Various American civilian aircraft designs

Supersonic transport is nice, but any *real* man knows the only way to get there is exoatmospherically. Rockwell designed a monster to do just that.
 

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Flug-Revue Dec 1974

NASA Langley Supercritical Wing design
NASA Langley Hydrogen powered design
 

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1). High-payload twin-fuselage concept, were explored in the Langley Supersonic Cruise Research Program.
2). A 1981 conceptual Boeing design for a supersonic business jet.
 

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elmayerle said:
That FSW Learjet was strictly a PR item. I was working next door to the AD group when they drew it up. To the best of my knowledge, it was truly a 'what if' effort.

Too bad it was mere rhetoric...pretty cool design though and in some ways resembling the Gulfstream Peregrine. I think i will try scan it.

pometablava said:
I thought the twin C-5 was proposed as an Space Suttle carrier and the C-5 Model 500 was a civil cargo C-5. But I knew nothing about C-5 airliner versions. Anybody can give confirmation?

I think the caption said something about large passenger seating capacity so i may have assume an airliner. The twin C-5 depicted had only a cockpit on the port side and was painted in NASA white and blue.
 
Hi,

anther airliner aircraft,please see;
http://aeronautics.arc.nasa.gov/assets/pdf/AIAA-2003-6856.pdf
 

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Hi,

please see;
http://www.flightglobal.com/PDFArchive/View/1981/1981%20-%201959.html?search=hawker%20HS.135%20aircraft
 

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Hi,

http://www.flightglobal.com/pdfarchive/view/2003/2003%20-%201939.html?search=fuel%20cell-powered%20aircraft
 

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Hi,

http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19850002694_1985002694.pdf
 

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Hi,

http://www.flightglobal.com/blogs/graham-warwick/2007/11/nasas-long-look-into-the-futur.html
 

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Hi,

http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/20050199730_2005202115.pdf
 

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Hi,

the Boeing and Lockheed Martin future SST.
http://www.aeronautics.nasa.gov/nra_awardees_10_06_08_d.htm
http://www.aeronautics.nasa.gov/nra_awardees_10_06_08_b.htm
 

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blackkite said:
Yes! Lockheed design has engines over the wing. I think sonic boom from main wing leading edge and from tail wing leading edge interfere and reduce sonic boom. Engine location of SAI's QSBJ is little strange. Engine nacelles under the wing generate larger sonic boom.

It's interesting that you bring up the SAI QSBJ when discussing the proposed Lockheed design, because supposedly the SAI QSBJ was infact designed by Lockheed, at least according to SAI's own website.
 
Hi,

http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19850011669_1985011669.pdf
 

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Hi,

http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/20010028473_2001038933.pdf
 

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hesham said:
Hi,

http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/20010028473_2001038933.pdf

Where would the engines go on something like this? With such a thick root chord, would the temptation be to embed the engines, using a boundary layer suction inlet, and perhaps even a partial blown flap exhaust? Or would the simple solution be just hanging the nacelles off the rear stabilizer? Or doing an S bend inlet engine embedded in the twin tails like a tristar?
 
The CESTOL airliner;
http://www.esaero.com/customers.htm
 

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The AIAA advanced designs of 1975.
http://www.flightglobal.com/pdfarchive/view/1975/1975%20-%200624.html?search=atomic%20powered%20aircraft
 

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Hi,

here is the Williams FSW business jet aircraft;

http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19890001501_1989001501.pdf
 

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Hi,

also from NASA.
http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19980055126_1998119193.pdf
 

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Hi,

here is some turboprop installations for airliner aircraft.
http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19870016608_1987016608.pdf
 

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Hi,

http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19780019103_1978019103.pdf
 

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Hi,

http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19980055126_1998119193.pdf
 

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Hi,

A very strange airliner for the future,it will be with Separate Superconducting
Generators, Motors.
http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19890016637_1989016637.pdf
 

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Hi,

http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19880014364_1988014364.pdf
 

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Imagine the forces generated on the passengers in the outboard compartments when one of these flying-wing or blended-wing designs banked or turned. I wonder what the designers had planned to compensate for this? :p

Terry (Caravellarella)
 

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The bottom aircraft is a beaut. The construction on the rear of the fuselage looks familiar though I have no idea what it is. Has something similar been posted on this forum before? Is it a single massive turbofan?
 
