Fay Collier, NASA
The Value and Challenges of Integrated Technology Demonstrations – Applying Lessons from the ERA Project
Peter Iosifidis, Lockheed Martin
Low Boom Flight Demonstrator
Joyce E. Penner, University of Michigan
Aircraft Effects on Cirrus Clouds: Recent Adavances
Jayant Sabnis, MIT
The Eco-Friendly GTF … It is not about Bypass Ratio or Gearbox
Fassi Kafyeke, Bombardier Aerospace
The Environment: An Innovation Driver for Bombardier Technology
Anthony J. Dean, GE
Future Engine Technologies for Aviation Efficiency and the Environment
Irewole (Wally) Orisamolu, Pratt & Whitney
Advanced Technologies for Next Generation Propulsion Systems
Chris Droney, Boeing
Greg Gatlin, NASA
Neal Harrison, Boeing
Subsonic Ultra-Green Aircraft Research: Transonic Truss-Braced Wing Technical Maturation
Lynnette Dray, University College London
Modelling the Transition to a More-Electric Aviation System
Arne Stuermer, DLR
Engine-Airframe Integration for Environmentally Friendly and Economically Viable Future Transport Aircraft
John Bonet, Boeing
Blended Wing Body Concept Status
Thomas Reist, UTIAS
Optimization of Hybrid Wing-Body Aircraft with Stability and Control Considerations
Sahil Jain, Shell
The Future of Aviation – Our Journey with the Sustainable Alternative Jet Fuels
Presentations
Please click on the following link to access the presentations from the 2018 event:
Download .zip for all the presentations
Presentations will be added as they are received from speakers.
Fay Collier, NASA
The Value and Challenges of Integrated Technology Demonstrations – Applying Lessons from the ERA Project
Abstract: The air transportation system is expected to continue to expand at an annual growth rate of about 2 percent globally. It is projected that over 40,000 new airplanes will enter the global fleet. This expansion will increase the contribution of aviation to climate change through emission of greenhouse gases, nitrogen oxides (NOx), water vapor, and particulates. These environmental impacts from aviation are in conflict with the ever-increasing awareness of the need to reduce the human impact on the environment, with a particular and heightened focus on global climate change. Similarly, the noise footprint of aviation is an impediment to the continued growth of the system, and more importantly is widely considered to be a health risk to the public at large. NASA responded with a forward-looking aeronautics research program that enables a greener and more efficient air transportation system through investments in transformative and revolutionary aircraft designs and technologies to improve future performance of the subsonic commercial transport sector. In 2009, as part of Aeronautics Research Mission Directorate’s (ARMD) Integrated Systems Research Program, the Environmentally Responsible Aviation (ERA) Project was created to focus on reducing the carbon and noise footprint of commercial aviation.Uniquely structured as a public-private partnership, the ERA Project had a finite life of 6 years, a fixed budget of $420M, and partner cost share of $230M. Through cooperative agreements and contracts, NASA’s Armstrong Flight Research Center, Ames Research Center, Glenn Research Center and Langley Research Center, with a team of over 1000 civil servants, partnered with:
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Aviation industry leaders (Pratt & Whitney, GE, Boeing, Gulfstream, Rolls Royce, Lockheed Martin, Northrop Grumman);
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Environmentally-focused federal labs (the Federal Aviation Administration (FAA), Air Force Research Laboratory, Air Mobility Command, Arnold Engineering and Development Center); and
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Leading aviation academic institutions (Georgia Tech, Virginia Tech, California Institute of Technology, Rensselaer Polytechnic Institute, Universities of Arizona and Michigan).
The integrated team researched the feasibility, benefits and technical risk of advanced commercial transport vehicle concepts and enabling technologies to significantly reduce aviation’s impact on the environment, regularly reporting results and progress in national and international forums. ERA focused on technology innovations and performance improvements targeting drag, structural weight, thrust specific fuel consumption, NOx emissions, fuel burn and noise reductions at the vehicle level. Over the last three years of the ERA project, technical maturation was achieved for:
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New embedded nozzles that blew air over the surface of a B757 airplane’s vertical tail fin (active flow control) to enable planes to be constructed with smaller tails to reduce weight and drag.
