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Posted: Fri Dec 31, 2010 5:18 am
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PAMI 575-200
Length: 70m
Wingspan: 67m
Height: 19m (Tail)
Propulsion: 2x T-111-380 High Bypass Turbofan
Total Net Thrust: 760kn
Empty Weight: 145 tonnes
Maximum Take-Off Weight: 260 tonnes
Maximum Fuel Weight: 140,000 Liters
Passenger Count: 250-450
Max Range: 12,350km
Cargo Capacity: 170m2
Operational Ceiling: 14,000m
Cruising Speed: Mach 0.89
Crew: Pilot, Co-pilot, Navigator, variable number of Flight Attendants
History
The PAMI 575-200 was designed as the regular all round member of the 575 Family, and was designed as a domestic use aircraft, used for connecting 2 or more airports within a single nation or for short distance international flights.
Seeing as the aircraft was designed for shorter distance flights than other members of the PAMI 575 Family, the aircraft was designed to take a slightly higher frequency of takeoffs and landings than other aircraft, in an attempt to reduce short term maintenance needs on the aircraft.
Airframe Composition
The Airframe designed of the PAMI 575 is characterized by its light-weight construction design, intended to reduce its Gross Empty Weight. By weight, the Airframe’s construction consists of 50% composite, 20% Aluminum, 15% Titanium, 10% Steel and 5% other materials. By Volume, the Aircraft will be roughly 80% composite construction.
By constructing the aircraft with Lighter weight in mind, allows for the aircraft to use up less fuel on its takeoff run, increasing its maximum range, even if only slightly. It also allows for greater fuel storage for the same total weight as a aircraft built using conventional construction techniques, increasing total range.
The Aluminum in the aircraft construction is mainly used on the aircrafts wing and tail leading edges, with Titanium being used on the engines and fasteners, with steel being used in various places. The Aircrafts construction consists of approximately 42,180kg of Carbon Fiber reinforced Plastic, making up roughly 29% of the aircrafts total weight, made using approximately 27,710kg of Carbon Fiber.
The high used of Carbon Fiber reinforced composites is due to the much higher strength to weight ratio than traditional materials, meaning that one kilogram of a Carbon Fiber Reinforced Composite will be stronger than a kilogram of a more traditional material, reducing the total amount of material needed to make a just as strong aircraft. This has a somewhat inverse effect on a aircrafts cost however, increasing the aircrafts total cost.
Wing Design
The PAMI-575s wing design consists of a Supercritical Airfoil Design coupled with Raked Wingtips.
The Supercritical airfoil design was designed in the 1950s and 1960s out of a difficultly to break the sound barrier or even mach 0.9 using conventional Airfoil designs. Supersonic airflow over the upper surface of traditional airfoils induced an excessive amount of wave drag and a form of aircraft instability called the “Mach Truck”. The “Mach Truck” is a aerodynamic effect where the nose of a aircraft tends to pitch downwards as the airflow around the wing around the wings approach supersonic flow.
Due to the airfoil shape used in Supercritical Airfoils, aircraft built with these encounter the “Mach truck” both less severely at much higher speeds, allowing the wing to maintain high performance at speeds very close to Mach 1. Techniques learned from the original Supercritical airfoil sections led to the design of airfoils for high subsonic and transonic aircraft, such as the Boeing 777 and AV-8B Harrier II.
A Diagram showing the difference in airflow between a Supercritical and Conventional Airfoil
Supercritical airfoils offer four main benefits to a aircraft: a higher Drag Divergence Mach Number, they develop shock waves further back the wing than traditional airfoils, greatly reduced shock induced boundary layer separation and their geometry allows for a more efficient wing design such as being thicker or reducing the aircrafts wing sweep, which can both result in a lighter wing.
At a particular speed for a given airfoil section, the critical mach number, flow over the upper surface of a airfoil can become locally supersonic, but soon slows down to match the air pressure over the trailing edge of the wing without generating a shock.
At a certain point along the airfoil, a shock is generated which increases the pressure coefficient to a critical value, where the local flow velocity will be Mach 1. While the position of this shockwave is determined by Airfoil geometry, a supercritical airfoil is much more efficient seeing as the shockwave is minimized and created as far back as possible, reducing drag. In addition, compared to a traditional Airfoil design, a Supercritical produces more lift at its aft end, due to its more even pressure distribution over the upper surface.
