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Group 1: Final Design Review alpha

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The aisle in Alpha is 19.2' compared to that on the 737 which is 20' ... Time to Climb has been minimised: ER: 24.5mins SR: 21mins. Development from PDR ... – PowerPoint PPT presentation

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Title: Group 1: Final Design Review alpha


1
Group 1 Final Design Reviewalpha
2
Agenda
Development from PDR
Aerodynamics
Propulsion
Morphology
Structures
Economics
Performance
Systems
Conclusions
Noise and Emissions
3
Development from PDR
Development from PDR
Morphology
Performance
Performance
Noise and Emissions
Noise and Emissions
Aerodynamics
Structures
Systems
Propulsion
Economics
Conclusions
4
The Alpha Family
Development from PDR
Morphology
Airbus-Alpha 180 PAX
Performance
Noise and Emissions
Aerodynamics
Airbus-Alpha 150 PAX
Structures
Systems
Propulsion
Airbus-Alpha 120 PAX
Economics
Conclusions
5
Three View
Aerodynamics
Structures
Systems
Propulsion
Economics
Conclusions
6
Cross-section
  • The total luggage/cargo hold of Alpha is 34.6 m3.
    This gives 0.23m3/pax. Compared to 737-700 which
    is 0.20m3/pax
  • Alpha has more headroom (1.7m) than the 737
    (1.58m)

Aerodynamics
Structures
Systems
  • The overhead luggage bins are 9.09 m3 volume
    (321 ft3) i.e. 2.14 ft3/pax. This is larger than
    737 by 20

Propulsion
Economics
  • The aisle in Alpha is 19.2 compared to that on
    the 737 which is 20

Conclusions
7
Performance
Development from PDR

Morphology
Performance
Noise and Emissions
Aerodynamics
Structures
Systems
- Cruises at Mach 0.8 Reducing block time
Performs better than competitors for both block
fuel and time.
Propulsion
  • Follows a step-cruise profile

Economics
  • More Aerodynamic and more Fuel Efficient
  • Reducing block fuel.

Conclusions
8
Climb Performance
ETOPS

Morphology
  • Alpha will climb to 16000ft and cruise for 90mins.

- Will comfortably clear the Rocky Mountains.
Aerodynamics
Structures
-Has a climb gradient of 1.1 at this altitude.
Systems
  • 90 minute ETOPS is not fuel limited

Propulsion
Time to Climb has been minimised
ER 24.5mins SR 21mins
Economics
Conclusions
  • Cabin pressurisation of 6000ft for added comfort.

9
Mission Performance

Morphology
Aerodynamics
Structures
Systems
Maximum Payload 3750kg baggage 3000kg in
surplus hold space
Propulsion
-The en-route performance was calculated using
integral methods within a detailed Excel
spreadsheet.
Economics
Max fuel SR 11338kg ER 17265kg
-The spreadsheet though complicated correlated
with the en-route performance of the UB90
Aircraft.
Conclusions
10
Ground Performance

Morphology
- Alpha ER 150Pax comfortably meets Take-Off and
Landing requirements
TOFL1948m LFL1366m
Aerodynamics
Structures
Systems
Propulsion
Economics
Conclusions
11
Turnaround Time
Most critical path in turnaround time

Morphology
Reducing Turnaround Time
Aerodynamics
-Use Back to Front enplane method, by boarding
passenger with aft seat first while front seat
passenger boarding last.
Structures
-Only one cabin luggage/passenger reduces queue
along aisle
Systems
Propulsion
Economics
Conclusions
Total Turnaround time estimated 25min
12
Noise Emissions
Development from PDR
Emissions
Noise

Morphology
Noise Reduction
  • Higher thrust-to-weight ratio than competitors

Performance
  • Engine cowl designed to absorb acoustic energy

Noise and Emissions
  • Full-length engine cowl allowing mixed flow

Aerodynamics
- Winglets reduce aircraft noise footprint
Structures
- Significantly Fewer Unburned HCs and CO
  • Alpha meets all ICAO noise limits
  • Excels in quiet take-off

Systems
- Emits just 51.4 of ICAO limit for smoke
Propulsion
  • Alpha meets the proposed reduction by 12 of NOx
    emissions for CAEP/8.

Economics
Conclusions
  • Alpha meets all ICAO noise limits excels in
    quiet take off

13
Aerodynamics
Development from PDR
Morphology
Performance
Noise and Emissions
Winglets
Aerodynamics
  • Offer improvements in take off and cruise
    performance.
  • Improve climb gradient and reduce climb thrust.
  • Improve airline image and allow additional
    advertising space for airline.
  • Reduce Noise and NOx emissions.

