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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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6

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

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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