zoverview of the aircraft design process

Overview of the Aircraft Design Process

Prof. Bento Silva de Mattos

March 2010V40

Objective

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This lecture is intended to provide anoverview of the aircraft design process

Content

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Introduction

The Product Development Process

The Conceptual Design Phase

The Preliminary Design Phase

The Detail Design Phase and Future Trends

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Introduction

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Recommended Further Reading

D. Howe - Aircraft Conceptual Design Synthesis Loftin- Subsonic Aircraft: The Evolution and the Matching of

Size to Performance. NASA Referendum Publication 1060. D. Raymer - Aircraft Design, A Conceptual Approach. E. Torenbeek - Synthesis of Airplane Design. J. Roskam - Airplane Design Vol. (1-8). Askin Isikveren - Quasi-Analytical Modeling and Optimization

Techniques For Transport Aircraft Design, PhD. Thesis, 2002.

Introduction

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L.Jenkinson, P.Simpkin & D.Rhodes Civil Jet Aircraft Design D.Stinton The Design of the Aeroplane S.Brandt, J.Stiles & R.Whitford Introduction to Aeronautics A

Design Perspective

Recommended Further Reading

Introduction

Specific Industry journalsAEROSPACE DAILY

AVIATION WEEK & SPACE TECHNOLOGY

BUSINESS & COMMERCIAL AVIATION

THE WEEKLY OF BUSINESS AVIATION

AEROSPACE DAILY & DEFENSE REPORT

AIRCRAFT ENGINEERING AND AEROSPACE TECHNOLOGY

AEROSPACE AMERICA

AVIATION DAILY

ENGINEERING FAILURE ANALYSIS

ADVANCED ENGINEERING MATERIALS

AVIATION SPACE AND ENVIRONMENTAL MEDICINE

IEEE AEROSPACE AND ELECTRONIC SYSTEMS MAGAZINE

JOURNAL OF AIRCRAFT

PROFESSIONAL ENGINEERING

Introduction

Designing Aircraft

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Introduction

Design: Not a clear-cut/scientific or completely rational process Despite efforts to formalize Neat flow charts of steps arent real life, still needed as goals But! Some systematic procedures available Creativity/imagination, but not pure inspiration Broad understanding of physical world Beware of cookbook approach:- understand your concept Never stop asking questions!

Good Designs

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Introduction

Source: Prof. Mason, Virginia Tech

The Process

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Introduction

Source: Prof. Mason, Virginia Tech

Aircraft Design is a Compromise

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Introduction

It is the task of the aircraft design engineer to balance the customer requirements with the physical constraints, cost and time-scale, in order to produce the most effective aircraft possible.

Aircraft Design Requires Teamwork No one design group is more important than the

others. Note: All Engineering involves Compromises!

Aircraft

Aeronaves so sistemas multidisciplinares complexos Requerem tempo considervel para projetar e construir

(vrios anos). Investimento considervel (custo unitrio tambm elevado). Mercado extremamente competitivo. Requisitos extremamente exigentes de certificao do

produto. Incerteza no projeto e desenvolvimento conduz a:

- aeronaves que so entregues fora do prazo e do oramento.- aeronaves inadequadas e no-competitivas.

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Introduction


Aeronaves So Sistemas Multidisciplinares Complexos

Sistemas multidisciplinares so intrisincamente difceis de modelar e entender devido a uma nica pessoa no ser capaz de possuir conhecimento detalhado nas reas requeridas.

Sistemas frequentemente tornam-se muitos complexos para que se possa reduzir a incerteza e permitir uma previsibilidade razovel. Requisitos de certificao cada vez mais exigentes.

Requisitos de desempenho e operao mais exigentes e complexos(ex. aeronaves silenciosas e no-poluentes)

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Introduction


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Think Light, Think Simple, Think Accessibility, Think Maintainability,

and Think Cost

Introduction


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Kelly Johnsons Rules

Kelly Johnson established fourteen basicoperating rules to govern his projects.

Within the Skunk Works staff, theserules were as sacred as theTen Commandments.Many sites across the internet includethese rules. The rules differ slightly fromsite to site. The following compilation isfrom the stuff obtained them from thesevarious sites and selected from thewordings. (For example, later wordingsseem to substitute "customer" for themilitary and "vendor" for contractor.).

Introduction


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Rule Number 1The Skunk Works' program manager must be delegated practically complete control of his program in all aspects. He should report to a division president or higher.Rule Number 2Strong but small project offices must be provided both by the military and industry.Rule No. 3The number of people having any connection with the project must be restricted in an almost vicious manner. Use a small number of good people (10 percent to 25 percent compared to the so-called normal systems).Rule No. 4A very simple drawing and drawing release system with great flexibility for making changes must be provided.Rule No. 5There must be a minimum number of reports required, but important work must be recorded thoroughly.


Introduction


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Rule No. 6There must be a monthly cost review covering not only what has been spent and committed but also projected costs to the conclusion of the program. Don't have the books ninety days late and don't surprise the customer with sudden overruns.Rule No. 7The contractor must be delegated and must assume more than normal responsibility to get good vendor bids for subcontract on the project. Commercial bid procedures are very often better than military ones.Rule No. 8The inspection system as currently used by the Skunk Works, which has been approved by both the Air Force and the Navy, meets the intent of existing military requirements and should be used on new projects. Push more basic inspection responsibility back to the subcontractors and vendors. Don't duplicate so much inspection.Rule No. 9The contractor must be delegated the authority to test his final product in flight. He can and must test it in the initial stages. If he doesn't, he rapidly loses his competency to design other vehicles.