In addition to improved transonic performance, a supercritical wings enlarged leading edge gives it excellent high lift characteristics, enabling the aircraft using it to have the benefits of having superior takeoff and landing performance.
The aircraft also features Raked wingtips, which are where the wingtip of the aircraft has a higher degree of sweep than the rest of the wing. The stated purpose of using a Raked Wingtip over other wingtips, such as Non-Planar wingtips and Winglets is to increase a aircrafts fuel efficiency and climb performance, reducing a aircrafts takeoff roll.
Raked Wingtips do all of these in much the same fashion as winglets do, by increasing the effective aspect ratio of the aircrafts wings while at the same time interrupting harmful wingtip vortices. This decreases the total amount of drag induced upon the aircrafts, as shown by testing by both the Aircraft manufacturer Boeing and the American NASA, which have shown that Raked Wingtips reduce drag by as much as 5.5%, compared to anywhere from a 3.5% to a 4.5% reduction in drag from more conventional winglets.
Boeing 787 Rollout, showing the aircrafts Raked Wingtips
Engines
The propulsion for the PAMI 575-200 comes from a pair of engines located on inner wing pylons. All of the engines available for the 575 are designed using weight saving, fuel saving, reduced maintenance cost and increased engine life span features originally hallmarked by the General Electric Next Generation (GEnx) turbofan.
The choice to use a GEnx inspired engine was due to the fuel savings especially, alongside all other factors. The reduced Maintenance costs of the engine type, combined with its fuel savings, greatly reduce the operating cost of the engine/s, and in extension, the operating costs of the aircraft.
The engines used on the PAMI 575-200, the Caterpillar T-111-380, achieve a weight loss on the engine through the same features as the GEnx. These design features include a fan diameter of 111in, or 2.8m. Along with this the Fan blades of the T-111-380 are composite with Titanium Leading edges. This saves weight while not sacrificing fan strength. The engines fan case is also made of composites, further lowering weight while also reducing expansion from heat. The final major weight reducing factor is that of making the Stage 6 and 7 low pressure turbine blades of Titanium Aluminide.
Some of the fuel burn reductions techniques present in the T-111-380 include making the Fan Bypass Ratio 19:2, which also has a side effect of making the engine quieter when running. There is also a High Pressure Compressor based on the GE90-94B, with a 23:1 pressure ratio and only 10 stages, along with shrouded Guide Vanes to reduce Secondary Flow. In addition to all of the above, the spools for the engines reaction turbines are counter rotating, in order to reduce the load on the engines guide vanes. Finally, the aircrafts Twin Annular Premixed Swirler (TAPS) is of a Lean design combustor, in order to reduce emission with improved airflow to prevent back flash.
Some of the maintenance reducing features includes Spools with lower parts numbers achieved through using Blisks in some of the engine stages, alongside low blade counts in others, and a lower overall number of stages. All of these allow for a reduced number of parts, and therefore, in return, a lower number of parts that could fail and need to be regularly checked. Other maintenance reduction features include lower internal engine temperatures through the use of more efficient cooling techniques. Finally, there is debris extraction within the low pressure compressor guards high pressure compressor, to prevent unwanted material from getting into and severely damaging the aircrafts engine.
All of these features are reported to result in fuel savings in the area of 15% over an older engine of the same size, such as the CF6-80C2.
The T-111-380 is capable of achieving engine power outputs of up to 380kn, as evidenced by the last set of numbers in the engines name. Total net power for the engines on the PAMI 777-200 totals 760kn.
Passenger Seating and Comfort
Passenger seating in the PAMI 575-200 is available in 3 Different Configurations, that of Three Classes, 2 Classes, and Economy Configuration.
The Three Class configuration consists of a 1st, 2nd, and 3rd class on the aircraft with first class obviously being for comfort, 2nd a mix of comfort and maximum number of people, and 3rd being intended to fly the cheapest with the most people. This configuration can seat up to 250 People.
First class Seating in a PAMI 575-200 in 3 Class and 2 Class Configuration
The Two Class configuration retains the 1st Class seating, but features increased Economy Class seating due to the removal of the aircrafts second class. Up to 350 people can be seated onboard in this configuration.
Economy Seating is designed to seat as many people as possible, and therefore results in rather cramped seating and some uncomfort. Regardless of this however, Economy class on PAMI 777 retains several creature comforts. In Economy configuration the Aircraft can seat up to 450 people, the aircrafts maximum passenger count.