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Strategies for reducing leading edge insect adhesion were matured for use with advanced laminar flow wings
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New manufacturing process for stitching together composite materials to create more damage resistant aircraft structures was demonstrated, so that planes can be shaped differently to reduce overall weight and enable revolutionary lifting wing-body vehicles like the blended wing body or “double-bubble” with non-circular, pressurized fuselages.
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New shape changing (morphing) wing designs of airplane flaps demonstrating noise reduction, increased cruise performance, and yielding aircraft level weight reduction for advanced designs.
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Improved, highly-loaded, compressor designs of a turbine engine which improved thermal efficiency and to improve fuel burn.
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Improved jet engine combustor designs, to further reduce the amount of nitrogen oxides produced to improve local air quality around airports.
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New advanced fan designs for geared turbofan designs, demonstrating reduced fuel burn and reduced noise in jet engines.
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New designs that reduced noise from wing flaps and landing gear.
- The feasibility and the efficacy of the HWB concept in which the wings seamlessly join the fuselage for much improved lift to drag performance at cruise, and the engines are mounted on top of the rear of the airplane to shield engine noise.
On September 30, 2015, the 6-year Environmentally Responsible Aviation Project successfully completed, achieving all predefined technical minimum success objectives, and many of the full success objectives. Extensive experimental databases obtained during the ERA project, were combined with detailed vehicle and fleet analysis to assess impacts. By analysis, at the aircraft level, the impact of the matured technology suite was shown to simultaneously reduce fuel burn by 47%, reduce landing-takeoff oxides of nitrogen emissions by 79%, and reduce community noise 40.7 EPNdB below Stage 4. The performance improvements for an advanced hybrid wing body aircraft design were compared against the reference Boeing B777/GE90 aircraft. Significant positive impacts have also been derived and published for advanced tube and wing aircraft at various seat classes. The matured technologies are broadly applicable to many seat classes in the fleet, and when adopted by the aircraft and engine companies, they provide broad-based benefits by reducing community noise around airports and reducing the carbon footprint of aviation. Local air quality will also be improved due to reduced LTO NOx emissions, even in the face of increasing numbers of operations at most airports. Published impact assessments show the economic savings to the US airlines could amount to $238-255 billion in operational savings between 2025 and 2050 through 76-85 billion gallons of fuel saved, making significant progress towards carbon neutrality while simultaneously reducing the community noise footprint by at least 50 percent. In this lecture, Dr. Collier will highlight many of the successes, and some of the challenges associated with this 6-year project, and how the project laid the ground work for a renewed focus on X-Plane demonstrations.
Biography: Currently, Fay is the Associate Director for Flight Strategy, Integrated Aviation Systems Program for NASA Aeronautics. In this capacity he leads flight demonstration activities associated with New 
Aviation Horizons Initiative. Previously, from 2009-2016, Fay was the Project Manager of the Environmentally Responsible Aviation Project within NASA’s Integrated System Research Program. In this role, he directed the formulation and execution of NASA’s integrated system research project focused on the subsonic transport sector, working in partnership with Industry, FAA, AFRL and other government agencies. The technology development project was focused on research, development and integration of engine and airframe technologies that enable dramatic improvements in noise, emissions, and performance characteristics of future subsonic aircraft operating in the air transportation system. The six-year, $420M project closed out in March 2016, meeting all technical objectives. During the 6-year life cycle, ERA over 1000 individuals from government and industry collaborated on the project. The ERA Team was awarded the Aviation Week Laureate Award for Technology in 2016, the Royal Aeronautical Society Team Specialists Gold Award in 2017. Dr. Collier is a graduate of Virginia Tech (Aerospace Engineering, B.S., 1981, M.S., 1982, Ph.D., 1988) and the Massachusetts Institute of Technology (M.B.A., 1997). Dr. Collier is a Fellow of the Royal Aeronautical Society, and an Associate Fellow of the AIAA.
