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Environmentally Focussed Aircraft: Regional Aircraft Study
Graham Potter Advanced Design May 15th 2013
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Environmentally Focussed Aircraft
EFA is Conducting Studies into Future Regional Aircraft Concepts
– Assumed EIS 2025
Aim is to reduce environmental impact – GHG emissions, local air quality, noise – Current focus on climate impact – What level of reduction in climate impact is possible? – What is the impact on operating cost?
Consider cruise Mach and altitude as design variables, not requirements
– Cruise Mach 0.5 – 0.85 – ICA 18,000ft – 41,000ft
Intend to quantify incremental benefits – Optimized aircraft using current technologies – Impact of advanced technologies – Impact of unconventional configurations
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Project Funding
The EFA program began in 2008 and is funded primarily by Bombardier’s Strategic Technology portfolio budget
A portion of the EFA program is funded by GARDN
BA1
BA2 Long Range Business Jet
Regional Aircraft
UTIAS GARDN
UTIAS
P&W
C P&
WC
Long Range Business Jet
Regional Aircraft GARDN
BA2
Bombardier EFA study
Bombardier
BA1
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Conceptual Multi-disciplinary Design Optimization (CMDO)
EFA study makes use of Bombardier’s Conceptual MDO capability to size aircraft configurations
Chosen reference aircraft used for methods calibration and optimisation start point
Design Variables – Engine scale factor – Wing geometry (area, aspect-ratio, sweep, thickness to chord, TE crank
angle, flap deflection @ TO) – Cruise Mach – Initial Cruise Altitude
Constraints – Max range – High-speed mission (% range at +M0.04) – Balanced field length – Approach speed – WAT limit
Objectives – Minimum MTOW – Minimum DOC – Minimum fuel-burn – Minimum climate impact
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Combustion Emissions
Atmospheric Chemistry and Physics
SOx
NOx
O3
CH4
CO2
H2O
Global Climate Change
CO2: 71%
Water: 28%CO, HC, NOx, SOx, Primary PM2.5: < 1%
CO2: 71%
Water: 28%CO, HC, NOx, SOx, Primary PM2.5: < 1%
CH4, N2O, CO2
Emissions from Fuel Production
Population Exposure and Health Impacts
SOx
NOx
UHCCO
Secondary PM2.5
Ozone
Primary PM2.5
Warming Effects
Cooling Effects
Soot
Aircraft Noise Impacts
Contrails
Environmental Impacts
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CMDO Workflow Development
Quantifying Climate Impact
• Developed tool to quantify climate impact of given aircraft design Includes all climate emissions not just CO2
Quantifies global temperature change from impulse emission over 100 years
Can represent uncertainty of emissions impact
-0.04
-0.02
0
0.02
0.04
0.06
0.08
0.1
1990 2000 2010 2020 2030 2040 2050 2060 2070 2080 2090 2100
Cha
nge
in G
loba
l Mea
n Te
mpe
ratu
re
.
(re
lativ
e to
199
0, K
)
AICSootH2OO3-shortCO2CH4O3-longSulfates
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CMDO Workflow Development
Operating Cost Estimation
• DOC components Fuel, oil & lubricants
Crew
Maintenance
Landing fees
Insurance
Financing
Depreciation
• Aircraft Price • Price correlated to productivity (function of range, pax, speed, cabin volume, TOFL)
• Impact of cruise speed on operating cost • Have assumed revenue per flight not affected by cruise speed
• Have assumed fixed flight hours per year, regardless of speed
• Hence slower aircraft have increased ownership cost per mission (due to less missions per year)
• Hence slower aircraft has higher DOC per mission (for same AC price and COC)
• This captures the lower productivity of the slower aircraft
Fuel & Oil
MaintenanceCrew
Landing Fees
Insurance
Depreciation
Interest
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CMDO Workflow Development
Variable cruise Mach and altitude
• Cruise Mach and ICA defined as design variables • Climb/descent profile and flight envelope defined as a function of chosen Mach/ICA
MMO = MLRC + 0.06
MD = MMO + 0.07
VMO = MMO @ 70% specified ICA
VD = VMO + 60kt
Max Ceiling = ICA + 5000ft
0
5
10
15
20
25
30
35
40
45
50
0.00 0.10 0.20 0.30 0.40 0.50 0.60 0.70 0.80 0.90Mach Number
Alti
tude
(tho
usan
d ft)
Max Operating Limit
Climb Profile
Cruise Point
Des
ign
Spac
e
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Design-Space Exploration Results Trading Climate Impact with Operating Cost
5650 5700 5750 5800 5850 5900 5950 6000 6050 6100 6150
3.2
3.4
3.6
3.8
4
4.2
4.4
x 10-10
Economics Direct Operating Cost per Mission with Deprecitation
Clim
ate
Impa
ct P
erce
ntile
Tot
al[1
0]
0.55
0.6
0.65
0.7
0.75Min DOC Solution: 38,000ft
