James Bearman AJ Brinker Dean Bryson Brian Gershkoff Kuo Guo Joseph Henrich Aaron Smith

PROPRIETARY

James BearmanAJ BrinkerDean BrysonBrian GershkoffKuo GuoJoseph HenrichAaron Smith

Daedalus AviationConceptual Design Review:“The Daedalus One”

PROPRIETARYApril 17, 2008 2

Current ConfigurationMission and RequirementsAdvanced TechnologiesCarpet Plots and SizingDesign Trade-OffsStructural ConsiderationsAerodynamicsPerformanceCostLogistics


Advanced Avionics

Geared Turbofans

Lifting Canard

Supercritical Airfoil

Upper Surface Blown Flaps

Composite Structure


Provide a versatile aircraft with medium range and capacity to meet the needs of a commercial aircraft market still expanding in the year 2058

Incorporate the latest in technology to provide reliability, efficiency, while fulfilling the need for an environmentally friendly transportation system

Possess the ability to operate at nearly any airfield

5


•Mission One•Schaumburg to North Las Vegas•1300 nmi

•Mission Two•South Bend to Burbank•1580 nmi

•Mission Three•West Lafayette to Urbana-Champaign to Cancun•1200 nmi

•Mission Four•Minneapolis to LAX•1330 nmi

6


Composites Stronger, lighter aircraft

Artificial Intelligence/Automated Pilot Reduction in flight crew Automatic flight control, collision

avoidanceFly by Light

Weight savings over copper wire Faster response


Capability to increase CLmax to 7Wing CLmax (clean) ≈ 1.54Takeoff CL (w/ upper surface blowing)

≈ 4

--Nicolai, Fundamentals of Aircraft Design, 1976

PROPRIETARYApril 17, 2008 10http://www.flug-revue.rotor.com/FRHeft/FRHeft07/FRH0702/FR0702c1.JPG

The Geared Turbofan Current predictions say: “The Geared Turbofan engine will deliver a 12

percent reduction in fuel burn, 50 percent reduction in noise and emissions, and 40 percent reduction in

maintenance costs over today's commercial engines.” –

www.pw.utc.com

By 2038 we believe it will achieve over current technology:▪ 30% reduction in fuel burn ▪ 75% reduction in noise and emissions▪ 50% reduction in maintenance costs


http://www.flug-revue.rotor.com/FRHeft/FRHeft07/FRH0702/FR0702c1.JPG

Thrust per engine - 25,000 lbsSFC per engine - 0.42/hourFan Diameter - 8 ft.Bypass Ratio - 8


Geared Turbofans reduce CO2 produced by more than 12% compared to today’s engines

Reduce cumulative noise levels about 20dB below the current Stage 4 regulations


Low wing with Geared Turbofans mounted at the leading edge Easy location for engine maintenance

▪ Geared Turbofan engines reduce maintenance costs by 40% over today's commercial engine

No complicated powered lift devices


Generation Takeoff weight generated through RDS Initial starting point

▪ T/W=.23▪ W/S=84

Carpet Plot Range▪ T/W=0.23 - 0.414▪ W/S=84 - 160

Varied Wing Sweep (and saved 5,000 lbs)


Constraints Used Fuel Burn per Seat-Mile Field Length with OEI Cruise Speed 0.75M

Constraints Not Used Takeoff Ground Roll Field Length All Engines Operational Landing Ground Roll


Carpet Plots Approximated Design Point

RDS Primary Method of Sizing MATLAB Code for Component Weight

Breakdown


Taxi

Take

off &

Clim

b

Step CruiseFor Best Range

Descend & Hold

Land & Taxi

Climb- M

iss

Approach

CruiseDescend & Hold

Land & Taxi

Maximum Range Mission (1,800 nmi) Typical Commercial Mission Profile Maximizes Aircraft Range

Fuel Reserves (200 nmi) Extended Loiter Time Flight Diversion to Another Airport


Input Parameters W/S – 120 T/W – 0.32 AR – 14 Λwing – 10°

λwing – 0.4

(CL)TO – 4

Weights GTOW – 87,100 lbs We – 34,700 lbs

Wf – 24,600 lbs Payload – 27,800 lbs We / Wo – 0.40

Wf/ Wo – 0.28


Structures ~ 20,000 lbs Wing ~ 8,300 lbs Fuselage ~ 7,200

lbs Canard ~ 600 lbs Vert. Tail ~ 600 lbs Landing Gear ~

3,300 lbs

Propulsion ~ 8,100 lbs Engines ~ 7,000 lbs Fuel System ~ 900

lbs Systems ~ 200 lbs

Equipment ~ 7,000 lbs Controls ~ 2,800 lbs Avionics ~ 2,100 lbs


Gross TO weight vs. Pax.

