Beruflich Dokumente
Kultur Dokumente
Presented by :Chirag.D.Soni
1MJ09MAE03
Contents
1. Introduction to BWB aircraft configuration
2. History of BWB
3. How is it different from flying wing designs
4. Square-Cube-Law
5. Basic configuration and nomenclature of Boeing BWB 450
6. Flying wing challenges
7. What Does the Future Hold for the BWB?
8. Preliminary sizing
9. Aero disciplines: Structures
Aerodynamics
Flight mechanics
Ground handling
10. BWB advantages compared to today's advanced aircraft
11. Stealth configuration in military aircrafts
Introduction
to BWB aircraft
configuration
X-48 B 2007
Team members studying the Blended-Wing-
Body (BWB) design
McDonnell Douglas,
Stanford University,
The University of Southern California,
Clark Atlanta University,
The University of Florida,
NASA Langley and Lewis Research Centers.
Boeing Phantom Works
Air Force Research Laboratory
NASA's Dryden Flight Research Center
Institute of Aircraft Design and Lightweight Structures, TU Braunschweig
Type of engines 3 UEET direct drive turbofan engines (Ultra-Efficient Engine Technology)
Cruise mach no: A recent Boeing optimization study1 indicated that a cruise Mach number
of 0.90 is optimal for a range of 7,750 nm.
Maximum gross weight 823,000 lb
2. Current airliners have a cigar-shaped fuselage ideal for maintaining cabin pressurization.
3. The BWB, however, has a unique shape that requires a novel approach to satisfy
pressurization and structural needs.
4. The design uses ten intermediate chord-wise (front-to-back) ribs to connect the upper and
lower wing skins. These ribs separate the interior into ten passenger bays.
5. Advanced composite material will be required to minimize the amount of structure needed to
withstand the pressurization loads and deflections in the skins.
VELA 1 VELA 2
MVJ College department of Aeronautics
6th Framework Program of the European Commission:
(VELA follow on )
Vela 3 (2003-2006)
Flight tests began on July 20, 2007 - the first flight reached an altitude of 7,500 feet MSL
(2,286 m) and lasted 31 minutes. The remotely-piloted aircraft was successfully stalled for
the first time on 4 September, with fixed leading edge slats, a forward center of gravity, and
23-degree angle of attack (2 beyond the maximum coefficient of lift). Stall testing was
repeated on 11 September with a NASA pilot at the console . NASA and Boeing
successfully completed initial flight testing of the Boeing X-48B on March 19 2010.
Design cycle
In order to investigate potential
improvements and to predict major
design challenges of this new class of
aircraft the modeling and analysis
capabilities of the in-house aircraft
design tool of the Institute of Aircraft
Design and Lightweight Structures,
TU Braunschweig (IFL), PrADO,
have been adapted to the BWB
requirements
The methods used and the modeling
and analysis capabilities of the
improved, BWB-specific PrADO-
system are described.
• Data collection
• Preliminary Weight estimation
• Optimization of wing loading and thrust
loading
• Wing design
• C.G calculation
• Control surface design
• Features of designed airplane
• Details of performance estimation
The BWB concept reduces the load on the outboard wing section
airfoils, while the large centerbody chord provides enormous
strength, requiring a much low sectional lift coefficient. This
reduced lift demand allows the large thick profile of the
centerbody to hold passengers and cargo, without exacting a high
compressibility drag penalty. Due to its shape and structure,
typical shocks evident on the thinner outboard wing panels
become very weak on the centerbody. Ahead of this shock,
airflow is supersonic; behind it, the air slows and that sub-sonic
area is highly suitable for engine installation. The low effective
wing loading of the BWB and its beneficial trim effect means that
no exotic high lift system is necessary; only leading edge slats are
necessary on the outboard wing, with all trailing edge devices
made up of simple hinged flaps which double as elevons.
Crew: 2
Length: 69 ft (21.0 m)
Height: 17 ft (5.18 m)