Peter Iosifidis, Lockheed-Martin
Low Boom Flight Demonstrator
Abstract: Lockheed Martin has been interested in developing the next generation of supersonic commercial aircraft for nearly two decades and is encouraged by recent progress towards the development of standards governing supersonic overland flight. Multiple market studies have indicated that there is demand for a commercial aircraft with this capability, but the current prohibition on supersonic flight overland significantly constrains industry’s justification to develop a commercial supersonic aircraft. Recent successful work in the area of low boom analysis and design indicates that the technology and expertise now exist to develop a commercially viable supersonic transport that would have dramatically reduced sonic boom loudness. Lockheed Martin believes that a flight demonstrator is the next necessary step in the path to commercialization of this technology, as it will provide the community response data required by regulators to develop the aforementioned regulatory standards.
Biography: Peter Iosifidis is the Program Manager of the Lockheed Martin Low Boom Flight Demonstrator program being developed for NASA by the company’s Air Vehicle Design & Technologies of 
Lockheed Martin Aeronautics – Skunk Works® in Palmdale, California. Peter has been with Lockheed Martin for 33 years including 25 years at Aeronautics and 8 years at Mission Systems and Training. Peter has a diverse background in the aerospace business with recognized experience in managing and leading programs, as well as developing company strategies to support competitive efforts. Peter’s experience spans from Program Management and Business Development to Operations and Global Sustainment. This is complimented by leadership roles as Program Manager, Capture Manager, and Deputy Director of aircraft modifications. Peter began his career in the US Air Force at Beale AFB, CA. as a Crew Chief on the Lockheed Martin U-2 Aircraft. Since joining Lockheed Martin, he has held roles of increasing responsibility on programs including Special Mission C-130, X-33 Single Stage to Orbit Vehicle, and the F-117 Nighthawk Stealth Fighter. While at Mission Systems and Training, Peter led the Global Sustainment and Operations organization of a large Foreign Military Sales Program in Taiwan. Peter holds a Bachelor’s of Science degree in Aeronautics from Embry Riddle Aeronautical University and Masters of Science in Technology Management from Pepperdine University.
Joyce E. Penner, University of Michigan
Aircraft Effects on Cirrus Clouds: Recent Advances
Abstract: Cirrus clouds have a net warming effect on the atmosphere and cover about 30% of the Earth’s area. Aerosol particles initiate ice formation in the upper troposphere through modes of action that include homogeneous freezing of solution droplets, heterogeneous nucleation on solid particles immersed in a solution, and deposition nucleation of vapor onto solid particles. However, the efficacy with which particles act to form cirrus particles in a model depends on the representation of updrafts. Here, we use a representation of updrafts based on observations of gravity waves, and follow ice formation/evaporation during both updrafts and downdrafts. We assume that particles with more than 3 monolayers of sulfate are not able to act as heterogeneous ice nuclei (IN). We examine the possible change in ice number concentration from anthropogenic soot originating from surface sources of fossil and bio-fuel and biomass burning, and from aircraft particles that have previously formed ice in contrails. Results show that fossil fuel and biomass burning soot aerosols exert a radiative forcing of − 0.15 Wm-2 while aircraft aerosols exert a forcing of – 0.20 Wm−2. The magnitude of the aircraft forcing in cirrus clouds is decreased to near 0 if it is assumed that all background dust particles act as ice nuclei. A positive forcing by aircraft soot is possible if all soot is able to act as an ice nuclei.
