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Conceptual Design Methods Hybrid-Electric Transport Aircraft

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Conceptual Design Methods Hybrid-Electric Transport Aircraft ( conceptual-design-methods-hybrid-electric-transport-aircraft )

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5.3 Parallel Hybrid Retrofit Aircraft 77 370 360 350 340 330 320 310 0.65 0.66 0.67 0.68 0.69 0.7 0.71 0.72 0.73 0.74 0.75 0.76 0.77 0.78 Mach Number [−] rel. SAR [−] Study Settings: Retrofit Hybrid Aircraft MTOW = 78990 kg Gross Weight = 77780 kg 370 360 350 340 330 320 rel. ESAR [−] Study Settings: Retrofit Hybrid Aircraft MTOW = 78990 kg Gross Weight = 77780 kg Figure 5.6: Altitude and speed sensit- ivity of relative SAR for a gross-weight at 98% of MTOW [115] 310 0.65 0.66 0.67 0.68 0.69 0.7 0.71 0.72 0.73 0.74 0.75 0.76 0.77 0.78 Mach Number [−] Figure 5.7: Altitude and speed sensit- ivity of relative ESAR for a gross-weight at 98% of MTOW [115] 370 360 350 340 330 320 310 0.65 0.66 0.67 0.68 0.69 0.7 0.71 0.72 0.73 0.74 0.75 0.76 0.77 0.78 Mach Number [−] rel. COSAR [−] Study Settings: Retrofit Hybrid Aircraft MTOW = 78990 kg Gross Weight = 77780 kg Fuel Price = 6.0 USD/USG Electric Price = 0.07 USD/kWh 370 360 350 340 330 320 rel. COSAR [−] Study Settings: Retrofit Hybrid Aircraft MTOW = 78990 kg Gross Weight = 77780 kg Fuel Price = 6.0 USD/USG Electric Price = 0.16 USD/kWh 310 0.65 0.66 0.67 0.68 0.69 0.7 0.71 0.72 0.73 0.74 0.75 0.76 0.77 0.78 Figure 5.8: Altitude and speed sens- itivity of relative COSAR for a gross-weight at 98% of MTOW and a specific electricity price of 0.07 US- D/kWh [115] Figure 5.9: Mach Number [−] Altitude and speed sens- itivity of relative COSAR for a gross-weight at 98% of MTOW and a specific electricity price of 0.16 US- D/kWh [115] management will be effected. Consequently, the altitude optimization is not influenced by the choice of the objective functions. The speed sensitivity with respect to the metrics SAR, ESAR and COSAR of the retrofit hybrid-electric aircraft concept is investigated in Figure 5.10 at an altitude of 35000 ft against a variation in aircraft gross-weight. The increase in COSAR value with reduction in aircraft gross-weight and the reduction in optimum speed with decreasing gross-weight to adapt the lift coefficient in order to operate close to the maximum lift-to-drag ratio (𝐿/𝐷) are expected result. The increase in optimum speed between MRC and MCRC resulting from the operat- ing condition of the electric motor as detailed previously is noticeable. For a gross-weight of 0.94 0.84 0.97 0.86 0.94 0.92 0.98 0.98 0.88 0.92 0.995 0.985 0.99 0.96 0.97 0.98 0.98 0.99 0.995 0.9 0.995 0.99 0.99 0.96 0.96 0.94 0.96 0.985 0.97 0.97 0.9 0.97 0.97 0.94 0.985 0.985 0.96 0.94 0.995 0.99 0.99 0.9 0.97 0.97 0.985 0.96 0.97 0.985 0.94 0.97 0.98 0.98 0.985 0.985 0.98 0.98 0.96 0.96 0.97 0.94 0.995 0.94 0.99 0.99 0.985 0.98 0.99 0.98 0.985 0.84 0.995 0.98 0.98 0.98 0.995 0.98 0.995 0.94 0.995 0.97 0.985 0.96 0.98 0.98 0.985 0.97 0.92 0.97 0.94 0.99 0.97 0.99 0.97 0.99 0.92 0.995 0.995 0.94 0.92 0.92 0.99 0.97 0.84 0.985 0.96 0.92 0.985 0.9 0.985 0.86 0.92 0.88 0.985 0.98 0.96 0.96 0.97 0.995 0.99 0.98 0.88 0.92 0.88 0.9 0.98 0.94 0.92 0.94 0.94 0.99 Flight Level [100ft] Flight Level [100ft] Flight Level [100ft] Flight Level [100ft] 0.96 0.985 0.99 0.985 0.98 0.98 0.9 0.985 0.98 0.98 0.9 0.985

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