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5.4 Parallel Hybrid Clean-Sheet Design 85 5.4.3.0.1 Aircraft Main Data As highlighted in Table 5.6, the MTOW of the hybrid- electric aircraft is increased by 25%. Due to the wing sizing scheme at constant wing-loading, it results in a wing area increase of 25%. At design point, the design thrust of the geared turbofan is increased by 20%. The increase in design thrust is the result of a larger TOW at TOC, counteracted however by an improvement in aerodynamic efficiency. The wing being sized at a constant aspect ratio, the lift-induced drag coefficient remains unchanged for a given lift coefficient. However, besides the Reynolds number effects, the enhancement in lift- to-drag ratio of 5% at initial cruise altitude is explained by the increase in wing area while the fuselage geometry is kept constant. As a result, the contribution of the aerodynamic efficient wing component increases relatively compared to the fuselage which improves the lift-to-drag ratio. The improvement in lift-to-drag ratio for a wing sized at constant wing- loading and a fixed fuselage geometry was theoretically demonstrated by Isikveren et al. [13]. The sizing of the electric motor to drive by itself the propulsor during cruise results in a maximal installed power of 5882 kW. Due to the utilization of electrical energy during cruise, the variation of the aircraft mass is less pronounced during cruise which leads to a higher landing weight. The maximum landing weight (MLW) is consequently increased by 27% compared to the reference aircraft. The resulting higher wing-loading in landing phase results in a 1% increase in approach speed. 5.4.3.0.2 Aircraft Mass Breakdown As shown in Table 5.7, the structural weight of the hybrid-electric aircraft is increased by 17% due to the component sizing effects on the wing, the empennage and the landing gear. Because of the larger design thrust of 20%, the weight of the conventional powerplant is increased by 23%. The more than proportional increase in conventional powerplant weight is explained by the fact that weight and volume increase to a higher power than cross-sectional area for the increase in mass flow. The installed electric motor power of 5882 kW results in a weight of 740 kg. The electrical system weight increase of 41% results from the installation of the PMAD system. As the result the operating empty weight (OEW) is changed by 18%. According to the battery specific energy assumption of 1.5 kWh/kg at cell-level, 8765 kg of batteries are required to perform the design mission. The release fuel which includes the fuel reserves is reduced by 12% compared to the block fuel reduction of 20% stated previously.PDF Image | Conceptual Design Methods Hybrid-Electric Transport Aircraft
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