Aeroplane Interdependencies & Tradeoffs · 2017. 5. 10. · General, Trade with NOx-1.0 0.0 1.0 2.0 3.0 4.0 5.0 6.0 70 75 80 85 90 95 100 105 110 115 120 125 Min Fuel Burn, % Absolute
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Aeroplane Interdependencies & TradeoffsIndependent Experts Integrated Review (IEIR)
Rainer von Wrede10 May 2017
TECHNOLOGY MEETING: CO2 mitigation technology Workshop 10th & 11th May 2017 in Reims, France
Overall Schedule for IE Process
• 24-28 APR 2017: Conduct IE Panel Review Session #1 (Washington).
Focus on noise & pollutant emissions; introduction to CO2
• 16-20 OCT 2017: Conduct IE Panel Review Session #2 (Berlin)Focus on CO2 and integration
• April 2018: Complete draft report to WG1/3 for comments.
• June 2018: Present draft final report to the 2018 Steering Group.
• October 2018: Complete final report and submit for CAEP/11.
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Industry OutlookTechnology OutlookInterdependencies & Tradeoffs
Outline
4
5
High Production Rate Required
This means 4-5 aircraft per day need to be produced for the next 20 years
Manufacturers cannot take industrial risks, so tube & wing architecture will predominate
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Technology OutlookAerodynamics Fuel Burn Technologies
Skin-Friction Drag Reduction
Separation Flow Control
Vortex-Drag Reduction
Confidential – For use by participants of CAEP11 Independent Experts Integrated Review 6
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Technology OutlookStructures/Materials Fuel Burn Technologies
Advanced MetallicTechnologies
Advanced CompositesTechnologies
MultifunctionalDesign / Materials
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Design Constraints:
Aircraft design has to conform with a large number of constraints coming from requirements for:
Safety, Laws & Regulations, Airport and Airspace Infrastructure, Market, Economics...
There will be no new aircraft if one of these is not fulfilled, and any change of one of them will also result in a change of the design of a new aircraft.
A step change in environmental performance will require time to mature technologies for improvements within these design constraints, or/and requires a change of one or several of these constraints.
Any strengthening of regulations increases the time for improvement potential and the emergence of a new aircraft.
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How Design Requirements are Set
AirlineRequirements
Regulatory RequirementsCurrent and Future
Local AirportRestrictions
Direct PublicPressure
Anticipatedroutes
Airplane LevelTrade-off Review
Current and AnticipatedLocal AirportRequirements
SupplyChain
CompetitivePressures
AvailableTechnology Airplanes
“Family”
Airplane LevelDesign
Requirement
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Interdependencies and Trade-Offs
New technologies bring benefits. For a new aircraft design these are used to improve as many aspects as possible without degrading any of them compared to previous generation of aircraft.
• INTERDEPENDENCIES:Technologies are very often inter-dependent and need to be compatible, the choice of one conditions or forbids the use of others. Such combinations of compatible technologies impact all design parameters including the ones for environment, some positively, some negatively.
• (environmental) TRADE-OFFs:The choice of technologies and their interdependencies leads inevitably to trade-offs. In most of the cases, the design for strong improvement or optimization of noise or pollutant emissions leads to increased fuel burn and CO2 emissions.
No integrated aircraft design can deliver the optimum improvement individual technologies could bring
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Airplane Design Is Always a Balanceof Various Requirements and Objectives
Fuel Economy
Maintainability
Payload(Passengers and Cargo) C
ruiseA
ltitude
Time to climb: changes mainly with thrust (via
increases in climb angle at a given speed), plus an effect from wing size
based on weight and L/D in climb
Approach speed: changes mainly with wing
area, there is an effect from engine size mainly based on
weight
Page XIII.12
Ordinate (figure of
merit):
Fuel efficiency
NOTIONAL CHART
(airport wing span code…)Geometric limits(airport wing span code…)
Take-off field length: changes with both wing area and thrust compliance
Noise Ch. 14 compliance
DESIGN SPACE
OPTIMUM FUEL EFFICIENCY
Overall aircraft optimization carpet plot (2D representation of a 3D space)
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Propulsion-level Decisions: Cycle Trades
Design targeted min Fuel Burn – Good for Noise in General, Trade with NOx
-1.0
0.0
1.0
2.0
3.0
4.0
5.0
6.0
70 75 80 85 90 95 100 105 110 115 120 125
Min
Fu
el B
urn,
%
Absolute LTO NOx, %kg
Lines of Const OPR
Lines of Const FPR
Incr OPR/T3(~FB(OPR)) T3 RLmax
(Max OPR)Technology
For improved FB
Min OPR
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Under-wing Propulsion Trades
Installation Constraints
Propulsion Trends• Higher BPR – propulsive efficiency• Highly integrated propulsion• Short Inlets and Thrust Reversers
• Light weight and Low drag nacelles
Noise Margin
Acoustics Considerations• Distortion Tolerant Fan and LPC• Aero-acoustic Fan-OGV Design• Jet Installation Effects• Noise suppression per unit treatment area
• Innovative liner concepts• Other noise sources (Combustor, LPT, Bleeds etc.)
Fuel Burn and NOx Considerations• Propulsive efficiency (OPR)
• sfc and NOx trades• Combustor design
• Nacelle Diameter – Drag and Weight• Nacelle Installation
Other design considerations include: Accessibility, Maintainability, Repairability etc.
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InterdependenciesMass/Mission loop (snowballing) effect on aircraft weights
NOTIONAL CHART
A configuration decision lasts for the life of a type (can be 30+ years).Each imposes its own constraints on installations and design changes.
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Configurations Balance Requirements
Business jetsShort range regional (turboprop)
Single-aisleTwin-aisle
Medium range regional (jet)
Some of the most recent airplanes per category (certified or in development):
Very large
Thank you
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