Introduction


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Rule No. 11Funding a program must be timely so that the contractor doesn't have to keep running to the bank to support government projects.Rule No. 12There must be absolute mutual trust between the military organization and the contractor with very close liaison on a day-to-day basis. This cuts down misunderstanding and correspondence to an absolute minimum.Rule No. 13Access by outsiders to the project and its personnel must be strictly controlled by appropriate security measures.Rule No. 14Because only a few people will be used in engineering and most other areas, ways must be provided to reward good performance by pay, not simply related to the number of personnel supervised.


Introduction


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Rule 15Several sites suggest that there was an additional "unwritten rule" . . .

Rule No. 15Never deal with the Navy.


Introduction


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"Be Quick, Be Quiet, And Be on Time"

Kelly Johnsons Most Important Rule

Introduction


Weight Definitions disposable load = payload + useable fuel (+any necessary ballast)

Where

Payload = the revenue earning load

Maximum ramp weight is that approved for ground maneuver

Maximum ramp weight = maximum take-off weight + start, taxi, and run-up fuel

Maximum landing weight = maximum weight approved for touchdown

Maximum zero fuel weight = the maximum weight approved usable fuel

APS weight (aircraft prepared for service), which is the same as the basic empty weight, i.e. fully equipped operational, without crew, usable fuel or payload (the load that generates revenue, income). AUW, Wo The all-up (gross) weight is the maximum weight at which flight requirements must be met.

Maximum to take-off weight = gross (all-up) weight = MTOW= operating empty weight + disposable load

in which operating empty weight and disposable load are built up as follow

Operating empty weight = basic empty weight + crew

Basic empty weight = standard empty weight + optional equipment

Standard empty weight = weight of the standard aircraft (as manufactured + unusable fuel + full operating fluids + full engine oil

Business Opportunities

Trainers

Surveillance

Transport

UAVs

Attack

Executive

Agricultural

Helicopters

DEFENSE CIVIL

Airliners

Introduction

Aircraft specifically use to teach someone to fly. C-152, Piper Tomahawk, Beech Skipper

Use of aircraft other than business or commercial use, 24% all hours flown.

Beech - Sundowner, Sierra, Bonanza

Cessna - largest builder of GA 179,500 - 172 Skyhawk, 182 Skylane, 185 Skywagon, 210 Centurion

General AviationIntroduction


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Commercial Aircraft

Introduction

Market Structure and SegmentationTransport Category


Market Structure and SegmentationTransport Category

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Executive or Business Aircraft

Introduction


Jet Transport Aircraft

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Airbus A319Boeing 767-300

Embraer 190

IntroductionProf. Bento Silva de Mattos

COMMOM PLATFORMS

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DerivativeAirliner

ERJ 145

Lockheed 188 Electra II

P-3 Orion

EMB 145 MP/ASW

EMB 145 AEW&C

EMB 145 RS/AGS

IntroductionProf. Bento Silva de Mattos

29

Embraer EMB-110 variants and Derivatives

Fonte: Revista Manche, 1978

IntroductionProf. Bento Silva de Mattos Derivative

Military Transport

EMB-110 BandeiranteVersion (Designation by FAB) EIS Role

EMB-110 (C-95) 1973 Military liaison

EMB-110A (EC-95) 1973 Aerial Laboratory (Calibration of Airport Instrumentation)

EMB-110B 1975 Aerial photography

EMB-110C 1973 Airliner (15 passengers)

EMB-110E/J 1975 Transporte Executivo(7-8 passengers)

EMB-110P 1975 Regional airliner(18 pax)

EMB-110S1 1976 Remote sensing

EMB-110B1 1976 Conversvel Passageiros/Aerofotogrametria

EMB-110K1 (C-95A) 1977 Cargo/Paratroops transport

EMB-110P2 1977 Regional Airliner(21 pax)

EMB-111 1977 Patrulha e Esclarecimento Martimo

EMB-110P1 1978 Transporte de Passageiros e Carga (19 pax)

Introduction

EMB-100/100A

O EMB-100 Bandeirante foi desenvolvido no Centro Tcnico deAeronutica (Atualmente Comando-Geral de Tecnologia Aeroespacial) apartir de 1965 (Programa IPD-6504) por uma equipe liderada por OsiresSilva que tambm envolveu o francs Max Holste. Inspirado no Nord 262desenvolvido inicialmente por Holste, o Bandeirante realizou o seuprimeiro vo em 1968. Foi o primeiro bimotor metlico projetado econstrudo no Brasil e a Embraer foi criada para produz-lo em srie. OEMB-100 serviu de plataforma para o EMB-110C (derivado do EMB-110 daFAB), o primeiro modelo civil que de fato foi comercializado pela Embraer.Vale ressaltar, que o terceiro prottipo foi fabricado aps a criao daEmbraer, equipado para ser um laboratrio voador para pesquisas comsensoriamento remoto.

Informaes TcnicasUnidades fabricadas: 3Primeiro vo: 22 de outubro de 1968Capacidade: 2 tripulantes e 7, 9 ou 10 passageiros dependendo do prottipoPeso mximo de decolagem: 4500 kgEnvergadura: 15,38 mrea da asa: 29,22 m2Velocidade mxima de operao: 389 km/hMotor: Pratt&Whitney PT6-A20 de 550 shp

