1 Smith H & Fielding J.P. Department of Aerospace Engineering School of Engineering Cranfield University UK Connect Research 2009 12-13 November 2009 OECD Conférence Centre - 2, rue André Pascal, Paris New Concepts for Environmentally Friendly Aircraft New Models of Innovation for Economic Growth and Sustainability • Introduction • Aircraft Designed to reduce noise • Aircraft Designed to reduce global warming potential • Conclusions Presentation Overview
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New Concepts for Environmentally Friendly Aircraft (Cranfield University)
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Smith H & Fielding J.P.Department of Aerospace Engineering
School of EngineeringCranfield University UK
Connect Research 2009 12-13 November 2009
OECD Conférence Centre - 2, rue André Pascal, Paris
New Concepts for Environmentally Friendly Aircraft
New Models of Innovation for Economic Growth and Sustainability
• Introduction
• Aircraft Designed to reduce noise
• Aircraft Designed to reduce global warming potential
• Conclusions
Presentation Overview
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LOW NOISE CONCEPTS
• Cranfield program linked to the Cambridge/MIT Silent
aircraft Initiative
• Baseline conventional design
• Novel concept down-select
• Broad delta concepts
• Aft-Mounted Engine (AME)
• SAX-10 (SAI team)
• Cranfield BWB
• Narrow Delta (ND)
• Broad Delta (BD)
• Joined Wing (JW)
Research into Aviation and the Environment - Configuration options for Silent Aircraft Initiative
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MAIN CONFIGURATIONS STUDIED
TAILLESS BROAD DELTA
V-Tail Broad Delta Aircraft
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Description Symbol Units Baseline BDSF BDFT
Wing Area S [M2] 245.1 509.0 355.7
Wing Span B [M] 44.3 45.9 41.6
Wing Aspect Ratio A - 8 4.13 4.87
Wing Quarter Chord Sweep 1/4 [deg] 33 25.6 30.2
Wing Taper Ratio - 0.207 0.181 0.283
Thickness-to-Chord Ratio t/c - 0.11 0.1013 0.1013
Lift-Drag Ratio (Max) L/D - 17.7 18.4 19.9
Cruise Lift Coefficient (CL)cr - 0.55 0.242 0.338
Operational Empty Mass MOEW [kg] 94,595 77,422 74,061
Mass of Payload MPAY [kg] 23,760 23,760 23,760
Mass of Feul Required Mf [kg] 44,694 37,857 30,912
Total Static Thrust T0 [N] 579,130 428,139 405,952
Total Overall Mass M0 [kg] 160,886 139,039 128,732
CS-25 Target for Hazardous Failure: 1 / 107 flying hours
• Two Capstans attached to
the airframe
• Power Requirements: 34 kWSafety Cables
Civilian Refuelling
Using MRT7-3Rs will save
20% of the fuel used when
compared to a similar fleet of
Boeing 787 - 8
Introduction to the MRT7
Operational Capability
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Routes (Refuelling hubs)
Cost competitiveness
1st example: 6335NM flight
Buenos Aires – London
Long Range MRT7-8 Short Range MRT7-3R
FUEL SAVINGRange nm
Fuel
(tonnes)
Range
nm
Fuel (tonnes)
Aircraft +
Tanker
Fuel
comparison 6335 57,6
3805+
2562 49 8,6 T 17%
Direct Operating Cost $ Direct Operating Cost $
Cost
comparison 244 300$ 240 000$ 4300$ 2%
TOM: 161 T (-3R)
207 T (-8)
Arrival in Cape Verde
hub, decrease speed
from M0.85 to M0.61
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Conclusions
• The last 105 years have been exciting, but
conventional configuration subsonic aircraft are
approaching a technological, environmental and
cost plateau.
• Global warming and noise are important issues
which require radical solutions
• Operational efficiency and cost-effectiveness will
continue to be major drivers
• Intermediate configurations, such as the Cranfield A-6 Greenliner, should be able to reduce costs, noise and Global Warming, but at a lower cruise speed.
• Civil flight refuelling offers significant fuel burn and pollution reduction benefits, with little technical risk.
• The broad delta appears to be a promising low-noise solution, which also has fuel-saving benefits.
• The Blended-Wing –Body remains an attractive future option