Economy Seating in a PAMI 575 series Airliner
Regardless of what seating arrangement is used in a PAMI 575-200, the comforts of each retain the same, with the main difference between each class being in the quality of the seat and the amount of leg room.
Each passenger has access to a small TV Screen located in the back of the seat ahead of them, or, in the case of the forward most passengers, a small handheld TV which has a small mount that can be placed on the armrest. These TVs are capable of receiving either Local TV Signals or using the aircrafts satellite antennae to receive satellite TV for the passenger to watch. In addition, it to possible to play DVDs through the TV if the passenger has brought some onboard the aircraft for the flight.
In addition Electronics wise, each aircraft has the ability to carry a onboard laptop for each passenger to use during the course of the flight, as well as complete WiFi connectivity. This allows embarked passengers to be able to do various things on the internet, such as watch YouTube videos, check their email, instant message co-workers on a upcoming deal, check the weather at the airport they will be coming in at, to simply chatting with their friends and family.
Cockpit
The Cockpit of the PAMI 575 family is that of a glass cockpit design, being all electronic and digital. This contrasts to older designs seeing as previous aircraft relied heavily on Mechanical Gauges for information input to the pilot and crew.
The Displays in the PAMI 575 Family are that of a Liquid Crystal Display, chosen for the systems efficiency, reliability, and legibility. Liquid Crystal Displays, or LCDs, replaced Cathode Ray Tubes (CRTs) displays in most applications because of the LCDs better energy efficiency, greater compactness, portability, their light weight, reliability and lower cost.
As LCDs do not produce any light of their own, a external light source is required to see the display. This is typically provided by a Fluorescent Lamp located behind the display panel.
PAMI 575 Series Cockpit
Sale
The PAMI 575-200 is available at rates dependent upon the exact seating arrangement. Below is a table with the costs for each available variant of the 575-200. All orders for the PAMI 575-200 can be lodged through PAMI's main storefront, located here
575-200 3 Class: $230mn
575-200 2 Class: $225mn
575-200 Economy: $215mn
((All Credit for the images go to their appropriate owners))
PAMI 575-200
Length: 70m
Wingspan: 67m
Height: 19m (Tail)
Propulsion: 2x T-111-380 High Bypass Turbofan
Total Net Thrust: 760kn
Empty Weight: 145 tonnes
Maximum Take-Off Weight: 260 tonnes
Maximum Fuel Weight: 140,000 Liters
Passenger Count: 250-450
Max Range: 12,350km
Cargo Capacity: 170m2
Operational Ceiling: 14,000m
Cruising Speed: Mach 0.89
Crew: Pilot, Co-pilot, Navigator, variable number of Flight Attendants
History
The PAMI 575-200 was designed as the regular all round member of the 575 Family, and was designed as a domestic use aircraft, used for connecting 2 or more airports within a single nation or for short distance international flights.
Seeing as the aircraft was designed for shorter distance flights than other members of the PAMI 575 Family, the aircraft was designed to take a slightly higher frequency of takeoffs and landings than other aircraft, in an attempt to reduce short term maintenance needs on the aircraft.
Airframe Composition
The Airframe designed of the PAMI 575 is characterized by its light-weight construction design, intended to reduce its Gross Empty Weight. By weight, the Airframe’s construction consists of 50% composite, 20% Aluminum, 15% Titanium, 10% Steel and 5% other materials. By Volume, the Aircraft will be roughly 80% composite construction.
By constructing the aircraft with Lighter weight in mind, allows for the aircraft to use up less fuel on its takeoff run, increasing its maximum range, even if only slightly. It also allows for greater fuel storage for the same total weight as a aircraft built using conventional construction techniques, increasing total range.
The Aluminum in the aircraft construction is mainly used on the aircrafts wing and tail leading edges, with Titanium being used on the engines and fasteners, with steel being used in various places. The Aircrafts construction consists of approximately 42,180kg of Carbon Fiber reinforced Plastic, making up roughly 29% of the aircrafts total weight, made using approximately 27,710kg of Carbon Fiber.
