Title: Group 1: Final Design Review alpha
1Group 1 Final Design Reviewalpha
2Agenda
Development from PDR
Aerodynamics
Propulsion
Morphology
Structures
Economics
Performance
Systems
Conclusions
Noise and Emissions
3Development from PDR
Development from PDR
Morphology
Performance
Performance
Noise and Emissions
Noise and Emissions
Aerodynamics
Structures
Systems
Propulsion
Economics
Conclusions
4The 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
5Three View
Aerodynamics
Structures
Systems
Propulsion
Economics
Conclusions
6Cross-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
7Performance
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
8Climb 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.
9Mission 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
10Ground Performance
Morphology
- Alpha ER 150Pax comfortably meets Take-Off and
Landing requirements
TOFL1948m LFL1366m
Aerodynamics
Structures
Systems
Propulsion
Economics
Conclusions
11Turnaround 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
12Noise 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
13Aerodynamics
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
14Aerodynamics
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
15Aerodynamics
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
16Alpha 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
17Weights and Balance
Development from PDR
Morphology
Performance
Noise and Emissions
Aerodynamics
Systems
Propulsion
Economics
Conclusions
18Meeting 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
19Flight 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
20Propulsion
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
21Economics
- 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
22Economics
- 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
23Conclusions
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
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