Biography: Joyce E. Penner is the Ralph J. Cicerone Distinguished University Professor of Atmospheric Science and Associate Chair of the Department of Atmospheric, Oceanic and Space Sciences at the University of Michigan. Dr. Penner’s research focuses on improving climate models through the addition of interactive chemistry and the description of aerosols and their direct and indirect effects on the radiation balance in climate models. Dr. Penner has been a member of numerous advisory committees related to atmospheric chemistry, global change, and Earth science, and is currently Vice-Chair of the NRC Committee on Earth Science and Applications from Space, charged with overseeing NASA’s Earth Science Program. She was the lead editor and a report coordinator for the Intergovernmental Panel on Climate Change (IPCC) report on Aviation and the Global Atmosphere (1999), was coordinating lead author for 2001 IPCC report Chapter on “Aerosols, their direct and indirect effects”, was a lead author for the Chapter on Understanding and Attributing Climate Change for IPCC (2007), and a review editor for the 2013 IPCC report. Dr. Penner received a B.A. in applied mathematics from the University of California and her M.S. and Ph.D. in applied mathematics from Harvard University. She also serves as the Vice President, International Association of Meteorology and Atmospheric Science.
Jayant Sabnis, MIT
The Eco-Friendly GTF … It is not about Bypass Ratio or Gearbox
Abstract: Aero-thermodynamic definition of an aircraft engine in the early phase has profound impact on the engine functional characteristics. Choices made at this stage define, among other things, the fuel burn and the noise, considerations that the emphasis on environmental impact has brought to the fore. Choice of mechanical architecture puts further limits on fuel burn and noise. More specifically, turbofan engines in which the fan is directly coupled to the low-pressure turbine are near the limits of the design space, so the direct-drive turbo fan (DDTF) engine forces the designer to trade fuel burn for lower noise or vice-versa. The gear-drive turbofan (GDTF) architecture, however, allows the designer to change the paradigm resulting in lower noise and reduced fuel burn simultaneously. In this, it is important to note that these benefits are not provided directly by the fan drive gear system (FDGS), but rather enabled by it. The lecture provides a first-principles based description of the functional design dilemma and its resolution.
Biography: Dr. Sabnis is engaged in the teaching and research in Propulsion and Energy Systems at Massachusetts Institute of Technology. He joined MIT in March 2016 from Pratt & Whitney, where he was Vice President, Engineering – Module Centers, at Pratt & Whitney. He assumed this role in 2013 and was responsible for providing leadership to about 3,000 engineers in the Module Center Engineering organization who execute the design, development and field support of all the Pratt & Whitney Engines components. Prior to this position, he was Chief, System Functional Design and responsible for functional design of all Pratt & Whitney Gas Turbine Engines. Dr. Sabnis played the lead role in defining the thermodynamic cycle for the Pratt & Whitney PurePower® Geared Turbofan Engine™ family as well as securing air-framer/airline acceptance of this step change in engine architecture. Dr. Sabnis’ career at United Technologies Corporation spanned 24 years and included leadership positions at Pratt & Whitney as well as United Technologies Research Center. Dr. Sabnis holds six patents and has authored over 20 technical publications. He is a member of the advisory board for the American Institute of Aeronautics and Astronautics (AIAA) Journal of Propulsion and Power. He is a Fellow of the AIAA and the American Society of Mechanical Engineers (ASME). The Indian Institute of Technology, Bombay has recognized Dr. Sabnis’ accomplishments with the Distinguished Alumni Award, their highest level of recognition.
Fassi Kafyeke, Bombardier
The Environment: An Innovation Driver for Bombardier Technology
Abstract: Bombardier has achieved a leadership position in commercial and business aviation through sustained technology development and product innovations. New trends influence the aerospace industry. Aviation is committed to meet stringent objectives for the reduction of CO2 emissions. The best approach is reducing the environmental impact at the design phase. An example of an Eco-designed seat * taking into account the end of life will be discussed. The C-series, a clean-sheet design, unburdened by constraints imposed by the past, was able to do this and provide an advantage of 20% reduction in CO2 emissions. Bombardier C-series EPD® is a first in the aerospace industry and provides a level of environmental transparency unprecedented in aviation. The environmental life cycle data feeds the EPD®. The steps required to publish an EPD will be discussed. We will discuss also the case of the substances of very high concern and the need to declare them. The declaration has to be made at the lowest level of the product and leads to clear obligations for bombardier and its suppliers.