BandeiranteIntroduction


EMB-110 A/B/C/E/F/K1/J/P/P1/P1A/P2/S1

O EMB-110 (C-95 da Fora Area Brasileira, FAB) e o EMB-110C Bandeirante foram umamodificao substancial do EMB-100, que havia sido desenvolvido no CTA. Trem de pousototalmente escamotevel, motores mais potentes, naceles dos motores redesenhadas, maiorcapacidade de passageiros com a fuselagem aumentada em quase dois metros foram algumas,entre vrias outras, modificaes levadas adiante pela recm criada Embraer. A Transbrasil foi oprimeiro operador civil do Bandeirante, que lhe foram entregues em abril de 1973. Foi a primeiravez que uma cia. area nacional foi equipada com um produto de origem brasileira. A Embraercontinou aperfeioando e desenvolvendo novas verses de seu bimotor. Em 1978, obteve acertificao do P1 e P2 no mercado norte-americano, onde o Bandeirante foi um sucesso devendas. Por conta de sua versatilidade e facilidade de manuteno, cerca de 500 exemplaresforam fabricados at maio de 1990, quando a produo foi encerrada. Na frica do Sul, arobustez do modelo foi mais uma vez comprovada com a converso do Bandeirante para operarcomo avio agrcola, converso feita por operadores locais. A FAB em 2008 contava com 105Bandeirantes, em 9 verses e duas variantes, que desempenham cinco misses distintas operandoem 14 esquadres, alm de dotar vrios outros como aeronave orgnica. Alm das verses maiscomuns de transporte C-95, C-95A, C-95B e C-95C, so utilizadas pela FAB duas verses paracalibragem de instrumentos, EC-95B e EC-95C, duas variantes para patrulha martima, P-95A e P-95B, uma verso para busca e salvamento, SC-95B, uma verso para pesquisa de chuvas, XC-95,e, finalmente, uma de reconhecimento e levantamento aerofotogrfico, designada de R-95.

Informaes TcnicasUnidades fabricadas: 501Entrada em servio: 1973 com a FABTrmino da fabricao: maio de 1990Capacidade: 15 pax + 2 tripulantes (EMB-110C)Peso mximo de decolagem: 5600 kg (EMB-110C)Peso mximo de pouso: 5300 kgVelocidade mxima de operao: 426 km/h (EMB-110C)Motor: Turbolice Pratt&Whitney PT6 variando de 680 a 750 shp nas vrias verses

BandeiranteIntroduction

BandeiranteEMB-110C

Em 1972 o Bandeirante foi homologado pelo Centro Tcnico de Aeronutica (AtualmenteComando-Geral de Tecnologia Aeroespacial). O EMB-110C foi a verso derivado do EMB-110 (C-95 da FAB) que a Embraer desenvolveu como transporte bsico de linha area (15passageiros podeiam ser transportados). Atravs de apoio a aviao de terceiro nvel,empresas nacionais como a Transbrasil, RioSul , VASP e TAM vieram a adquirir oBandeirante. Em 26 de janeiro de 1973, a Trannsbrasil formalizou a compra de seisBandeirante. A Transbrasil foi tambm a primeira empresa area a receber o modelo, oque se deu 11 de abril de 1973. Na segunda metade de setembro de 1973, foi realizadoem So Jos dos Campos o 1o Salo Aeroespacial Internacional, ocasio em que foianunciada a venda de 10 Bandeirante para a VASP. Posteriormente, os Bandeiantes daTransbrasil foram repassados Nordeste Linhas Areas e os da VASP TAM. Cincoexemplares foram fronecidos Fora Area do Uruguai. O EMB-110C(N) diferia bo EMB-110C pela instalao de equipamentos de degelo nas asas, hlices, empenagem, entradade ar dos motores e pra-brisa.Informaes TcnicasUnidades fabricadas: 37Certicao: 20 de dezembro de 1972 (CTA)Entrada em servio: 16 de abril de 1973Capacidade: 15 passageiros + 2 tripulantesEnvergadura: 15,3 mComprimento: 14,2 mPeso mximo de decolagem: 5600 kgPeso mximo de pouso: 5300 kgTeto de servio: 8660 mVelocidade mxima de operao: 426 km/h Motor: Pratt&Whitney PT6-A27 de 680 shp

Introduction

BandeiranteEMB-110K1 (C-95A)

Concebido para operar com cargueiro militar, utilizado tambm no transporte de pra-quedistas. O EMB-110K1 teve a sua fuselagem alongada em 0,85 em relao ao EMB-110 (C-95). Nesta verso, os tripulantes tm acesso direto cabina de comando, sem passar pela fuselagem central, j que no lado esquerdo ao posto de pilotagem foi instalado uma porta de tripulantes (0,63 x 1,42 m). No lado direito, h uma porta de emrgncia para os tripulantes. A fuselagem central dispe de um volume til de 14,7 m3. O piso foi reforado, podendo suportar uma carga de 488 kg/m2. A porta principal da fuselagem foi alargada em relao ao C-95, passando a ter 1,80 m de largura por 1,42 m de altura. Ela atuada hidraulicamente por meio de bomba manual. Nesta porta, foi incorporada um porta menor, que se abre para o interior da fuselagem e que serve como porta de emrgncia,embora a sua finalidade principal a de permitir o salto de pra-quedistas. O avio pode receber assentos laterais para a comodao de at 20 pra-quedistas.Informaes TcnicasEntrada em servio: 1978Capacidade: 2 tripulantesPeso mximo de decolagem: 5600 kgPeso mximo de pouso: 5300 kgTeto de servio: 7.620 mVelocidade mxima de operao: 426 km/h Motor: Pratt&Whitney PT6-A34d e 750 shp

EMB-110P1/P1A/P2

Visualmente, o EMB-110P1 se destaca pela larga portade carga na traseira da aeronave e pelo diedro de 10 graus na empenagem horizontal para livr-la da esteirada asa e do motor. Operava tanto como versocargueira como de passageiros, quando admitia at 18 assentos. Foi a verso que junto com a P2 (sem diedrona empenagem horizontal) foi homologada pela norte-americana Agncia Federal de Aviao (FAA, Federal Aviation Administration) em 1978, o mesmo ano que o Congresso daquele pas desregulamentou o mercado de aviao, permitindo um crescimento expressivo daaviao regional. Assim, o Bandeirante se tornoutambm um sucesso de vendas nos Estados Unidos. Informaes Tcnicas (P1A)Entrada em servio: 1978 (P1)Homologao CTA: 9 de maio de 1978Capacidade: 19 passageiros + 2 tripulantesPeso mximo de decolagem: 5.670 kgPeso mximo de pouso: 5.450 kgTeto de servio: 7.620 mVelocidade mxima de operao: 426 km/h Capacidade de combustvel: 1.896 litrosMotor: Pratt&Whitney PT6-A34 de 750 shp

