By H. Sobieczky
This publication provides the demanding situations, the instruments and the suggestions for constructing economically achievable excessive pace civil shipping plane below environmental constraints. Computational instruments for plane layout and optimization are defined and alertness in an commercial surroundings is proven for brand new and leading edge case studies.
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Extra info for New Design Concepts for High Speed Air Transport
Supersonic cruise perfonnance strongly relies on aerodynarnic drag reduction. e. fuel and engine size) contribute about 60% to the SCT's MTOW (maximum takeoff weight). Here, we concentrate on drag reduction. g. Breguet's fonnula, eqs. (44) to (47). A careful balance must be achieved when drag reduction requires a weight increase. To estimate the inftuence of individual contributions to supersonic cruise drag, we Iook at the composition of (supersonic) drag. Contributors are skin friction drag, volume wave drag, Iift dependent wave drag and induced drag.
Take-off field length is defined by runway length of the relevant airports to be used by SCT. Today about 11000 ft are assumed. • Climb rate: The required thrust is determined by weight and aerodynamic performance UD. After take-off, a climb rate with one engine out must be maintained of Josef Mertens 40 0,5% with gear extended and 3% with gear retracted. e. thrust) (take-off thrust = massflow · exhaust velocity). Stage 3 compliant low noise exhaust velocities are between 300 rnls (Airbus A340, weil below stage 3limits) and at most 400 rnls ; for compliance, bypass ratios of about 2 or comparable measures are required.
The price and number of aircraft are determined by the iteration shown in Figure 8. Its starts with an estimate of the price and number of aircraft sold. We can now use the manufacturer and airline cost models to estimate the (future) total operating cost of the aircraft. 27 Aircraft Economy for Design Tradeoffs olrcroft deslgn + AirUne 100 Economlc Model NoA/C AF Prlce .. Akbut Manufacturer & Alrllne Manufacturer Cash f\ow Yea~ (No . A/C) ·...... .. .... . .. .... .......... .. . Figure 8 Simplified Macro Economic Model of Aircraft Units vs.