The following are condensed major benefits of BDW aircraft relative to present-day, single-wing aircraft:
1. Larger 4+ times lifting areas allow for flights above 15 km altitudes with much reduced air density (2 - 3 times)
2. Flights at such high altitudes result with a minimal loss of combustion efficiency if using Liquid Hydrogen (LH2) fuel.
3. Larger 4+ times lifting area obtained via chord elongation allows for around 2 - 3 times lower lift coefficient CL.
4. Such much lower lift coefficient with its square value is resulting with induced drag reduction of up to 60%.
5. Lift area increase via chord elongation is resulting with up to 2 - 3 times lower thickness-to-chord (t/c) ratio.
6. Significant chord elongation results with further friction drag offset (lower Re Number) considering 4+ times larger lift area.
7. Such significantly lower air density, CL, t/c ratio, and increased Re No. are resulting with lower profile drag of wings of up to 60%.
8. Significantly reduced air density is proportionally reducing the total drag across the entire wetted area of aircraft.
9. Such substantially increased efficiency results with much lower LH2 volumetric requirements and further weight reduction.
10. Lower total mid-cruise weight by around 12% due to the following structural efficiencies despite 4+ times larger wing area:
- Lower wing’s specific loading due to spread of lift forces over two wings instead of one including lower CL
- Wing’s lift forces closer to the root wing chord, hence reducing bending momentums
- Much higher structural resistance due to high taper ratio
- Shift of engines away from the wings to the fuselage aft portion, thus eliminating wings' concentric joints with engines
- Fuel shift away from the wing box helps with further streamlining wings' structure and weight increase mitigation
- Much higher gravimetric LH2 density with fuel tanks' structural integration additionally reducing airframe weight
- Weight elimination related to removal of leading-edge slats and flaps from the wing area
- Lower weight of flight controls due to pivotal-only trailing edge surfaces and their lower deflection
- Wings' weight reduction and lift distribution allow for removal of heavy concentric joints and direct fuselage-wing integration
- Much larger wing area with a significant ground effect result with significant engine weight reduction and twice lower thrust
- Significant ground effect and shorter landing gears resulting with the lower weight of landing gears
11. Significantly lower t/c, CL, air density, and weight with min. loss of LH2 combustion efficiency result with 60+% lower total drag.
12. Multiple times reduced lift coefficient, t/c ratio, and air density are allowing for the cruise speed increase of up to M0.9.
13. Higher economical cruise speed is increasing the total lift with square value and cruise altitude for additional total drag reduction.
14. Higher economical cruise speed is reducing the total flight time in a linear manner and reducing the required total fuel weight.
15. Increased cruise speed at higher altitude and shorter flight time resulting with up to 70% reduction in total energy consumption.
16. Much lower LH2 volumetric requirements allow for a sufficient payload disposal with minimal restrictions.
17. Much lower LH2 volumetric requirements allow for having one LH2 tank in front of and one aft of G.C. for trimming in cruise.
18. Large Front and Rear Wing areas along with Front Wing's ground effect result with twice shorter required takeoff runway.
19. Much shorter takeoff runway and much longer range allow for a considerable expansion of point-to-point transport network.
20. Significantly increased flight efficiency allow B737/A321-size aircraft to fly from Western U.S. to Eastern Europe or across Pacific.
21. BDW aircraft is the first universal flight platform that promises zero-carbon emissions from business to largest size aircraft.
22. New efficient flight mechanics with high lift on both wings and favorable C.P. change with angle of attack (AOA) change.
23. The above is resulting with much higher level of natural pitch stability relative to single-wing aircraft.
24. Double wings with large lift areas result with much better commanded pitch and roll control.
25. Expecting higher ride quality due to much more efficient stabilization and commanded controls.
26. Absence of any meaningful interference drag between Front and Rear Wing due to very low t/c ratio and CL.
27. Generally lower cabin noise due to aft-positioned engines.
28. Having possibilities to reduce ambient noise level due to aft-positioned engines.
29. Expecting multiplier positive effects if applying laminar flow technologies due to large wings and absence of leading edge devices.