Structures
Systems
Propulsion
Economics
Conclusions
14
Aerodynamics
Development from PDR
Morphology
Performance
Noise and Emissions
Winglets
Supercritical Aerofoil
  • Unconventional shape delays onset of
    boundary-layer separation and buffet.
  • Enables cruise at higher Mach numbers or a wing
    thickness increase.
  • Improved high-lift performance in cruise and
    landing conditions.
  • This helps Alpha to achieve a Lift to Drag ratio
    in cruise of 18.40.
  • Offer improvements in take off and cruise
    performance.
  • Improve climb gradient and reduce climb thrust.
  • Improve airline image and allow additional
    advertising space for airline.
  • Reduce Noise and NOx emissions.

Structures
Systems
Propulsion
Economics
Conclusions
15
Aerodynamics
Development from PDR
Morphology
Performance
Noise and Emissions
Winglets
Supercritical Aerofoil
High Lift Devices
  • CL required for take off and landing achieved
    using slats and single slotted Fowler Flaps.
  • Increase wing area by 40m2.
  • Increase camber to as high as 9.2 chord.
  • Slotted flaps re-energize the boundary layer on
    the upper surface.
  • Unconventional shape delays onset of
    boundary-layer separation and buffet.
  • Enables cruise at higher Mach numbers or a wing
    thickness increase.
  • Improved high-lift performance in cruise and
    landing conditions.
  • This helps Alpha to achieve a Lift to Drag ratio
    in cruise of 18.40.
  • Offer improvements in take off and cruise
    performance.
  • Improve climb gradient and reduce climb thrust.
  • Improve airline image and allow additional
    advertising space for airline.
  • Reduce Noise and NOx emissions.

Structures
Systems
Propulsion
Economics
Conclusions
16
Alpha Advanced Materials
Development from PDR
Morphology
Performance
13.6 saving from stress analysis Approx 5 From
lower parts -2.5 from pad ups and unexpected
weight increases Total Structural Weight Saving
15
Noise and Emissions
Aerodynamics
Structures
Systems
Propulsion
Economics
Conclusions
17
Weights and Balance
Development from PDR
Morphology
Performance
Noise and Emissions
Aerodynamics
Systems
Propulsion
Economics
Conclusions
18
Meeting the Spec
Development from PDR
Morphology
  • Increased utilisation reduction in DOCs
  • -Fatigue problems alleviated
  • -Lower part count
  • -Damage tolerance
  • -Faster repair processes
  • -Utilisation increase of 2-3 predicted.

Performance
Noise and Emissions
Aerodynamics
  • Manufacture
  • -Increased automation and state of the art
    technology
  • -Bulk purchase of composite material
  • -Energy consumed in overall process is lower

Systems
Propulsion
Economics
Conclusions
19
Flight Deck and Avionics
Future Air Navigation
System Management
Development from PDR
Enhanced Head Up Visual Guidance System
Morphology
Performance
Noise and Emissions
Aerodynamics
Structures
Systems
Propulsion
Economics
Conclusions
20
Propulsion
Development from PDR
R-R ref PD19030
Morphology
Installed Data Configuration 1Fan 4LPC 10
HPC2 HPT 5 LPT Total Air flow
(lb/sec) 805 OPR 35 BPR 5.3 SLST ISA 15
(kN / lbf) 118.1 / 26560 Max T-O Thrust ISA
15 113.95 / 25617 Bare Engine (kg / lbs) 2429
/ 5355 Power plant Weight 3238.7 / 7140
Performance
Noise and Emissions
Aerodynamics
Structures
  • Scaled engine, de-rated for T-O
  • Under wing close coupled pod
  • Maintenance Access
  • Long cowl
  • Thrust Reversers Available
  • FADEC Controlled

Systems
Propulsion
Economics
Conclusions
21
Economics
  • For 500nm, DOC 9.83cents/seat nm
  • 7.53 DOC saving compared to B737-700
  • For 500nm, COC 5.97cents/seat nm
  • 8.15 COC saving compared to B737-700

Morphology
Morphology
Aerodynamics
Structures
Systems
Propulsion
Economics
Conclusions
Conclusions
22
Economics
  • Programme cost until Entry into Service USD2.28
    billion
  • Break even year 6th year (2020)
  • Manufacturing Cost USD42.3 million (SR), USD47.6
    million (LR)
  • List Price USD47.5 million (SR), USD53.5 million
    (LR)

Morphology
Aerodynamics
Structures
Systems
Propulsion
Conclusions
23
Conclusions
Development from PDR
Morphology
  • Structural weight saving 15 total from usage
    of advanced materials
  • 17 reduction in turnaround time
  • Improved aerodynamics and engine efficiency
  • New and tested avionic systems, greater
    reliability and permits greater utilisation
  • Leads to
  • Overall DOC saving of 7.22
  • Overall COC saving of 7.66
  • (- compared to the Boeing 737-700)

Performance
Noise and Emissions
Aerodynamics
Structures
Systems
Propulsion
Economics
Conclusions
24
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