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737-700 [39]. Existing airport passenger bridges could be used without the need for adaptation. This is expected to shorten airport turnaround time significantly and thus allow increased utilization of the aircraft. Whereas earlier passenger acceptance studies of very large BWBs showed that passengers felt uncomfortable in cabins with several hundred seats, reminiscent of a cinema hall, with very few window seats, there is no negative impact on passenger acceptance with the small BWB. On the contrary, with easier boarding, it alleviates a frequent item of passenger dissatisfaction [43]. Emergency evacuation, which was identified as an issue for large BWBs, is enhanced as well compared to single-aisle aircraft. Figure 16: NASA X-plane: Blended Wing Body designed by DZYNE In previous studies, one challenge identified for the BWB concept was the difficulty of designing aircraft families with high commonality between the members. In tube-and-wing aircraft, cabin size can easily be increased or reduced by inserting or removing cylindrical sections of the fuselage. In the framework of the small BWB concept, a T-shaped “plug” design is proposed to obtain a series of aircraft models derived from a basic one, with passenger capacities varying from 120 to 200 [39]. Figure 17: Insertion of a T-plug to grow the capacity of a BWB (from [39]) It is even thought of offering the smallest BWB version in a business jet configuration, which may open an additional market niche and might possibly enter service already around 2025 [44]. Cargo BWB Another promising application for BWBs is cargo transport. Contrary to passenger aircraft, dedicated cargo aircraft do not need the entire cabin to be pressurized. Making the irregularly shaped BWB structure resistant to the pressure differential between cabin and outside air at cruise altitude is a major design challenge. Cargo aircraft would not have this constraint, as only the cockpit would have to be pressurized. Also, moving and storing cargo containers would be easier in a broad BWB than in a narrow tube-and- wing aircraft. For these reasons, it is not unlikely that the first BWB design will be for cargo transport. Figure 18: Flying-V aircraft concept developed by TU Delft in collaboration with KLM “Flying-V” Another promising flying wing-type concept that has recently attracted considerable attention is the “Flying-V” [45], a V-shaped highly-swept double wing configuration designed for a similar passenger number (314) and range as the A350. The two wings accommodate the passenger cabin, the cargo hold and the fuel tanks. With the same wingspan as the A350, it can use the same airport infrastructure. Similar to the BWB configuration, the Flying- V has lower aerodynamic drag and is 20% more fuel- efficient than a comparable tube-and-wing aircraft. Based on an initial idea developed at Airbus, the Technical University of Delft in the Netherlands is now developing the concept further. The project is supported by KLM, which presented it at the 2019 IATA Annual General Meeting in Seoul [46]. Double-bubble fuselage As part of NASA’s X-plane project, Aurora Flight Sciences designed the D8 aircraft concept, whose main feature is a “double-bubble” fuselage that can be thought of consisting 23PDF Image | Aircraft Technology Roadmap to 2050
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