Biography: Fassi Kafyeke has an Aerospace Engineering Master’s degree from Université de Liège (Belgium), a Master’s degree (Air Transport Engineering) from the Cranfield Institute of Technology (U.K.) and a Ph.D. (Aerodynamics) from École Polytechnique de Montréal (Canada). He joined Bombardier in 1982. In 1996, he became Manager, Advanced Aerodynamics. As Chief Aerodynamicist, he was in charge of the aerodynamic design and development wind tunnel testing for several Bombardier jets, including the CRJ700/900/1000 NextGen, Challenger 300, Global Express and CSeries aircraft. In 2007 he became Director of Strategic Technology and since 2015, he is a Senior Director and a member of the Bombardier Product Development Engineering Leadership team, responsible for Advanced Aerodynamics, Technology Innovation, and Eco-design.
Anthony J. Dean, GE
Future Engine Technologies for Aviation Energy Efficiency and the Environment
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Biography: Tony joined GE Global Research in 1992 and has served in a variety of research, engineering and leadership roles. His technical focus is 
combustion and energy conversion devices. As Technology Discipline Leader for Combustion and Thermodynamics, Tony led the team responsible to deliver competitive combustion technology for products across GE businesses. This team has world-class computational and experimental facilities dedicated to advancing technology related to gas turbine and reciprocating engine combustion. In March 2018, Dr. Dean was named Chief Operating Officer for GE Global Research. Prior to his current roles at GE Global Research, he was section manager of Combustor-Diffuser-Nozzle (CDN) module at GE Aviation (2010-2013); Gas and Steam Turbine engineering leader at GE Oil & Gas based in Florence, Italy (2008-2010); and Pulsed Detonation Engine Advanced Technology program leader (2001-2007). Tony received his Bachelor’s Degree in Mechanical Engineering from McGill University and Master’s and PhD in Mechanical Engineering from Stanford University. Tony has over 50 patents and has co-authored over 50 reports and publications.
Irewole (Wally) Orisamolu, Pratt & Whitney
Advanced Technologies for Next Generation Propulsion Systems
Abstract: For more than 90 years, Pratt & Whitney, a division of United Technologies Corporation, has manufactured engines that power the world’s commercial and military aircraft. In partnership with United States government agencies such as NASA, the FAA, and the Department of Defense, as well as universities, the company has developed innovative propulsion system technologies for achieving reduced fuel burn, emissions and noise. Since the introduction of the jet engine about 80 years ago, significant efficiency advances have been made in gas turbine engine architectures: from single spool to dual spool turbojet, and then to high-bypass turbofan. Pratt & Whitney’s recent introduction of the current ultra-high-bypass geared turbofan has enabled further substantial increase in the propulsive efficiency, and hence the overall engine efficiency. The gear ratio is carefully chosen as a trade on the basis of both propulsion system and aircraft optimization. The current geared turbofan architecture is 16 percent more fuel-efficient than earlier designs, noise footprint is reduced by 77 percent, and oxides of nitrogen are reduced by 50%. Future technology trends in propulsion systems and opportunities for continued improvements in the overall propulsion system efficiency will be discussed.
Biography: Dr. Wally Orisamolu is currently the Associate Director of Advanced Propulsion Technologies at the Pratt & Whitney division of United Technologies Corporation (UTC). He has responsibility for identifying, prioritizing, planning, and maturing technologies for the next generation of advanced propulsion systems to ensure timely readiness for product insertion. His professional experience includes research, technology development as well as technology and innovation management. Dr. Orisamolu is an Associate Fellow of the American Institute of Aeronautics and Astronautics (AIAA), a Member of the American Society of Mechanical Engineers (ASME), and a member of the SAE, including its G-11 Committee on Probabilistic Methods. He earned his PhD and MS degrees in Mechanical Engineering from the University of Calgary, in Calgary, Alberta, Canada, and a BS degree in Mechanical Engineering from the University of Lagos, in Lagos, Nigeria.
