The StratosLiner concept is patented in Europe, patent pending elsewhere.
Backward and forward swept aircraft wing sections in a decagonal box wing configuration.
This wing concept is a new sub-class within
Non Planar Wings >> Closed Wing (box wing, ring wing, joined wing).
The available papers are presented below.
The preferred embodiment (image, May 2016) is modeled without propulsion.
The cross sectional diagram is also shown, as well as the
improved passenger capacity (typical seat configuration),
to be compared to the Airbus A380 as a reference aircraft, similarly modeled.
Contact: info [@] stratosliner [dot] com
stratosliner [@] stratosliner [dot] com
- In the preferred embodiment, the wing sections form seven strong and stiff closed frames, preventing/reducing bending, torsion, vibrations and flutter, especially at the wingtips.
- The total load is distributed to three pairs of wings. Furthermore, the strong and stiff closed frame structure allows light construction and more composite materials. Three pairs of these thin, narrow and short wings do not necessarily have to weigh more than one pair of long and massive wings. Short wings, box wing structure and 1/3 of the lifting forces per wing - all these features mean reduced bending moment which is a rough indicator of wing weight.
- Even if (IF) StratosLiner's multiple wings and joints would weight a bit more than a regular cantilever wing with the same wing area, this is more than compensated by the fact that three-point lift can considerably reduce the weight of the fuselage, which is the heaviest part of the aircraft. External research shows that two-point lift (regular box wing) reduces the weight of the fuselage with 20%, compared to one-point lift (cantilever aircraft).
- Thin wings are aerodynamically better, providing low form drag and less vortex. The Aspect Ratio is high (slim wings), which is directly related to high Lift-over-Drag ratio. There are seven aerodynamic channels for the stream flow around the aircraft. StratosLiner's wings offer low induced drag, just like the regular box wing configuration. "Efficiency of Fuel Energy Conversion" is 24.79% better than that of the reference Airbus A380 (analysis May 2017).
- Large aircraft can be designed with large wing area AND high Aspect Ratio wings AND relatively small wingspan. Very large airliners and cargo planes can be constructed with a wingspan still manageable for our airports.
- A large wing area enables short landing and takeoff with less power from the engines. Noise can be reduced, too.
- With three pairs of wings (plus side wings) it is possible to use all kinds of aerodynamic devices (flaps, slats, ailerons, rudders) in many places.
- More of the same (flaps, slats, ailerons, etc) does not necessary mean more complexity. On the contrary: less complicated flaps, but more of them, can do a better job than only one set of a sophisticated multiple flap system. Redundant aerodynamic devices mean increased safety.
- Flaps, elevators and ailerons on both the front and rear wings, together with rudders placed outermost on the wingtip fences, make the aircraft extremely maneuverable and stable in difficult flying conditions.
more flaps and slats there are, the larger the wing area can be during
takeoff and landing. This means that takeoff and landing speed can be
reduced, runway shortened and a faster climb rate produced, needing less
takeoff and landing speed means increased safety. Emergency landing is
much safer when the landing speed is lower. Having multiple aerodynamic
devices increases safety if any of them are out of order.
- Stalling is no longer a threat when you have lifting forces and stabilizers both front and rear. Cargo placement is not a big issue either.
- The cross-sectional area of the wings is well distributed longitudinally, providing ideal, smooth transonic "area rule" distribution, involving a mid-fuselage belly extension for landing gears and external fuel tanks.
How to build the largest aircraft in the world ?
Airline companies want to buy stretched versions of the largest airliners we have today. Even if the manufacturers are capable of constructing larger versions, the increased wingspan is not manageable for our airports. But the StratosLiner concept makes it possible to build larger (longer) aircraft, with a relatively small wingspan.
The above image on the left shows StratosLiner with the same length as the overall length of the Airbus A380 (the largest aircraft in the world, in production). Both aircraft have the same wing area but StratosLiner's wingspan is significantly smaller. The image on the right side shows a 41 per cent stretched version of StratosLiner, with a wingspan still smaller than that of the Airbus A380. But StratosLiner's wing area is twice as large! This is the way Sir Richard Branson's dream about 1000+ passengers could become a reality... However, this concept is not limited to target large airliners and heavy cargo planes. The only field of use hard to imagine for StratosLiner is as a hydroplane.
Papers available (PDF and Excel, from DropBox):
StratosLiner Benefits (1 page)
Golden Ratio Aspects (1 page)
When an airplane is beautiful, it flies beautifully
Embarking - Disembarking (1 page, Patent prophylaxis)
Area Rule - Two Embodiments (2 pages)
StratosLiner Simulations July 2015 (29 pages)
Comparative study, main finding: StratosLiner 's Lift/Drag ratio is 19-32% better than that of the Airbus A380, in the whole range of NASA 's simulation tool.
Wing Volume Comparisons July 2015 (15 pages)
The total wing volume of StratosLiner is less than half of the wing volume of the Airbus A380, which means that the wing box can be reinforced (if needed) up to twice as much weight per volume unit, and the total wing weight will still be less than the wing weight of the A380.
Flowsquare Simulations 2D August 2015 (6 pages)
Climbing and aerodynamic interference between the multiple wings of StratosLiner. Simulation results: Speed, Vorticity, Pressure.
Airfoil modifications for wing modeling incl. wing geometry data - 23 Aug 2016 (Excel)
Modifications of size, thickness, camber and twist of selected airfoils (DAT files). Analysis of chordwise surface waviness (two steps). Geometry data of the preferred embodiment of the wings (May 2016) are also provided, for easy CAD modeling. DAT files with different charts are added: D8RE (courtesy Dr. Mark Drela M.I.T.), Airbus TA11 (original and corrected), Boeing BAC1 (improved), SC20612 (UIUC), SC20710 (NASA, w two different precisions), NACA n63010a (improved, symmetric, meant for the Wingtip Fence).
A CFD Analysis of StratosLiner May 2017 (100 pages)
A comprehensive aerodynamic analysis of StratosLiner's wings, in comparison to the wings and tail fins of the Airbus A380. Two embodiments of StratosLiner are examined, both are still in the early design stage, i.e. there is a lot of potential to improvements. Main findings: StratosLiner's wings produce 12.1% more Lift, the Lift/Drag is 13.14% better and the Efficiency of Fuel Conversion is 24.79% better, compared to the A380.