Bandeirante

At left . EMB-110P1 passenger cabin

Above. EMB-110P2

Above . EMB-110P1

EMB-111 Bandeirulha

O EMB-111 uma verso de patrulha martima do Bandeirante. Era dotado de um radar de busca no nariz do aparelho, faris, tanques de ponta de asa (os mesmos do EMB-326GB Xavante) e de foguetes no-guiados SBAT 70/7. A Fora Area Brasileirarecebeu um primeiro lote de 12 unidades (P-95) entre 1977 e 1979. Um segundo lote de 8 avies de uma verso aperfeioada(P-95B) foram comprados em fins de 1989. As principaisdiferenas se referiam ao diedro da empenagem horizontal e a avinicos mais modernos. A Argentina utilizou o EMB-111 durante a Guerra das Malvinas em 1982.Informaes TcnicasEntrada em servio: 1977 com a Fora Area BrasileiraCapacidade: 15 passageiros + 2 tripulantesPeso mximo de decolagem: 7.000 kgPeso vazio: 5150 kgVelocidade mxima: 385 km/h Alcance mximo: 3.250 kmEnvergadura: 15,95 mGrupo motopropulsor: Pratt&Whitney PT6-A34 de 750 shpOperadores: Brasil, Argentina, Chile e Gabo

Bandeirante

COMMOM PLATFORMSAirlinerMilitary Plane

Boeings Heavy Lifter ConceptBoeing 747-100

Introduction

In 1963, the United States Air Force started a series of study projects on a very large "strategic" transport aircraft. Although the C-141 Starlifter was being introduced, they felt that a much larger and more capable aircraft was needed, especially the capability to carry "outsized" cargo that would not fit in any existing aircraft. These studies led to initial requirements for the CX-Heavy Logistics System (CX-HLS) in March 1964 for an aircraft with a load capacity of 180,000 pounds (81,600 kg) and a speed of Mach 0.75 (500 mph/805 km/h), and an unrefueled range of 5,000 nautical miles (9,260 km) with a payload of 115,000 pounds (52,200 kg). The payload bay had to be 17 feet (5.18 m) wide by 13.5 feet (4.11 m) high and 100 feet (30.5 m) long with access through doors at the front and rear.

Featuring only four engines, the design also required new engine designs with greatly increased power and better fuel economy. On 18 May 1964, airframe proposals arrived from Boeing, Douglas, General Dynamics, Lockheed and Martin Marietta; while engine proposals were submitted by General Electric, Curtiss-Wright, and Pratt & Whitney. After a downselect, Boeing, Douglas and Lockheed were given additional study contracts for the airframe, along with General Electric and Pratt & Whitney for the engines.

All three of the airframe proposals shared a number of features, but one in particular would become iconic on the 747. As theCX-HLS needed to be able to be loaded from the front, a door had to be included where the cockpit usually was. All of the companies solved this problem by moving the cockpit to above the cargo area; Douglas had a small "pod" just forward and above the wing, Lockheed used a long "spine" running the length of the aircraft with the wing spar passing through it, while Boeing blended the two, with a longer pod that ran from just behind the nose to just behind the wing. In 1965 Lockheed's aircraft design and General Electric's engine design were selected for the new C-5 Galaxy transport, which was the largest military aircraft in the world at the time.


SeaplanesIntroduction


SeaplanesIntroduction

The Saunders-Roe Princess was a British flying boat aircraft built by Saunders-Roe, based in Cowes on the Isle of Wight. The Princess was one of the largest aircraft in existence.

By the 1950s, large, commercial flying boats were being overshadowed by land-based aircraft. Factors such as runway and airport improvements added to the viability of land-based aircraft, which did not have the weight and drag of the boat hulls on seaplanes nor the issues with seawater corrosion.


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World War II Night FightersIntroduction

41

Early VTOL AircraftIntroduction

42

Modern VTOL Aircraft

Introduction

U.S. Marine Corps MV-22B Osprey British Royal Navy FRS.Mk 1 Sea Harrier

Lockheed Martin F-35B Lightning II short takeoff/vertical landing (STOVL) stealth fighter


Airworthiness Regulations & Certification

Introduction


Structural Parts: Wing

Wing box Fixed leading edge Fixed trailing edge Ailerons Spoilers Flaps Slats

Introduction

The structural concept for the wing is that part of the airplane is essentially a beam which gathers and transmits all the loads to the central fuselage attachment


Structural Parts: Wing Wing structure consists of

Internal structure Spars Ribs Stringers

External structure Upper skin Lower skin

Wing structure should posses Sufficient strength Stiffness Light weight Minimum manufacturing problems

Introduction


Structural Parts: WingWing Box

Front spar Rear spar Ribs Stringers Span wise beam Fuel tank Wing skins

Stringers

Prof. Bento Silva de Mattos Introduction

Spars are generally a beam running from root to the tip of the wing There are two spars

Front spar Rear spar

Multi-spar designs are used on larger wings and on military aircraft Spars carry the aerodynamic loads developed on a wing Spars consists of spar cap (flange) and web Spar cap carries bending loads and web carries shear loads Spars are generally I beams, some times C beams are also used All the structural parts of wing are attached to the spars Spars are of two types namely

