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Distributed Turboelectric Propulsion for Hybrid Wing Body Aircraft Hyun Dae Kim, Gerald V. Brown, and James L. Felder NASA Glenn Research Center Cleveland, Ohio, USA Abstract Meeting future goals for aircraft and air traffic system performance will require new airframes with more highly integrated propulsion. Previous studies have evaluated hybrid wing body (HWB) configurations with various numbers of engines and with increasing degrees of propulsion-airframe integration. A recently published configuration with 12 small engines partially embedded in a HWB aircraft, reviewed herein, serves as the airframe baseline for the new concept aircraft that is the subject of this paper. To achieve high cruise efficiency, a high lift-to-drag ratio HWB was adopted as the baseline airframe along with boundary layer ingestion inlets and distributed thrust nozzles to fill in the wakes generated by the vehicle. The distributed powered-lift propulsion concept for the baseline vehicle used a simple, high-lift-capable internally blown flap or jet flap system with a number of small high bypass ratio turbofan engines in the airframe. In that concept, the engine flow path from the inlet to the nozzle is direct and does not involve complicated internal ducts through the airframe to redistribute the engine flow. In addition, partially embedded engines, distributed along the upper surface of the HWB airframe, provide noise reduction through airframe shielding and promote jet flow mixing with the ambient airflow. To improve performance and to reduce noise and environmental impact even further, a drastic change in the propulsion system is proposed in this paper. The new concept adopts the previous baseline cruise-efficient short take-off and landing (CESTOL) airframe but employs a number of superconducting motors to drive the distributed fans rather than using many small conventional engines. The power to drive these electric fans is generated by two remotely located gas-turbine-driven superconducting generators. This arrangement allows many small partially embedded fans while retaining the superior efficiency of large core engines, which are physically separated but connected through electric power lines to the fans. This paper presents a brief description of the earlier CESTOL vehicle concept and the newly proposed electrically driven fan concept vehicle, using the previous CESTOL vehicle as a baseline. Nomenclature AC alternating current BLI boundary layer ingestion BWB blended-wing-body CAEP Committee on Aviation Environmental Protection CESTOL cruise-efficient short take-off and landing EBPR effective bypass ratio (ratio of mass flow rate through all fans to rate through engine core) EIS entry into service FAR Federal Aviation Regulations HTS high temperature superconducting HWB hybrid wing body hp horsepower (1 hp ~ 0.7456 kW) IBF internally blown flap IOC initial operating capability LTO landing and take-off PAI propulsion airframe integration SFW subsonic fixed wing STOL short take-off and landing TSFC thrust specific fuel consumption TOGW take-off gross weight USB upper surface blowing I. Introduction According to a number of air traffic forecast studies, the growth in air travel in the United States or world will increase by a factor of 2 to 4 by 2025 (refs. 1 and 2). This continued growth in the passenger and freight air traffic will require better utilization of available airport assets. Large airports with long runways (>10 000 ft, 3050 m) are already heavily utilized while small airports with runways too short (<3000 ft, 910 m) to support large transport class jet aircraft are often underutilized. Table 1 shows a number of metropolitan airports around 15 major U.S. metropolitan areas with at least an intermediate size runway length of 3000 ft (~910 m). Most of these cities have at most one or two large airports handling much of their large transport aircraft traffic, but they also have additional regional airports nearby with shorter runways to accommodate smaller aircraft. For example, the city of Atlanta has one large-capacity, long-runway airport within the city boundary but has four more regional airports with at least 3000 ft runway lengths within 20 miles (~32 km) of the city metropolitan area. 1PDF Image | Distributed TurboElectric Propulsion for Hybrid Wing Aircraft
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