Min Climate Impact Solution:
19,000ft
Clim
ate
Impa
ct
DOC
Assumes no technology improvement over the CRJ700
Climate Impact represents temperature change resulting from all emissions, not just CO2
Minimising Climate Impact is achieved by reducing cruise altitude to prevent contrail generation and limit NOx effects
Fuel-burn is actually higher for min Climate solution than min DOC due to low altitude cruise
DOC increases as Climate Impact is reduced due to higher fuel-burn and increased time dependant costs (maintenance and crew)
-30%
+9%
Cruise M
ach
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-2E-10
-1E-10
0
1E-10
2E-10
3E-10
4E-10
5E-10
Clim
ate
Impa
ct
Clim
ate
Impa
ct
Total
CO2
NOx (O3 short)
AIC
H2O Soot NOx (O3 long)
Sulphates
NOx (CH4)
10
Design-Space Exploration Results Breakdown of Climate Impact
Results show that CO2 is the most potent climate impact emission
NOx effect is comprised of both warming and cooling components
NOx and AIC effects are strongly altitude dependant
Significant reduction in cruise altitude largely removes NOx and AIC effects
Is climate impact the most appropriate metric?
Minimum DOC Solution
Minimum Climate Impact Solution
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Design-Space Exploration Results Trading Fuel-Burn with Operating Cost
11
DO
C
Cruise Mach
Blo
ck F
uel
Cruise Mach
DOC and Block Fuel per 500nm Mission
Blo
ck F
uel
DOC
Cruise M
ach
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Design-Space Exploration Results Trading Fuel-Burn with Operating Cost
12
Results assume $3/USG fuel price (2011 average)
Significant fuel burn reduction is possible while also reducing operating cost by reducing cruise Mach
Further reduction in cruise Mach offers further fuel burn reduction but with increased operating cost
Optimization solutions are
effectively min fuel aircraft at a given cruise Mach whereas CRJ700 is closer to min MTOW
Min DOC solutions do not address OEM business case needs
DOC and Block Fuel per 500nm Mission
Blo
ck F
uel
DOC
Cruise M
ach
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Design-Space Exploration Results Variation in Fuel Price
0.5 0.55 0.6 0.65 0.7 0.75 0.8 0.85
0.96
0.98
1
1.02
1.04
1.06
Performance Cruise Mach Target
Econ
omic
s Di
rect
Ope
ratin
g Co
st p
er M
issi
on w
ith D
epre
cita
tion
0.5
0.55
0.6
0.65
0.7
0.75
0.8
Three values of fuel price considered
– $3/USG (2011 average)
– $6/USG (EIA high price prediction for 2030)
– $9/USG (extreme case)
All results relative to CRJ700
Cruise Mach for minimum DOC falls with increasing fuel price
Can identify a robust cruise Mach based on expected fuel price variation over aircraft life
Variation in fuel price can also represent possible environmental taxes
Rel
ativ
e D
OC
CRJ700 $3
$6
$9
Cruise M
ach
Cruise Mach
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Regional Aircraft Configurations
Three conventional reference configurations were established during a 2011 study – Engine on fuselage (Baseline CRJ700) – Engine on low-wing – Engine on high-wing
Each configuration was subject to manual design process – Revised wing and fuselage mass estimates based on engine location – Rebalancing with new engine location – Resizing of empennage – Revised wetted areas – Revised CLmax for high-wing configuration
Each configuration has been implemented in the CMDO workflow as a reference aircraft – Geometry – Mass breakdown – Wetted areas – Drag calibration – High lift characteristics
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Design-Space Exploration Results Comparison of Aircraft Configurations
Comparison of three aircraft configurations
Multiple optimization runs performed to generate 50,000+ solutions per configuration
$3/USG fuel price assumed (2011 average)
Engine on high-wing configuration (red) performs less well due to increased drag of additional belly fairings
Advantage of engine on fuselage configuration (blue) at lower Mach is thought to be due to different fuselage mass estimation method – requires further investigation
Blo
ck F
uel
DOC
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Next Steps: Advanced Technology Conventional Configurations
Design-space exploration will be repeated using advanced technologies Objective is to quantify the emissions and DOC reductions possible by 2025 without departing
from a conventional airframe configuration Need to define assumptions for each discipline Propulsion
– Advanced high bypass-ratio turbofan
– Open rotors
– Novel architectures
– Advanced turboprop
Aerodynamics – Advanced design tools and methods
– Laminar flow
Structures – Advanced design tools and methods