Shear web Truss type

Structural Parts: WingSpars

Introduction

TYPES OF SPAR

a) Built up spar

b) Truss type

c) Bent up channel

d) Frame truss

e) Sine wave web

f) Integrally machined web

g) Integrally machinedtruss

Introduction

SPAN WISE BEAMS Span wise beams are members in the wing which run

from root to the tip Span wise beams are provided for additional support as

well as to support the fuel tank

Introduction

Structural Parts: Fuselage

FUSELAGE ASSEMBLAGE

Box truss type The structural elements resemble those of

a bridge, with emphasis on using linked triangular elements. The aerodynamic shape is completed by additional elements called formers and stringers and is then covered with fabric and painted

Monocoque the exterior surface of the fuselage is also

the primary structure

Semi-monocoque A series of frames in the shape of the

fuselage cross sections are held in position on a rigid fixture, or jig. These frames are then joined with lightweight longitudinal elements called stringers. These are in turn covered with a skin of sheet aluminum, attached by riveting or by bonding with special adhesives

TYPES OF FUSELAGE STRUCTURE

Semi-monocoque fuselage structure consists of Longerons / stringers (Longitudinal members)Longerons carries the bending load as axial loadStringers also carry axial loadStringers stabilize the skin

Framing (Transverse members) Provide the shape to the fuselageReduce the stringer length thus avoiding overall instability

Skin Carries the shear load from the cabin pressure, external

transverse and torsional loads Bulkheads Bulkheads are provided at concentrated loading regions

such as wing attachments, tail attachments and landing gear locations

SEMI-MONOCOQUE FUSELAGE

SEMI-MONOCOQUE FUSELAGE

55

Cutaway: British High-Wing AirlinerBAe146-200

Air brake

Front spar

Rear spar

Introduction

Why a four-engined configuration was chosen for this plane?


Cutaway of a Supersonic Carrier-based FighterBoeing F-18

Folding Wings BWB Multispar wing structure Leading-edge snag Full movable horizontal tail

Introduction


Ugly is Most of Time not Good

Introduction

58

Designed by a Flight Enthusiast

Introduction


Flight EnvelopeSupersonic Airplane

Introduction


The left-hand side of the figure marks the speed at any height below which there is insufficient lift to fly straight and level. The dip in the curve around Mach 1 is caused by the increased drag and a decrease in aerodynamic and propulsive efficiency. Some airplanes exhibit this characteristic to a marked extent, others hardly at all. The top of the curve marks the region where the minimum level speed coincides with the maximum speed that can be attained with the particular combination of engine and airframe. The right-hand side of the curve represents the propulsive limit, and the structural limits: where higher speed, kinetic heating and higher dynamic pressure would require an excessively strong and heavy airframe.

Typical Technical Tasks in the Aircraft Development Process

60

Flight Tests planning

Manufacturing plant

Tooling and machinery for manufacturing

Drawings

Evaluation of some different concepts to fulfill therequirements

Business opportunities study

Product specification document

Aircraft certification

Introduction

In Order to Achieve Lower Risks

Project is divided into phases Scheduled reviews Suppliers become partners Advanced engineering tools like CFD and MDO Market studies Launching customer Manufacturing of some prototypes Technology certification by technology

demonstrators, laboratories, joint ventures, cooperation efforts with he academic community

61

Introduction

Revises de Passagem de Fase de Projeto -REFAPs

As Revises de Fase do Projeto devem ser conduzidas com muitocritrio, tanto em relao aos participantes quanto em relao periodicidade. So eficientes quando h pessoas certas -contribuio.

62

Os principais objetivos dessas avaliaes peridicas so:

Devem ser focadas e baseadas nos deliverables definidos nafase de planejamento.

Tomar as aes corretivas para reconduzir o projeto ao seu rumo original.

Determinar se os objetivos originais ainda so vlidos.

Determinar se os requisitos iniciais do projeto esto sendoatendidos.

Determinar se h condio totais ou parciais para passar Faseseguinte.

Introduction

Revises de Passagem de Fase de Projeto -REFAPs (2)

Entre as REFAPs h trs que se destacam: Conceptual Design Review Preliminar Design Review Critical Design Review

63

Elas so marcos do: congelamento da configurao doproduto; da definio do produto; e da liberao fabricao, respectivamente.

H muitas outras Revises intermedirias que acontecemsegundo s necessidades de cada produto. Tambm, sorepetidas para diversas partes diferentes do avio.

Aircraft Design Phases

64

Feasibilitystudy

Conceptualdesign

(Initial Definition)

Preliminarydesign

(Joint Definition)

ProjetoDetalhado Production

H algumas divises clssicas para as Fases de projeto. Porexemplo, a EMBRAER trabalha com 5 etapas (Embraer170/190).

As Fases 1 e 2, so conhecidas como Projeto Conceitual ePreliminar, respectivamente, dentro delas que os problemascrticos de engenharia so resolvidos.

0 1 2 3 4 5

vNo aparece nas fases apresentadas pela Embraer, porm ela existecom outra denominao.

