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II. Distributed Propulsion Concepts A number of distributed propulsion vehicle concepts for the HWB platform have been studied recently (refs. 3 to 8). The motivation has been to increase aircraft performance, to lower the noise to the surrounding community, and/or to enable short take-off and landing (STOL) capability. The following possible benefits of distributed propulsion HWB configuration compared to a conventional “tube-and-wing” configuration have been identified: •Reduction in fuel consumption by ingesting the thick boundary layer flow and by filling in the wake generated by the airframe with the engine thrust stream (refs. 9 to 11). •High lift via high-aspect-ratio trailing-edge nozzles for vectored thrust providing powered lift, boundary layer control, and/or supercirculation around the wing, all of which enable short take-off capability (refs. 12 and 13). • Reduction in aircraft noise to the surrounding community through airframe shielding (refs. 3 and 4). •Improvement in safety through a redundant propulsion system. • Reduction in aircraft propulsion installation weight through inlet/nozzle/wing structure integration. • Elimination of aircraft control surfaces through differential and vectoring thrust for pitch, roll, and yaw moments. • High production rates and easy engine replacement of engines that are small and light. • Application of nontraditional engine concepts such as the multifan engine or electric fans. The large available volume in the HWB configuration may facilitate use of hydrogen or other alternative fuels to achieve zero or near zero emissions (refs. 14 and 15). To address the CESTOL vehicle with low noise characteristics, a CESTOL vehicle configuration was developed jointly by NASA and Boeing to utilize short runways at regional airports and was reported by one of the authors (ref. 3). A brief summary of this concept is described in the first subsection below. Combining that earlier CESTOL vehicle concept with our presently proposed turboelectric propulsion system results in the current conceptual study, which is designated “Turboelectric-Powered CESTOL Concept” and is described in the second subsection below. Baseline 12-Engine CESTOL Concept To develop a distributed propulsion CESTOL vehicle configuration, NASA and Boeing performed a joint study, which we summarize in this section. The initial configuration was based on the HWB because of its high cruise efficiency, low noise characteristics, and a large internal volume for integrating embedded distributed propulsion. The preliminary vehicle analysis is reported by Kawai (ref. 16) and summarized in reference 3, and the vehicle configuration is shown in figure 1. The powered lift system was selected because of the high lift efficiency of the internally-blown-flap (IBF) concept. A distributed propulsion system with 12 conventional turbofan engines with approximately 7000 lb (~31 000 N) thrust each would enable high lift by using low pressure fan bypass air that would not have hot duct issues and that would be subsonic to keep the powered lift noise down. The concept here is the use of distributed embedded propulsion for quiet IBF powered lift with substantial engine noise shielding, including some jet noise shielding. The CESTOL concept combines substantial engine noise shielding 3PDF Image | Distributed TurboElectric Propulsion for Hybrid Wing Aircraft
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