– Composite materials
Systems – More electric / bleedless architecture
– Highly Integrated Systems (HIS) / Integrated Modular Architecture (IMA)
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Next Steps: Advanced Technology Conventional Configurations
Design-space exploration will be repeated using advanced technologies Objective is to quantify the emissions and DOC reductions possible by 2025 without departing
from a conventional airframe configuration Need to define assumptions for each discipline Propulsion
– Advanced high bypass-ratio turbofan
– Open rotors
– Novel architectures
– Advanced turboprop
Aerodynamics – Advanced design tools and methods
– Laminar flow
Structures – Advanced design tools and methods
– Composite materials
Systems – More electric / bleedless architecture
– Highly Integrated Systems (HIS) / Integrated Modular Architecture (IMA)
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Next Steps: Advanced Technology Conventional Configurations
Design-space exploration will be repeated using advanced technologies Objective is to quantify the emissions and DOC reductions possible by 2025 without departing
from a conventional airframe configuration Need to define assumptions for each discipline Propulsion
– Advanced high bypass-ratio turbofan
– Open rotors
– Novel architectures
– Advanced turboprop.
Aerodynamics – Advanced design tools and methods
– Laminar flow
Structures – Advanced design tools and methods
– Composite materials
Systems – More electric / bleedless architecture
– Highly Integrated Systems (HIS) / Integrated Modular Architecture (IMA)
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Next Steps: Advanced Technology Conventional Configurations
Design-space exploration will be repeated using advanced technologies Objective is to quantify the emissions and DOC reductions possible by 2025 without departing
from a conventional airframe configuration Need to define assumptions for each discipline Propulsion
– Advanced high bypass-ratio turbofan
– Open rotors
– Novel architectures
– Advanced turboprop.
Aerodynamics – Advanced design tools and methods
– Laminar flow
Structures – Advanced design tools and methods
– Composite materials
Systems – More electric / bleedless architecture
– Highly Integrated Systems (HIS) / Integrated Modular Architecture (IMA)
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Next Steps: Advanced Technology Conventional Configurations
Design-space exploration will be repeated using advanced technologies Objective is to quantify the emissions and DOC reductions possible by 2025 without departing
from a conventional airframe configuration Need to define assumptions for each discipline Propulsion
– Advanced high bypass-ratio turbofan
– Open rotors
– Novel architectures
– Advanced turboprop.
Aerodynamics – Advanced design tools and methods
– Laminar flow
Structures – Advanced design tools and methods
– Composite materials
Systems – More electric / bleedless architecture
– Highly Integrated Systems (HIS) / Integrated Modular Architecture (IMA)
HIS-IMA Plateform
Data Network
Utility Systems Hardware
RDC
RDC RDC
RDC
LDG Application Software
FBWApplication SoftwareEICAS
Application Software
Primary Sensors
Doors Proximity sensors
Common Computing UnitsDisplays
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Next Steps: Unconventional Configurations
What level of climate impact reduction can be achieved by utilising unconventional aircraft configurations?
Configurations of interest – Strut-braced wing
– Joined/box-wing
– 3-surface/canard
– Blended-wing
– Lifting fuselage
Dependant on physics-based analysis methods – Wing mass tool capable of rapid assessment of strut-braced and
joined-wings is under development
– Vortex lattice aerodynamic methods will be employed to predict lift, drag and stability of canard, 3-surface and joined-wing configurations
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Conclusions
Conceptual MDO tool has been further developed to meet EFA project needs
– Climate impact analysis
– Variable cruise Mach and altitude
– Revised DOC methods
Design-space exploration for EIS 2000 conventional configurations complete
– Significant reduction in climate impact is possible by reducing cruise altitude
– Both fuel-burn and operating cost can be reduced by lowering cruise Mach
– Variation in fuel price has been explored
Design-space exploration for EIS 2025 conventional configurations in progress
Physics based structures and aerodynamics tools under development for unconventional configurations
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