Phase Out

+10 anosSuporteTcnico

Introduction

Other Approach

65

FeasibilityStudy Preliminary

designProjetoDetalhado

Prottipos/Qualificao/Certificao

Production Phase Out

0 1 2 3 4 5

comum encontrar, em publicaes e nas divises de outrasempresas aeronuticas, as Fases 1 e 2 reunidas como Preliminar,somente. Ou acrescentar uma de Qualificao/Certificao, ficandoassim:

FeasibilityStudy

Conceptualdesign

Projetode

Definio

ProjetoDetalhado(ProttiposCertificao)

Production Phase Out

0 1 2 4 5

Uma melhor forma de se definir asfases de um Projeto so como segue

3

Introduction

66

Years 5 3 2 5 30 - 40 20P

rodu

ctsu

ppor

t

Product Support

Pro

-du

ctio

n

Series Production Spares Production

Basic Conceptrelated

ProjectrelatedR

esea

rch

Dev

elop

men

t

Feasibilityphase

Conceptphase

Defi-nitionphase

Developmentphase

Product improvementBasic version

Product improvement (Stretch, MTOW)

Modifications

Retire-ment

Delivery lastA/C in series

Delivery firstA/C in seriesGo Ahead

Airbus ApproachIntroduction

PhaseAvaliao do Mercado/Negcios, Caracterizao Estratgica doProduto/HLR e Estudo de Viabilidade do Projeto.Focus: Commercial/Financing0Definio da Configurao e Integrao Geral do Avio. Definiodos Custos Finais.Focus: Integrao do Produto/Configurao Final

1Definio Completa do Sistema, Soluo dos Problemas Crticos eIntegrao dos Subsistemas- Maior envolvimento da Enga; Parceiros;e Fornecedores.Focus: Complete definition of airplane

2Elaborao dos Desenhos, Fabricao dos Prottipos/Certificao-Fase mais Dispendiosa na Construo de Prottipos e Ensaios.Focus: Certificao do Produto

3Produo, Qualidade do Produto e Cronograma de Entrega.Preparao para Entrada em ServioFocus: Prazos/Qualidade

4Encerramento.Focus: Customer support/Recycling5

Main ActivitiesIntroduction

Feasibility Study

69

Feasibility Study

Scope

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Market AnalysisTrends and market dynamicsMarket ShareCompetitor aircraft databaseCompetitive advantagesCustomer databaseCompetitors menace

Customer needs

Feasibility Study

Business opportunities


Phase 0 Characteristics

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Althoug this phase is the first one, it is vital for thesucessful outcome of the aircraft program

dela que emanam a maioria das diretrizes: asestratgicas; as financeiras; e as de caracterizao doproduto.

Esta Fase deve indicar se o projeto vivel, bem comoavaliar todos seus riscos, para determinar o seuprosseguimento ou no.

Feasibility Study

Sumrio ExecutivoA Indstria e seus Produtos Pesquisa e Anlise de Mercado Parmetros Econmicos do Negcio Marketing strategy Plano de Desenvolvimento do Produto Production scheme (requerido pelo rgo homologador) Plano de Gesto de Projeto Master Phase Plan Risk assessment Plano Financeiro Capitalizao de Recursos

Business Plan

Feasibility Study

Product Development Process Marketing Requirements & Objectives

It all begins with a potential need in the market Identified through client comments, competitive and market analysis, market surveys

Important document : Marketing Requirements & Objectives It covers different aspects, i.e. technical, operating cost, comfort, etc. The MR&O does not necessarily need to be comprehensive initially Written through use of surveys, focus groups

Getting the MR&O wrong may produce a devastating financial result for the company

The requirements directly influences the function and form of the vehicle

Embraer CBA-123 Dassault Mercure SAAB 2000

See what happens when you do not get the requirements right!

Feasibility Study

Example of Wrong SpecificationDassault Mercure

Feasibility Study

Instead of designing the aircraft for a maximum range, Dassault chose to design the Mercure for the average range demanded by airlines. This range was only a fourth of a typical maximum range, resulting in a design that was not flexible in range and consequently it was an economic failure.

Boeing 737-100 Dassault MercureRange with max. fuel (nm) 1,440 nm 918

MTOW (kg) 43,999-49,896 56,600

Max. pax (FAA exit Limit) 124 (typical all-economy, 96) 150

http://www.boeing.com/commercial/airports/acaps/737.pdfSource:

http://www.boeing.com/commercial/airports/acaps/737.pdf

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Program Failure: Beechcraft Starship

Feasibility Study

The Beechcraft Starship is a turboprop-powered six- to eight-passenger seat business aircraft. The design was originated by Beechcraft in January 1980 as Preliminary Design 330 (PD 330). Burt Rutan was subsequently retained to refine PD330 and one of the significant changes he instituted was the addition of variable geometry to the canard (he holds a patent for this). Rutan'sCalifornia-based design and fabrication company Scaled Composites was then contracted to build scale-model prototypes to aid in development.

The Starship featured a carbon-composite construction, unique design and rearward-facing turboprop engines, which leased him a futuristic look. But it was slow, difficult to fly and a bear to maintain. A 85% scaled model performed its maiden flight in 1983 and later three full-scale prototypes were built. Beechcraft was able to sold only sold a few of the 53 it built. The company established a buy back program for the exemplars that were sold but some owners decided to keep the airplanes.

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Some Unsuccessful Aircraft Configurations: Budd Conestoga

When the U.S. entered World War II in December 1941, there were concerns whether American industry could produce thehuge quantity of materials needed to fight the war. One of the main concerns was whether the vast amounts of aluminumneeded for aircraft would be available.The Edward G. Budd Manufacturing Company of Philadelphia, Pennsylvania, the manufacturer of munitions and railroad rollingstock, approached the U.S. Navy (USN) with a proposal to build a twin-engined cargo aircraft comparable to the Douglas R4D,q.v., but made of stainless steel. The USN accepted the proposal and placed an order for 200 RB-1's in August 1942; the U.S.Army Air Forces (USAAF) also became interested and placed an order for 600 aircraft, designated C-93A-BU,The RB-1 was a twin-engined high-wing monoplane with tricycle landing gear and 24-volt electrical system powered by 1,200hp (894.8 kW) Pratt & Whitney R-1830-92 14-cylinder, twin-row, air-cooled, radial engines driving three-bladed Hamilton-Standard Hydromatic constant-speed, full-feathering propellers. The rear of the outer portion of the wing, i.e., from the enginenacelle to the wingtip, and the elevators and rudder were fabric covered. The fuselage featured a bulbous nose enclosing anelevated flight deck. The elevated flight deck permitted the cargo area to be unobstructed for its entire length.The first flight of the RB-1 occurred on 31 October 1943 and this aircraft was delivered to the USN in March 1944. It crashedduring testing and the test pilot swore that the plane's stainless steel construction saved his life. The flying characteristics of theRB-1 were poor and problems with the use of stainless steel developed delaying production and causing the price to rise.These difficulties plus the adequate supply of aluminum and the availability of the C-47/R4D resulted in the USAAF cancelingtheir order for this aircraft and the USN reducing their order from 200 to a total of 26.