A beauty?!? Surely it's all a matter of taste, but frankly to me it's the middle design I find superb...
 
Hi,

http://books.google.com.eg/books?id=bJlZ4mKf1EkC&pg=PA89&dq=burnelli&lr=&cd=2#v=onepage&q=burnelli&f=true
 

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Hi,

http://books.google.com.eg/books?id=AcYXHIg_P3cC&pg=PA60&dq=SUPERSONIC+BOMBER&lr=&as_drrb_is=q&as_minm_is=0&as_miny_is=&as_maxm_is=0&as_maxy_is=&num=100&as_brr=3&cd=8#v=onepage&q=SUPERSONIC%20BOMBER&f=true
 

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hesham said:
Hi,

also from NASA.
http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19980055126_1998119193.pdf

Also from NASA report;
 

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Maybe finally we're going to see some change in civil aircraft?

Personally, I'd love to see the Boeing concept in the real world.
 

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McDonnell Douglas Span-Distributed Loading Aircraft (spanloader) concepts circa 1976 as part of the Span-Distributed Loading Aircraft Studies commissioned by the NASA Langley Research Center.

Also includes McDonnell Douglas Hybrid Seaplane concept.

Source:
Technical and Economic Assessment of Span-Distributed Loading Cargo Aircraft Concepts , McDonnell Douglas Corporation, Douglas Aircraft Company, January 1976.


Summary:
The objective of the study documented in this report is to enumerate and quantify the benefits of span distributed loading concepts as applied to future commercial air cargo operations. A two phased program is used to perform this assessment. The first phase consists of selected parametric studies to define significant configuration, performance and economic trends. The second phase consists of more detailed engineering design analysis and economic evaluations to define the technical and economic feasibility of a selected spanloader design. A conventional all-cargo aircraft of comparable technology and size is used as a comparator system.

The investigations of this report generally substantiate the technical feasibility of the spanloader concept with no new major technology efforts required to implement the system. However, certain high pay-off technologies such as winglets, airfoil design, and advanced structural materials and manufacturing techniques need refinement and definition prior to application. In addition, further structural design analysis could establish the techniques and criteria necessary to fully capitalize upon the high degree of structural commonality and simplicity inherent in the spanloader concept.

The most economical spanloader configuration indicated by the studies is a 40 degree swept wing design with twin outboard mounted empennages. This configuration showed approximately 13 percent lower direct operating cost than the conventional aircraft. Additional configuration optimization items could increase this value to about 15 percent.

The lift-to-drag ratios (L/D) of the typical moderate aspect ratio (4 to 5) spanloader configurations using large effective winglets can be as high as 21. This is considerably greater than today's jet aircraft but slightly less than an advanced high aspect ratio conventional aircraft. These high L/D values result from the substantial increase in effective aspect ratio resulting from the use of winglets, the high flight Reynolds number with the attendant reduction in skin friction coefficient, and the use of negative static stability margins with the resulting reductions in tail size and trim drag.

The weight empty-to-gross weight ratio of the spanloader can be as low as .26 compared to .32 for the advanced conventional aircraft. This improvement is anticipated from the distributed span loading feature of the concept. The unit weight of the spanloader wing, in fact, is approximately half that of the conventional wing. The impact of these considerations on aircraft procurement cost is a potential price reduction of 15 to 20 percent compared to the conventional aircraft.

The spanloader offers a rapid load and off load capability because of its multi-channel arrangement and the loadability from both wing tips. A potential operational problem exists, however, relative to the compatibility of the spanloader with existing facilities because of the large wing span (approximately 300 feet) and the large gear tread (approximately 200 feet).

The payoffs and incentives using the spanloader concept as a basis for a 1990 all-cargo dedicated air freight system are sufficient to warrant further study and detailed analysis in specific areas. These areas of additional study are identified in the report.

URL:
http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19760021137_1976021137.pdf
 

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