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of two blended side-by-side tubes. The wide flattened fuselage body generates additional lift. Therefore, the wings can be designed smaller and lighter to carry the aircraft weight, which leads to a significant fuel burn reduction relative to comparable conventional configurations. In addition, the engines attached at the rear of the fuselage allow the air to flow over the top of the aircraft and move through the engines which in return helps reducing the overall drag. This concept is known as boundary layer ingestion (see below). The D8 configuration has the potential of achieving up to 20% compared to the A320neo [41] [47]. Figure 19: NASA X-plane: Double-bubble designed by Aurora Flight Sciences Figure 20: Parsifal Box-wing design Box-/Joined-Wing The box-wing configuration, which was proposed first by Ludwig Prandtl in 1924, connects the tips of two offset horizontal wings. For a given lift and wingspan, this configuration assures minimum induced drag and offers savings in fuel consumption compared to conventional aircraft. Parsifal, a research project coordinated by the University of Pisa, aims at designing an aircraft with the same wingspan as an Airbus A320 or Boeing B737 that has 24 the same capacity as an aircraft of a larger category, such as an Airbus A330 or a Boeing 767, and the fuel consumption of the smaller aircraft [48]. 3.2. Revolutionary Structure and Materials While a considerable amount of weight reduction has been achieved through the use of composite materials and light metal alloys, researchers are looking into revolutionary materials that would offer even better weight efficiency and increased aircraft performance. In its Spanwise Adaptive Wing (SAW) project, NASA is currently investigating aircraft wings that can adapt to each flight phase by modifying the shape of different parts of the wings, with the aim of reducing weight and drag, and thus improving fuel efficiency. A revolutionary material is instrumental in reaching this goal, the shape memory alloy (SMA), a nickel- titanium alloy that can be “trained” to return to its initial shape after a deformation when heated [49] [50]. Figure 21: Shape Memory Alloy technology designed by NASA Another promising technology is the morphing wing that is under study by NASA and MIT. This new wing architecture could greatly simplify the manufacturing process and reduce fuel consumption by 2-8% by improving the wing’s aerodynamics, as well as improving its maneuvering capabilities. The morphing mechanism would comprise the whole wing, which would be covered by a skin made of overlapping pieces reminiscent of scales or feathers. The ability to deform a wing shape to do pure lift and roll would increase flight efficiency and thus reduce fuel burn. In addition, wind-tunnel tests of this structure showed that it matches the aerodynamic properties of a conventional wing at about one-tenth of its weight [51].PDF Image | Aircraft Technology Roadmap to 2050
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