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with rapid climb out and steep descent to provide a very low noise footprint. The preliminary noise analysis of the vehicle is reported by Stone (refs. 4 and 17). Based on current trends in air transports and STOL considerations, the following mission requirements were used for the vehicle: • Payload: 40 000 lb (~18 000 kg) • Range: 3000 nm (~5.600 km) • Speed: Mach 0.8 at 30 000 ft (~9000 m) • Field length: <5000 ft (<1500 m, FAR Part 25) • ClimbatStd+15°C • Landing flare for passenger comfort with a 6° glide slope With these requirements and using Boeing’s WingMOD (ref. 18) multidisciplinary optimization code, an aero- dynamically trimmed vehicle configuration was obtained and mission performance data were determined. The following is the set of predicted vehicle and performance parameters: • Take-off gross weight: 189 140 lb (~85 792 kg) • Total fuel: 44 098 lb (~20 000 kg) • Take-off field length: 2452 ft (~747 m) • Take-off CLmax = 1.66 • Initial cruise altitude: 39 000 ft (~11 887 m) • Landing field length: 3477 ft (~1060 m) • Landing CLmax = 1.06 The take-off field length is for obstacle clearance with an engine out. However, because many engines (12) were distributed on the wingspan, the engine-out condition did not include lateral control drag because only one engine inoperative (out of 12) would produce no significant yawing moment at a mission-critical stage (mainly at takeoff). Indeed, aircraft with powered-lift distributed-propulsion systems may require a general reexamination of engine-out airworthiness certification regulations because controllability limits are currently based on one engine out. Note that the landing field length is about 3477 ft (~1060 m), which includes the 1.67 factor on stopping distance. It is believed that the use of a variable area nozzle for improved powered lift during approach would enable further reductions in field length. Embedded distributed propulsion enables the use of low- pressure fan-bypass air for an IBF system, wherein a high- aspect-ratio slot nozzle is used in conjunction with a slotted airfoil with the nozzle exhaust pumping through the slot to increase circulation and lift. The small diameter engines with a bypass ratio of 9.4 have forward noise shielding and employ mixer nozzles to increase the jet noise frequency and move the jet noise source locations forward. The forward jet source noise can then be shielded by airframe surfaces to reduce aft and sideline noise. A more complete description of noise analysis methods and results can be found in reference 17. Turboelectric-Powered CESTOL Concept To meet the aggressive NASA SFW N+3 goals in table 2, we have begun a study that carries over the baseline CESTOL airframe, but we propose a more radical propulsion system that replaces the discrete turbofan engines. We propose a turboelectric propulsion system with superconducting electric fans powered by two turbine-engine-driven electric generators. A notional vehicle is shown in figure 2. Because this new effort focuses on the propulsion system, the airframe has not been reexamined in light of the new propulsion system. Therefore, an airframe similar to that of the earlier CESTOL configuration was retained as a baseline and the distributed electric propulsion system was applied instead of discrete small turbofan engines. The initial propulsion system consists of two wing-tip- mounted turboelectric generators and a set of 16 small electric fans. The 35-in.- (~90-cm-) diameter fans are distributed along a large portion of the upper aft wingspan to maximize the benefits of boundary layer ingestion (BLI). The number of fans was chosen on the basis of assumed available span width, nacelle length, and inlet and nozzle geometry constraints. To increase BLI benefits and to minimize interference drag between the fan and external flows, contiguous “mail-slot” inlets, high-aspect-ratio slot nozzles, and span-wise- continuous upper nacelles were adopted. Five outboard low- pressure-ratio fans on each side of the vehicle are used for powered lift and six center fans are used as pitch effectors at take-off rotation. For producing powered lift, upper surface blowing (USB) is deemed to be better than internally blown flap (IBF), because of structural and mechanical simplicity. Based on the baseline 12-engine CESTOL concept thrust requirement, the total shaft power for the vehicle at sea-level static conditions is assumed to be approximately 84 000 hp (horsepower (63 MW)) and the total available shaft power at cruise is assumed to be 25 000 hp (19 MW), which corresponds to approximately 1500 hp (~1.1 MW) for each fan at cruise. The wing-tip-mounted engine-core/turboelectric generator is also analyzed and the estimated effective bypass ratio (EBPR, ratio of mass flow rate through all fans to rate through engine core) for the whole propulsion system is approximately 10, which is higher than that of present turbofan engines (and of the 12-turbofan system), promoting fuel efficiency. Although this kind of distributed propulsion concept, with a small number of turboelectric generators driving numerous electric fans, could be applied to other vehicle architectures (e.g., conventional tube and wing aircraft), the concept is perhaps most naturally applied to the current CESTOL vehicle configuration to reduce fuel consumption, noise, emissions and field length as noted before. Nevertheless, the following are identified as possible advantages of using a turboelectric drive system on an arbitrary “platform”: 4PDF Image | Distributed TurboElectric Propulsion for Hybrid Wing Aircraft
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