capacity 131,026lbs 327,567lbs - 196,541 -

MTOW 583,011lbs 766,000lbs - 182,989 -


253,552lbs 320,000lbs - 66,448 -

Max Thrust 288,789lbs 220,000lbs + 57,594 -

Fuselage Length

209ft 209ft - -




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.



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


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.




Max Speed 0.977 Mach 0.966 Mach + 0.011 Mach + 0.027 Mach (Met)



MTOW 588,011lbs 583,011lbs - -


258,552lbs 253,552lbs - -

Max Thrust 288,789lbs 288,789lbs - -

Fuselage Length 295ft 209ft + 86 -


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.





Max Speed 1.110 Mach 0.977 Mach + 0.133 Mach + 0.160 Mach (Met)



MTOW 588,011lbs 588,011lbs - -


258,552lbs 258,552lbs - -


Fuselage Length 295ft 295ft - -

Fuselage Diameter

20ft 20ft - -

Wingspan 216ft 212ft + 8ft -

Wing Area 12,960ft^2 4,605ft^2 + 8,355ft^2 -




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


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.




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)



MTOW 588,011lbs 588,011lbs - -


258,552lbs 258,552lbs - -


Fuselage Length 315ft 295ft + 20ft -

Fuselage Diameter 15ft 20ft - 5ft -


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.

Alex Esche Concept Aircraft Project

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