0

20,000

40,000

60,000

80,000

100,000

120,000

140,000

160,000

180,000

200,000

0 20 40 60 80 100 120 140 160 180 200

Passengers

Gro

ss T

O W

eig

ht

(lb

s)

Daedalus One


108 Seats, Single Class Seat Pitch: 32 in Seat Width: 20 in Aisle Width: 24 in 2 Galley Areas: 35 and

16 ft2

2 Lavs: ~20 ft2


Initial design: High Wing Low Canard Current Design: Low Wing High Canard

▪ Reason: Landing gear placement, better accessibility for ground service, easier to maintain with lower wing

Wing Sweep Study: Result 10° Varied Sizing Based on 10° sweep and 20° sweep

▪ Reason: Find the most weight efficient aircraft Upper Surface Blowing

Placed engines above the wings near leading edge▪ Reason: Increase lift especially for takeoff and landing


Initial Design: Tri-tail Current Design: Single Tail

▪ Reason: Reduced weight, sizing proved 3 Tails not needed

Forward Wing Extension▪ Reason: Allows more fuel, helps move Center

of Gravity forwardElliptical Fuselage

▪ Reason: Allow for more comfortable passenger cabin


Main Wing-Super Critical 20712 Representative (custom airfoil to be developed) Data obtained from analysis in Fluent 12% thick airfoil Allows for high cruise speed via controlling

shock formation


Zero lift angle of attack ≈ -5° Max Cl ≈ 1.7 Stall Angle ≈ 18°

Cl vs Alpha for SC 20712

y = 0.0985x + 0.4688

0

0.2

0.4

0.6

0.8

1

1.2

1.4

1.6

1.8

2

-10 -5 0 5 10 15 20 25

Angle of Attack (degrees)

Co

eff

icie

nt

of

Lif

t (C

l)

SC 20712

Linear of Cl SC 20712

Linear (Linear of Cl SC 20712)


Canard and Tail-Super Critical 20012 Data obtained from analysis in Fluent Symmetric airfoils are standard for

vertical and horizontal tails


Zero Lift Angle of Attack ≈ 0 ° Max Cl ≈ 1.18 Stall Angle ≈ 15°

Cl vs Alpha for SC 20012

y = 0.0851x + 0.0604

-0.4

-0.2

0

0.2

0.4

0.6

0.8

1

1.2

1.4

-10 -5 0 5 10 15 20

Angle of Attack (degrees)

Co

effi

cien

t o

f L

ift

(Cl)

SC 20012

Linear of Cl for SC 20012

Linear (Linear of Cl for SC 20012)


Stall Limit

Absolute Ceiling

Service Ceiling

q Limit


Variation of CG Location

20000

30000

40000

50000

60000

70000

80000

90000

100000

40.0 45.0 50.0 55.0 60.0 65.0 70.0 75.0 80.0

C.G. Location From Nose (ft)

Weig

ht

(lb

s)

C.G Location

Flight Conditions

Ground Conditions

Main Gear Location

Neutral Point

GTOW

W0f + reserves

OWE + payload

OWE

We

We + trapped fuel


Canard Scanard: 300 ft2

Elevator Area Ratio: 1/3 AR: 4 Sweep: 15° Taper Ratio: 0.4


Vertical Tail Sized for One Engine Out at Takeoff Stail: 310 ft2

Rudder Area Ratio: 1/3 AR: 2 Sweep: 15° Taper Ratio: 0.4


RDT&E Cost: $24.4B USD (2008)Cost per aircraft: $49M USD Sale Price: $54M USD Break Even Point: 455 AircraftOperating Cost: $11.5M USD/Yr

$0.0616/seat-mile USD Jet A: $2.50/Gal


Jetway

To

w

Baggage

Fuel

Wa

ter

Baggage

Galley

Electric

Elect

ric

La

v

PROPRIETARY

108 Passenger Capacity

1800 nmi Range 2700 ft Takeoff

Ground Roll Affordable

Acquisition Cost Reasonable

Operational Cost

Opens new markets

Enhances service to existing markets

Improves reliability and ease of air travel

Allows air travel industry to expand beyond current limits

April 17, 2008 40

PROPRIETARY


Takeoff and Landing Drag Polar

0

0.5

1

1.5

2

2.5

3

3.5

4

4.5

0 0.5 1 1.5 2 2.5

CD

CL

Takeoff

Landing


Cruise Drag Polar

0

0.1

0.2

0.3

0.4

0.5

0.6

0.00E+00 1.00E-02 2.00E-02 3.00E-02 4.00E-02 5.00E-02 6.00E-02 7.00E-02

CD

CL

Cruise M=.75

Cruise M=.80

Cruise M=.85


Thrust Available Vs Cruise Drag

0.00

10000.00

20000.00

30000.00

40000.00

50000.00

60000.00

70000.00

80000.00

0 0.2 0.4 0.6 0.8 1 1.2

Mach Number

Fo

rce

(lb

s)

Drag

Thurst

James Bearman AJ Brinker Dean Bryson Brian Gershkoff Kuo Guo Joseph Henrich Aaron Smith

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