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boelectric concept, which is similar in range and size to the Boeing 777. The N3-X is a hybrid wing body configuration with distributed turboelectric propulsion on the trailing edge, first derived from the NASA/Boeing CESTOL study in 2008 [88, 89]. Subsequently, the concept has been the focus of more detailed analysis and design re- vision by NASA [56, 29, 58, 59], with refined weights [90] and noise and emissions [91]. Notably, the 2014 noise analysis required a major redesign of the aft body propulsion integration for noise. Rolls-Royce and the University of Strathclyde have collaborated on electrical system trades [57, 92, 93] and system safety analysis of high-power and superconducting electric aircraft [94, 95, 96] using the N3-X as a baseline. The N3-X relies on very advanced technology and claims -70% fuel burn reduction versus the 777- 200 benchmark; the portion attributable to electric propulsion is closer to -20%, with much of the remainder a result of airframe and other technologies [56]. The concept will require on the order of 50 MW of power, which will certainly require superconducting electrical components and the associated cryogenic subsystem; thus, this concept intro- duces a large amount of technological risk and uncertainty and is envisioned for EIS in the 2040s. Jansen et al. review the individual technologies required to implement EP at such power levels, including soft magnetic materials fabrication, superconducting wires and electric machines, and insulators [27]. Figure 6: STARC-ABL turboelectric concept (NASA image) Because of the high technological barriers of the N3-X, NASA sought to develop a concept which would be feasible in the nearer term [27]. This resulted in a conceptual design study of a single-aisle turboelectric aircraft with an aft boundary layer propulsor (STARC-ABL) [54]. STARC-ABL adds a tailcone propulsor to a typical tube-and-wing single-aisle configuration with downsized, podded turbofans (Figure 6). Unlike many proposed turboelectric architectures, the STARC-ABL does not include a dedicated turbogenerator; the power for the electric propulsor is generated from the turbofans. The latest NASA assessment shows -9.4% fuel burn for the economic mission [55], and Aurora Flight Sciences will be performing an external assessment of the concept. The fourth and newest NASA electric propulsion concept is PEGASUS (Parallel Electric-Gas Architecture with Synergistic Utilization Scheme) [97]. PEGASUS is de- signed for 200–400 nmi missions currently flown by turboprops, such as the ATR-42. It includes two wingtip-mounted parallel hybrid turboprops, two mid-span electric mo- 17PDF Image | Electric, hybrid, and turboelectric fixed-wing aircraft
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