Chris Droney, Boeing
Greg Gatlin, NASA
Neal Harrison, Boeing
Subsonic Ultra-Green Aircraft Research: Transonic Truss-Braced Wing Technical Maturation
Abstract: As part of NASA’s Advanced Air Transport Technology (AATT) project, multiple technologies are being investigated and developed to support the project vision of enabling subsonic transport aircraft with dramatically improved energy efficiency, environmental compatibility, and economic impact for the nation. Goals for the reduction of noise, emissions, and fuel consumption have been defined. In support of NASA’s AATT project goals Boeing Research & Technology has conducted the Subsonic Ultra-Green Aircraft Research (SUGAR) study. One configuration developed within this study and having a high potential for meeting project goals is the Transonic Truss-Braced Wing (TTBW). Three NASA contract phases have been completed by Boeing and a fourth is underway to further develop and evolve the TTBW vehicle. Efforts have also been undertaken to define initial plans for the development of a TTBW X-Plane research aircraft. Effective integration of the truss into the high aspect-ratio wing vehicle without introducing significant drag penalties is the fundamental challenge. Initial vehicle design efforts have shown benefits for a M=0.75 vehicle. This has led to current efforts to evolve the configuration to a M=0.80 design.
Biography: Greg Gatlin has 35 years of experience working as an aerospace research engineer at the NASA Langley Research Center in Hampton, Virginia. His numerous research investigations have included advanced fighter aircraft configurations, the National Aero-Space Plane, subsonic transport configurations, and the development of a cryogenic semi-span testing capability at the National Transonic Facility. Recently Mr. Gatlin has been supporting NASA’s Advanced Air Transport Technology (AATT) Project as well as the Ultra-Efficient Subsonic Transport (UEST) X-Plane effort. In both of these areas Mr. Gatlin has been working closely with the Boeing company and is serving as the NASA focal point for testing and development of the Transonic Truss-Braced Wing vehicle. Mr. Gatlin has earned a B.S. in Aerospace Engineering from the University of Maryland and an M.S. in Aeronautics from the George Washington University. Mr. Gatlin is an Associate Fellow of the American Institute of Aeronautics and Astronautics.
Biography: Mr. Harrison is currently the technical lead engineer for Advanced Aerodynamic Design in Boeing Research and Technology’s Aerosciences group located in Huntington Beach, California. He received his undergraduate degree in Aerospace Engineering from Ryerson Polytechnic (!) University in 2001, and also holds Masters degrees in Aerospace Engineering and Ocean Engineering from Virginia Tech.
Lynnette Dray, Unviersity College London
Modelling the Transition to a More-Electric Aviation System
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Biography: Dr. Lynnette Dray is a Senior Research Associate at UCL, working on aviation systems modelling and data analysis for the ACCLAIM (Airport Capacity Consequences Leveraging Aviation Integrated Modelling) project. She is lead developer on the global systems model AIM2015. Other research interests include transportation policy analysis, fleet and technology modelling, aviation externality modelling and system disruption and recovery. At UTIAS she is presenting work carried out at UCL in collaboration with MIT and other universities on emissions abatement opportunities from electric aircraft, including cost and uptake modelling to assess the potential overall impact and the level of uncertainty involved.
