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TABLE 1.—NUMBER OF U.S. METROPOLITAN (METRO) AIRPORTS WITH AT LEAST 3000-ft (~915-m) RUNWAY LENGTH AROUND 15 MAJOR METRO AREAS TABLE 2.—NASA’S TECHNOLOGY GOALS FOR FUTURE SUBSONIC FIXED WING (SFW) VEHICLES Corners of the trade space Na+1 (2015 EIS) Generation Conventional Tube and Wing (relative to B737/CFM56) Na+2 (2020 IOC) Generation Conventional Hybrid Wing Body (relative to B777/GE90) Na+3 (2030– 2035 EIS) Advanced Aircraft Concepts Metropolitan areas Atlanta Charlotte Chicago Houston Las Vegas Los Angeles Minneapolis New York Philadelphia Phoenix San Francisco San Diego Seattle South Florida Miami Orlando Tampa Washington-Baltimore Number of U.S. airports in 15 metro areas Number of metro airports within 20 miles (∼32.19 km) 5 5 5 9 4 11 6 7 8 8 4 4 7 5 4 8 8 108 Noise (cumulative below Stage 4) LTO NOx Emissions (below CAEP/6) Performance: Aircraft Fuel Burn Performance: Field Length –32 dB –60% –33%b –33% –42 dB –75% –40%b –50% 55 LDN at average airport boundary Better than –75% Better than –70% Exploit metroplexc concepts In order to meet future traffic demand with limited airport access, revolutionary airplane concepts are needed that can utilize these smaller airports. For these new concepts to be successful, they must dramatically reduce take-off and landing noise, due to the urban setting of many of these fields, and yet still carry an economically viable number of passengers and freight over transcontinental distances at current jet transport speeds. At the same time, these new aircraft must dramatically reduce energy consumption and environmental impacts. In response to growing aviation demands and concerns about the environment, NASA’s Subsonic Fixed Wing (SFW) project identified four “corners” of the technical trade space—noise, emissions, aircraft fuel burn, and field length—for aircraft design. Table 2 lists these technology goals for three future timeframes, where N+1, N+2, and N+3 represent the years 2015, 2020, and 2030, respectively. Although it may not be feasible to meet all the goals for each timeframe, the multi- objective studies will attempt to identify possible vehicle concepts that have the best potential to meet the combined goals. One of the vehicle and propulsion concepts that NASA is exploring for N+2 is a synergistic combination of a hybrid wing body (HWB) airframe and a distributed propulsion system. A number of fixed wing aircraft using “distributed propulsion” have been proposed and flown before, although what constitutes distributed propulsion is not clearly defined. Examples include the 1940’s YB–49 flying wing aircraft with four completely embedded engines in each side of the wing and the 1960’s Hunting H.126 jet flap research aircraft, which diverted almost 60 percent of its thrust across its wing trailing edge to achieve very high lift capability. NASA funded a 1-year study that evaluated the synergistic benefits of distributed propulsion and airframe integration with respect to cruise efficiency and quiet operation of aircraft a“N” represents current state-of-the-art aircraft as stated in parentheses. bAn additional reduction of 10 percent may be possible through improved operational capability. cConcepts that enable optimal use of the airports (with shorter runways) within the metropolitan areas. from regional airports (refs. 3 and 4). The configuration for that study utilized 12 small conventional high-bypass-ratio turbofan engines, each with about 7000 lb (~31 000 N) of thrust at sea level, powering a HWB vehicle. The HWB is the main object of study to meet NASA’s N+2 goals. Because the results of that study are newly published, and have not been widely disseminated, they are summarized in the next section for background and provide the baseline for the current study. Recently, a very low noise “Silent Aircraft,” based on the blended-wing body or BWB airframe and on distributed propulsion, was proposed and studied. Its objective was to contain objectionable noise within the airport boundary and to improve vehicle fuel efficiency (ref. 5). This configuration had a number of new technologies, including embedded turbofan engines with each engine core driving three fans through a gear and shaft system, yielding a very high bypass ratio (ref. 6). The increased engine bypass ratio provided both low thrust specific fuel consumption (TSFC) and low engine noise. To improve vehicle performance enough to meet NASA’s N+3 goals, a drastic change in propulsion system is required. A newly proposed vehicle, which is the subject of the present paper, uses the baseline cruise-efficient short take-off and landing (CESTOL) aircraft airframe mentioned above but employs superconducting motors to drive the distributed fans rather than a number of small conventional high bypass ratio engines. The power needed for these electric fans comes from two remotely located gas-turbine-driven superconducting generators through electric power lines. This arrangement allows many small partially embedded fans while retaining the superior efficiency of large core engines. The next section presents a brief description of the baseline CESTOL vehicle and propulsion concept followed by the newly proposed electrically driven fan concept vehicle. 2PDF Image | Distributed TurboElectric Propulsion for Hybrid Wing Aircraft
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