Feasibility Study

Case Study: Ultra Long-range Business JetBombardier Global Express XRS

Average completion costs US$ 10 million and custom ones even more. It takes eight to 10 months to complete an aircraft and custom completions can take

longer.Most operators fly the aircraft 250-450 hours per year.Most operator also say that they typically fly two or three people in transoceanic trips . Bombardier projected a 51,200 lb BOW for the type. Operators say that it is a low-estimate

for the airplane. According to them typical BOW lies in the range 52,000-54,000 lb because of optional cabin entertainment system.

The XRS is certified to flight to 51,000 ft, but most operators seldom climb above the mid forties.

Source: Business & Commercial Aviation, March 2010

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Case Study: Chance-Vought Corsair

Originally designed as a carrier-capable fighter, it saw combat in Guadalcanal in 1943 as land-based fighter instead.

It was fitted with a single 2000-hp powerful engine. This required large propellers in order to obtain higher efficiency from this large amount of power. The 18-cylinder Pratt & Whitney R-2800 Double Wasp radial was the largest engine available at the time.

An inverted gull wing, a similar layout to the one used by Germany's Junkers Ju 87 dive bomber, provided to the F4U Corsair fighter a considerably shortened length of the main gear legs.

Its long nose was the origin for poor visibility from the cockpit. This caused accidents at carrier operations.

The large fuselage panels were made of magnesium and were attached to the frames with the newly-developed technique of spot welding, thus mostly eliminating the use of rivets.

The combination of an aft cockpit and the Corsair's long nose made landings hazardous for newly-trained pilots. During landing approaches it was found that oil from the hydraulic cowl flaps could spatter onto the windscreen, badly reducing visibility, and the undercarriage oleo struts had bad rebound characteristics on landing, allowing the aircraft to bounce out of control down the carrier deck.

The longest production run of any piston-engined fighter in U.S. history (19421952).

Feasibility Study

Case Study: Mitsubishi A6M Zero

Airframe was divided for manufacturing into two integral blocks (lower weight longer range and higher maneuverability).

Although the airframe was of complex manufacture, over 10,000 Zeros left their respective assembly lines.

The Zero was the first carrier-based fighter to outperform the land-based ones. Lack of adequate armor resulted in loss of experienced pilots.Most of the aircraft was built of T-7178 aluminum, a top-secret aluminum alloy developed by the

Japanese just for this aircraft. Initially equipped with a 780-hp engine, in later versions power was increased to 1,130 hp. Outperformed by the Grumman Hellcat fighter, Wildcats successor. As Allied fighter design continually improved, the A6M would basically stay as the design first

conceived in 1937.

Feasibility Study

80

Case Study: North American P-51 Mustang

Designed to fulfill a British specification for the Spitfire replacement Prototype flew just 119 days after program start Laminar airfoils were selected to compose the wing geometryAfter the Allison engine was replaced by the Rolls-Royce Merlin the P-51 fighter became

the outstanding fighter that everyone knows Laminar flow can not be attained in practice due to manufacturing imperfections of the

aircraft surface and to accumulated dust and bugs on some parts of the airframe exposed to airflow

It is believed that the P-51 Mustang fighter shot down half of German aircraft in World War II

Feasibility Study

Stating the problem properly is one of the systems engineers most important tasks, because an elegant solution to the wrong problem is less than worthless.

Problem stating is so important as problem solving.

The problem must be stated in a clear, unambiguous manner.

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Establishing RequirementsViability Study

The problem statement describes the customers needs, states the goals of the project, delineates the scope of the system, reports the concept of operations, describes the stakeholders, lists the deliverables and presents the key decisions that must be made.

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Establishing RequirementsViability Study

Prevent the Germans from invading France through the Rhineland.According to this problem statement the, Maginot line was a success.

But with this problem statementPrevent the Germans from conquering France,The Maginot line was a failure.

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Establishing RequirementsFeasibility Study

HLR- Customer Needs

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Business plan Configuration

What customers

need?

What we can deliver?

Lean - Servir valores acima dos concorrentes.

How is the way to achieve the goals?

Negcios: qual mercado servir e como servir este mercado?

Feasibility Study

Market Analysis Business OpportunitiesEMB 312 Tucano

Feasibility Study

The single-engined Embraer EMB 312 Tucano replaced expensive jets being employed in the advanced trainer role. It was developed to address a Brazilian Air Force procurement for the replacement of the Cessna AT-37 side-by-side trainer. After the Cold War was over declining budgets for armed forces around the world forced many countries to decommission costly jets used as trainers.


Market Analysis Business OpportunitiesSikorsky Skycrane, Special Purpose Helicopter

Feasibility Study


Market Analysis Business OpportunitiesFokker 100 Reloaded

Feasibility Study

Entrepreneurs behind the long-running effort to develop a Fokker 100 successor intend to modify an existing airframe this year, after securing financing from the Dutch economics ministry.

The organization driving the program, NG Aircraft, is a successor to the Rekkof company which has pressed for years to restart Fokker production. NG Aircraft says that the economics ministry is to provide a 20 million ($27 million) loan -although this still needs European Union clearance.