Arne Stuermer, DLR
Engine-Airframe Integration for Environmentally Friendly and Economically Viable Future Transport Aircraft
Abstract: Engine-airframe integration has become one of the key drivers for the continued improvement of the overall transport aircraft efficiency and environmental friendliness. Engine specific fuel consumption (SFC) improvements are one of the main contributors to the necessary scale of aircraft-level efficiency improvements required to make for a viable business case of near- and mid-term transport aircraft product developments. Both the continued trend to increased bypass ratios – leading to larger diameter turbofans and a closer coupling of engine and airframe –as well as potentially more disruptive propulsion system concepts like the Contra-Rotating Open Rotor (CROR) or Boundary Layer Ingestion (BLI) require novel approaches to the integration of the engines with the aircraft. In order to support the technology development, improve the understanding of the relevant flow physics and develop and prove the applicability of numerical design and analysis tools, recent work at the DLR Institute of Aerodynamics & Flow Technology has been focused on detailed simulation studies of these novel engine-aircraft concepts. An overview of some recent results will be provided in the presentation.
Biography: Arne Stuermer studied mechanical engineering with a focus on aerospace at the RWTH University of Technology in Aachen, Germany and graduated with a masters degree in 2001. At DLRs Institute of Aerodynamics and Flow Technology in Braunschweig, Germany, since 2002, his research has been on aerodynamics and aeroacoustics of propeller and CROR propulsion systems and engine-airframe integration topics. Since 2013 he is the team leader of the engine integration group in the transport aircraft branch of the institute.
John Bonet, Boeing
Blended Wing Body Concept Status
Abstract:
Biography: John Bonet has worked for Boeing for 30+ years. Starting as a propulsion engineer, on MD-90 , 717 and MD-11 aircraft. He is now the Propulsion Technology manager in the Boeing Research & Technology division. John has been on the Blended Wing Body leadership team for the past 8 years and led Boeing’s effort on the NASA’s Advanced Vehicle Concept Study and the ERA Phase II Integrated Technology Demonstration program. BS Aeronautical Engineering Cal Poly San Louis Obispo, California.
Thomas Reist, UTIAS
Optimization of Hybrid Wing-Body Aircraft with Stability and Control Considerations
Abstract: To reduce aviation’s environmental impact, unconventional configurations may prove to be a key component in meeting aggressive efficiency targets. One such configuration is the hybrid wing-body (HWB). However, challenges exist with this design. One of the foremost challenges is the ability to meet stability and control (S&C) requirements due to the lack of an empennage, and the resulting tight coupling between planform design and S&C behaviour. To study the impact of S&C requirements on an optimal HWB, a multi-fidelity multidisciplinary optimization framework has been developed and utilized in the fully coupled design of regional-class HWBs. The use of winglet and fin-mounted rudders are compared for lateral control. It is found that HWBs using fin-mounted rudders for lateral control are optimal in terms of both system-level weight and drag, while the ability to rotate at take-off forms a large driver of the optimal HWB planform. Further more, an alternative HWB configuration previously investigated at UTIAS is optimized with S&C constraints and is found to offer substantial weight and aerodynamic benefits compared to ‘classically-shaped’ HWBs in the regional-class segment.
Biography: Tom Reist is a Research Associate at the University of Toronto Institute for Aerospace Studies in the Computational Aerodynamics Group. His research is in high-fidelity optimization methods and their application to conventional and unconventional aircraft design and optimization. He received his BASc in mechanical engineering, and PhD in aerospace engineering from the University of Toronto.
Sahil Jain, Shell
The Future of Aviation – Our Journey with the Sustainable Alternative Jet Fuels
Abstract: Today, Sahil will be presenting on Shell’s vision to meet the growing climate change challenges as it relates to its aviation business. Specifically, he will share Shell’s journey in this space over the past decade and an update on some recent activities with new biofuels process technologies being developed in house.
Biography: Sahil Jain joined Shell in 2013 as a process engineer supporting the LNG for Transport Business (aimed at replacing diesel with liquefied natural gas (LNG) as a high-horsepower transportation fuel). Sahil also supported the Qatar Shell Gas-to-Liquids plant in Ras Laffan, Qatar for the facility’s first major turnaround before joining the Aviation Technology group at the Shell Technology Center in Houston in early 2017. Since then, he has been the global research & development lead for conventional and sustainable alternative jet fuel (SAJF) manufacturing, supply chain and product quality management.