The high used of Carbon Fiber reinforced composites is due to the much higher strength to weight ratio than traditional materials, meaning that one kilogram of a Carbon Fiber Reinforced Composite will be stronger than a kilogram of a more traditional material, reducing the total amount of material needed to make a just as strong aircraft. This has a somewhat inverse effect on a aircrafts cost however, increasing the aircrafts total cost.
Wing Design
The PAMI-575s wing design consists of a Supercritical Airfoil Design coupled with Raked Wingtips.
The Supercritical airfoil design was designed in the 1950s and 1960s out of a difficultly to break the sound barrier or even mach 0.9 using conventional Airfoil designs. Supersonic airflow over the upper surface of traditional airfoils induced an excessive amount of wave drag and a form of aircraft instability called the “Mach Truck”. The “Mach Truck” is a aerodynamic effect where the nose of a aircraft tends to pitch downwards as the airflow around the wing around the wings approach supersonic flow.
Due to the airfoil shape used in Supercritical Airfoils, aircraft built with these encounter the “Mach truck” both less severely at much higher speeds, allowing the wing to maintain high performance at speeds very close to Mach 1. Techniques learned from the original Supercritical airfoil sections led to the design of airfoils for high subsonic and transonic aircraft, such as the Boeing 777 and AV-8B Harrier II.
A Diagram showing the difference in airflow between a Supercritical and Conventional Airfoil
Supercritical airfoils offer four main benefits to a aircraft: a higher Drag Divergence Mach Number, they develop shock waves further back the wing than traditional airfoils, greatly reduced shock induced boundary layer separation and their geometry allows for a more efficient wing design such as being thicker or reducing the aircrafts wing sweep, which can both result in a lighter wing.
At a particular speed for a given airfoil section, the critical mach number, flow over the upper surface of a airfoil can become locally supersonic, but soon slows down to match the air pressure over the trailing edge of the wing without generating a shock.
At a certain point along the airfoil, a shock is generated which increases the pressure coefficient to a critical value, where the local flow velocity will be Mach 1. While the position of this shockwave is determined by Airfoil geometry, a supercritical airfoil is much more efficient seeing as the shockwave is minimized and created as far back as possible, reducing drag. In addition, compared to a traditional Airfoil design, a Supercritical produces more lift at its aft end, due to its more even pressure distribution over the upper surface.
In addition to improved transonic performance, a supercritical wings enlarged leading edge gives it excellent high lift characteristics, enabling the aircraft using it to have the benefits of having superior takeoff and landing performance.
The aircraft also features Raked wingtips, which are where the wingtip of the aircraft has a higher degree of sweep than the rest of the wing. The stated purpose of using a Raked Wingtip over other wingtips, such as Non-Planar wingtips and Winglets is to increase a aircrafts fuel efficiency and climb performance, reducing a aircrafts takeoff roll.
Raked Wingtips do all of these in much the same fashion as winglets do, by increasing the effective aspect ratio of the aircrafts wings while at the same time interrupting harmful wingtip vortices. This decreases the total amount of drag induced upon the aircrafts, as shown by testing by both the Aircraft manufacturer Boeing and the American NASA, which have shown that Raked Wingtips reduce drag by as much as 5.5%, compared to anywhere from a 3.5% to a 4.5% reduction in drag from more conventional winglets.
Boeing 787 Rollout, showing the aircrafts Raked Wingtips
Engines
The propulsion for the PAMI 575-200 comes from a pair of engines located on inner wing pylons. All of the engines available for the 575 are designed using weight saving, fuel saving, reduced maintenance cost and increased engine life span features originally hallmarked by the General Electric Next Generation (GEnx) turbofan.
The choice to use a GEnx inspired engine was due to the fuel savings especially, alongside all other factors. The reduced Maintenance costs of the engine type, combined with its fuel savings, greatly reduce the operating cost of the engine/s, and in extension, the operating costs of the aircraft.
The engines used on the PAMI 575-200, the Caterpillar T-111-380, achieve a weight loss on the engine through the same features as the GEnx. These design features include a fan diameter of 111in, or 2.8m. Along with this the Fan blades of the T-111-380 are composite with Titanium Leading edges. This saves weight while not sacrificing fan strength. The engines fan case is also made of composites, further lowering weight while also reducing expansion from heat. The final major weight reducing factor is that of making the Stage 6 and 7 low pressure turbine blades of Titanium Aluminide.
