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66 5 Integrated Performance of Hybrid-Electric Propulsion Systems technology implemented in the aircraft concepts is projected to a YEIS 2035. Moreover, evol- utionary technological improvements related to the disciplines of aerodynamics and structure are assumed to suitably reflect a YEIS 2035. The design payload of the aircraft is set at 180 passengers (PAX) assuming 102 kg per PAX. Compliance with the airworthiness regulations CS-25 and FAR 25 transport category is administered. Field performance is characterized by a TOFL at ISA, sea-level not being greater than 2200 m, and an approach speed less than 145 KCAS. Additionally, the time-to-climb to initial cruise altitude is limited to 25 min. The defined mission profile consists of a taxi-out, take-off at sea level and ISA+10°C, climb at ISA+10°C with a speed schedule 250 KCAS / 300 KCAS / M0.76 until an initial cruise altitude at FL 350. The cruise, performed at M 0.76 and ISA+10°C, is followed by a mirrored descent, landing and taxi-in. Reserves fuel according to EU-OPS 1.255 accounts for 5% trip fuel contingency cruise, 30 minute hold at 1500 ft and 100 nm alternate. Only for the hybrid- electric aircraft concept assessed in Section 5.5, the mission reverves were adapted. Because of the use of electrical energy during contingency cruise, the account based on percentage of trip fuel was modified and expressed as an equivalent time criterion set at 10% of the block time. For the design of the aircraft, the following sizing guidelines were applied. The wing is sized according to a constant wing loading of 645 kg/m2 to retain similar en-route buffet onset characteristics as well as low-speed performance. It is also sized for a constant wing aspect ratio of 12.5. The flow-path sizing of the propulsive device is set at top-of-climb (ISA, FL350 and M0.78) for a residual rate-of-climb of 300 fpm. The sizing of the vertical and horizontal stabilizer is conducted according to constant volume coefficient. The fuselage geometry is kept fixed for all variations investigated. The cargo volume represents consequently a constraint for the storage of the batteries and for the conventional cargo. The volume constraint problem is analysed assuming a constant battery density of 1000 kg/m3, which includes the volume of the battery and of the thermal management system. Detailed structural strengthening of the fuselage due to loading and de-loading of the battery in the cargo compartment are disregarded in these aircraft studies. 5.2 Propulsion and Power Systems The propulsion and power systems commonly shared across the narrow-body transport air- craft concepts investigated are described in this section. Specificities related to the propulsion system are detailed in the respective section related to each aircraft concept. 5.2.1 Electric Propulsion System For each hybrid-electric aircraft concept investigated in this chapter, an identical architectural layout for the electrical chain of the propulsion system was selected as illustrated in Figure 5.1.PDF Image | Conceptual Design Methods Hybrid-Electric Transport Aircraft
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