This funding would come through the Dutch SenterNovem agency, which became part of the ministry's innovations support arm Agentschap NL this year.

SenterNovem has a civil aviation department which funds pre-competitive work, such as design, simulation and tooling, for the creation of non-commercial prototype aircraft.

Grants of up to 10 million are available for aircraft transporting fewer than 100 passengers, or 20 million for other cases.Under an initial phase NG Aircraft will begin adapting a Fokker 100 with new systems and engines. The twin-jet will serve as a demonstrator for the proposed Fokker 100 NG, the first example of which the company wants to assemble by 2015.

Source: Flight Global, March 2010Prof. Bento Silva de Mattos

Establishment of aircraft mission profile

Supersonic SSBJ

Viability Study

MTOW (kg)

Range (nm)

Mach (max)

Pax Crew Cruise Altitude (ft)

Valor de Mercado US$

1.000,0041051 6500 0,885 13-19 4 51000 (max) USS 41.550,0041277 6750 0,885 13-19 4 51000 (max) USS 41.550,0033838 4220 0,88 12-19 3 45000 (max) USS 32.750,0020500 3769 0,85 9-19 3 41000 (max) US$ 21.800,0024040 3120 0,8 14-19 3 41000 (max) USS 24.900,0017010 3100 0,82 8-16 2 45000 (max) USS 14.700,0043207 6010 0,88 8-19 2-4 51000 (max) USS 38.000,0040032 4800 0,88 8-19 2-3 51000 (max) USS 32.950,007711 1455 0,81 6-7 2 51000 (max) USS 6.525,009412 2120 0,81 up to 9 2 51000 (max) USS 9.420,00

10659 2510 0,81 up to 10 2 51000 (max) USS 11.970,0016375 3390 0,92 8-12 2 51000 (max) USS 18.600,004808 1474 0,7 5-7 2 41000 (max) USS 3.800,005670 1738 0,72 6-7 2 45000 (max) USS 4.300,00

16238 3000 0,87 8-19 2 47000 (max) USS 23.500,0018461 3800 0,87 8-10 2 47000 (max) USS 32.000,00

ModelsEquipped Empty

Weight (lb)

Gulfstream V 48000Gulfstream V-SP 48300Gulfstream IV-SP 42500Challenger 604 26630Challenger SE 33900Continental 22350

Global Express 50300Global 5000 N/ALearjet 31A 11140Learjet 45 13550Learjet 60 14640Citation X 19376

Citation CJ1 6460Citation CJ2 7359Falcon 2000 20735

Falcon 2000EX 22330

Market Analysis Comparing Competitors

Feasibility Study

Market Analysis Comparing CompetitorsFeasibility Study

Source: Flight Global

Market Analysis Comparing CompetitorsFeasibility Study

Source: Embraer

Market Analysis

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Market Forecast for 30-60 seaters in the next 10 years

AFRICA AND MIDDLE EAST

5% (65 jets)

LATIN AMERICA

4% (52 jets)

EUROPE

9% (117 jets) CHINA

8% (104 jets)

ASIA PACIFIC

3% (39 jets)

USA, CANADA AND CARIBBEAN

71% (923 jets)

Feasibility Study

Regional Aircraft: High Worldwide Demand

Regional market is changing: airlines are becoming less dependent from Majors (more efficient aircraft required,

economically driven choice) low cost airlines are entering regional market (37% of 2005 regional sales)

More than 40% of new connections opened in the last 5 years are operated only by regional aircraft.

Delivery Forecast by geographical area

0 500 1000 1500 2000 2500 3000

N. America

L. America

Europe

M.East&Africa

Asia&Pacific

Russia&CIS

China

26 %

Number of Aircraft

l Regional traffic is forecast to triple in 20 years.l The potential demand for the next 20 years foresees 7800 new aircraft for a

corresponding value of 200 billion dollars ($ 10 billion per year).

Next 20 years

Feasibility Study


Regional

Narrow Body

Wide Body

46%46%

8%

Departures

Regional

Narrow Body

Wide Body

41%

45%

14%

Fleet

Regional

Narrow Body

Wide Body

29%

48%

23%

Flown Hours

8800 Units

correlated with community noise

correlated with gaseous emissions

uEuropean regional fleet represents 20% of current worldwide regional fleetuFully 60% of airports with scheduled service are served only by regional aircraft.

Regional Aircraft: Important Role in ATS

Sources: Alenia data processed from Lundkvist, Avsoft and Back-OAG databases

Total World - Year 2005

Feasibility StudyProf. Bento Silva de Mattos

Market Analysis

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Maiores possibilidades de compras:

Low Cost Airlines

Quem compra Ex. 150-200 lugares


Market Analysis

CRJ953 A/C ERJ

900 A/C

Do328 jet44 A/C

Hawker16 A/C

YAK-40222 A/C

0

50

100

150

200

250

300

350

Del

iver

ies

[A/C

]

1993 1998 2003 2008 2013 2018 2023

Frota Atual

30 60 seater airliner


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Problemas de Certificao Atrasos no Lanamento Falta de Financiamento Custo mais alto do que o PlanejadoTamanho da EmpresaProblemas Externos- Estabilidade Poltica/Financeira do Pas

Riscos Identificados

Plano de Ao para cada Risco

Riscos Classificados

Resultados

Impacto

Pro

babi

lidad

e

Riscos

Anlise Tpica

O Board da Empresatem que conhecer seuspontos vulnerveis e sepreparar para super-los

Feasibility Study: Risks Feasibility Study

zoverview of the aircraft design process

Documents

transport aircraft design

aircraft design engineer

aircraft design processprof

raymer aircraft design

design perspectiverecommended

aircraft aeronaves

conceptual design phase

preliminary design phase