Some of the fuel burn reductions techniques present in the T-111-380 include making the Fan Bypass Ratio 19:2, which also has a side effect of making the engine quieter when running. There is also a High Pressure Compressor based on the GE90-94B, with a 23:1 pressure ratio and only 10 stages, along with shrouded Guide Vanes to reduce Secondary Flow. In addition to all of the above, the spools for the engines reaction turbines are counter rotating, in order to reduce the load on the engines guide vanes. Finally, the aircrafts Twin Annular Premixed Swirler (TAPS) is of a Lean design combustor, in order to reduce emission with improved airflow to prevent back flash.
Some of the maintenance reducing features includes Spools with lower parts numbers achieved through using Blisks in some of the engine stages, alongside low blade counts in others, and a lower overall number of stages. All of these allow for a reduced number of parts, and therefore, in return, a lower number of parts that could fail and need to be regularly checked. Other maintenance reduction features include lower internal engine temperatures through the use of more efficient cooling techniques. Finally, there is debris extraction within the low pressure compressor guards high pressure compressor, to prevent unwanted material from getting into and severely damaging the aircrafts engine.
All of these features are reported to result in fuel savings in the area of 15% over an older engine of the same size, such as the CF6-80C2.
The T-111-380 is capable of achieving engine power outputs of up to 380kn, as evidenced by the last set of numbers in the engines name. Total net power for the engines on the PAMI 777-200 totals 760kn.
Passenger Seating and Comfort
Passenger seating in the PAMI 575-200 is available in 3 Different Configurations, that of Three Classes, 2 Classes, and Economy Configuration.
The Three Class configuration consists of a 1st, 2nd, and 3rd class on the aircraft with first class obviously being for comfort, 2nd a mix of comfort and maximum number of people, and 3rd being intended to fly the cheapest with the most people. This configuration can seat up to 250 People.
First class Seating in a PAMI 575-200 in 3 Class and 2 Class Configuration
The Two Class configuration retains the 1st Class seating, but features increased Economy Class seating due to the removal of the aircrafts second class. Up to 350 people can be seated onboard in this configuration.
Economy Seating is designed to seat as many people as possible, and therefore results in rather cramped seating and some uncomfort. Regardless of this however, Economy class on PAMI 777 retains several creature comforts. In Economy configuration the Aircraft can seat up to 450 people, the aircrafts maximum passenger count.
Economy Seating in a PAMI 575 series Airliner
Regardless of what seating arrangement is used in a PAMI 575-200, the comforts of each retain the same, with the main difference between each class being in the quality of the seat and the amount of leg room.
Each passenger has access to a small TV Screen located in the back of the seat ahead of them, or, in the case of the forward most passengers, a small handheld TV which has a small mount that can be placed on the armrest. These TVs are capable of receiving either Local TV Signals or using the aircrafts satellite antennae to receive satellite TV for the passenger to watch. In addition, it to possible to play DVDs through the TV if the passenger has brought some onboard the aircraft for the flight.
In addition Electronics wise, each aircraft has the ability to carry a onboard laptop for each passenger to use during the course of the flight, as well as complete WiFi connectivity. This allows embarked passengers to be able to do various things on the internet, such as watch YouTube videos, check their email, instant message co-workers on a upcoming deal, check the weather at the airport they will be coming in at, to simply chatting with their friends and family.
Cockpit
The Cockpit of the PAMI 575 family is that of a glass cockpit design, being all electronic and digital. This contrasts to older designs seeing as previous aircraft relied heavily on Mechanical Gauges for information input to the pilot and crew.
The Displays in the PAMI 575 Family are that of a Liquid Crystal Display, chosen for the systems efficiency, reliability, and legibility. Liquid Crystal Displays, or LCDs, replaced Cathode Ray Tubes (CRTs) displays in most applications because of the LCDs better energy efficiency, greater compactness, portability, their light weight, reliability and lower cost.
As LCDs do not produce any light of their own, a external light source is required to see the display. This is typically provided by a Fluorescent Lamp located behind the display panel.
PAMI 575 Series Cockpit
Sale
The PAMI 575-200 is available at rates dependent upon the exact seating arrangement. Below is a table with the costs for each available variant of the 575-200. All orders for the PAMI 575-200 can be lodged through PAMI's main storefront, located here
575-200 3 Class: $230mn
575-200 2 Class: $225mn
575-200 Economy: $215mn
((All Credit for the images go to their appropriate owners))