Subsonic Civil Transport Aircraft for 2035: An...
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Subsonic Civil Transport Aircraft for 2035:
An Industry-NASA-University Collaborative Enterprise
MIT / Aurora / Pratt & Whitney
Technology Lead: Alejandra Uranga [email protected] Engineer: Mark Drela [email protected] Investigator: Edward Greitzer [email protected]
AIAA SciTech 2015January 5, 2015
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Summary
I MIT, Aurora Flight Sciences, Pratt & Whitney, NASA working together todevelop concepts for a 2035 subsonic transport aircraft
I Experiments, computations, and analysis to climb the TRL ladder
I Large scale powered experiments in NASA Langley 14⇥22 footSubsonic Wind Tunnel
I New engine concepts to power this aircraft
I Achieved project objectives
I BLI benefit assessmentI Engine conceptsI Technology development
I BLI benefit quantified to give ⇠ 8% power saving for a realisticconfiguration, the D8
I Proof-of-concept of BLI for civil transports
MIT N+3 Phase 2 AIAA SciTech 2015 1 / 29
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Outline
1 Introduction
2 The D8 Aircraft Concept
3 BLI Benefit
4 High E�ciency, High OPR Small Cores
5 Summary and Conclusions
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University-Industry-NASA CollaborationUniversity
IIndependent examination of concepts
IEducation of next generation of engineers
Industry
IAircraft and engine design, development
IProduct knowledge
NASA
IBridging TRL gap between university and industry
INational facilities for experimental assessment of ideas, computational examination
of flow fields
Collboration within and between organizations
IPhase 1: ⇠30 people including 5 faculty, 6 students
IPhase 2: ⇠>30 people including 2 faculty, 3 sta↵, 9 students
Program driven by ideas and technical discussions ) changes in “legacy” beliefs
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NASA Sets Aggressive Technology Goals
In 2008, NASA put forward an N+3 request for proposals:
What would it take to develop an aircraft for the 2025-2035
timeframe which could meet the future civil transport challenges?
MIT N+3 Phase 2 AIAA SciTech 2015 4 / 29
Source???
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Fuel Burn and NASA Goals
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1.E+06 1.E+07 1.E+08 1.E+09
PFEI(kJ/kg1km)
Productivity.(Payload*Range,?kg1km)
B737-800
B777-200LR
70% Reduction.D8.3
70% Reduction.
50#best#aircra,#within#global#fleet##
Produc7vity##(Payload#×#Range,#kg.km)#
PFE
I
B737-800
70%#Reduc7on# D#Series#
Fuel#Burn#
PFEI#(kJ/kg. km)#
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E. Greitzer et al. 2010, NASA CR 2010-216794
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Industry-University Team MembersCecile Casses⇤
Je↵ Chambers (Aurora)
Austin DiOrio⇤+
Mark Drela
Alex Espitia⇤
Sydney Giblin (Aurora)+
Adam Grasch⇤+
Edward Greitzer
David Hall⇤
Jeremy Hollman (Aurora)
Arthur Huang
David Kordonowy (Aurora)
Jennie Leith
Bob Liebeck
Michael Lieu⇤
Wesley Lord (P&W)
Roedolph Opperman (Aurora)⇤
Sho Sato⇤+
Nina Siu⇤
Ben Smith (Aurora)
Gabriel Suciu (P&W)
Choon Tan
Neil Titchener
Alejandra Uranga
Elise van Dam⇤
* Graduate Students+ Non-current
Plus 13 undergratuate studentsPlus others at P&W and Aurora
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The D8 Aircraft ConceptMIT N+3 D8.2
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I B737-800/A320 class
I 180 PAX, 3,000 nm range
I Double-bubble lifting fuselagewith pi-tail
I Two aft, flush-mounted enginesingest ⇠ 40% of fuselage BL
I Cruise Mach 0.72
�37% fuel with current tech(configuration)
�66% fuel with advanced tech(2025-2035)
No “magic bullet”
E. Greitzer et al. 2010, NASA CR 2010-216794
A. Uranga et al. 2014, AIAA 2014-0906
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System Impact of BLI
BLI benefitsI
Aerodynamic (direct) benefitsI Reduced jet and wake dissipationI Reduced nacelle wetted area
ISystem-level (secondary) benefits
I Reduced engine weightI Reduced nacelle weightI Reduced vertical tail sizeI Compounding from reduced overall weight
“Morphing” sequence: B737-800 7! D8
I Features of D8 introduced one at a time
I Sequence of conceptual aircraft designs, optimized at each step(TASOPT)
MIT N+3 Phase 2 AIAA SciTech 2015 8 / 29
E. Greitzer et al. 2010, NASA CR 2010-216794
M. Drela 2011, AIAA 2011-3970
A. Uranga et al. 2014, AIAA 2014-0906
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Morphing Sequence: B737-800 7! D8.2 7! D8.6
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63 %
D8.2
6 7 9 10
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win
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48 %
38 %
35 %
34 %
D8.6
- 15 %
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Phase 2 Research Thrusts
Task 1: airframe-propulsion system integration
I Define/design aft section of D8: integration of engines into fuselage
I Quantify aerodynamic benefit of boundary layer ingestion (BLI)
I Propulsor performance with distortion from BLI
I Phenomena, expected (and unexpected) behavior
I Combined experimental and computational approach
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Phase 2 Research Thrusts
How
I Direct, back-to-back comparisonof non-BLI and BLI configurations(podded) (integrated)
I Turbomachinery characterization
Tools
I Analytical analysis (1D power balance)
I Experiments at NASA Langley14⇥22 wind tunneland MIT tunnels
I Computational studies
I Close collaboration with NASA
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Goals of Phase 2, Task 1
1 Define/design aft-section of D8
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Photos NASA/George Homich
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Goals of Phase 2, Task 1
2 Quantify aerodynamic benefit of BLI for D8-type configuration
8.4% with equal nozzle area10.5% with equal mass flow
3 Develop methodology for studying aircraft configurations with BLI
4 Define technology road map for the D8: next steps to increase TRL
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BLI Analysis
I Ambiguous decomposition into drag and thrust(airframe) (propulsion system)
I Use power balance method instead of force accounting
I BLI reduces wasted KE in combined jet+wake
wake, or “draft”
WastedKinetic Energy
Zero NetMomentum
combined wake and jet
propulsor jet
+
+
+
+
+
+
+
-
-
-
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M. Drela 2009, AIAA Journal 47(7)
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BLI Benefit
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non-BLI(Podded)
BLI(Integrated)
Metric: Mechanical flow power, PK
, transmitted to the flow by propulsors
BLI benefit =P
K
non-BLI
� P
K
non-BLI
P
K
non-BLI
⇡ 8% to 10%
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Non-BLI (Podded) Configuration
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Photo NASA/George Homich
0 50 in10
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BLI (Integrated) Configuration
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Photo NASA/George Homich
0 50 in10
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Survey Propulsor Inlet and Outlet
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Rotating rake systemin wind tunnel experiments
Total Pressure
Inlet Rake
Total Pressure
Exit Rake
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Integrated Propulsor Ingested Flow
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Experiments Left propulsor Right propulsor BL profile
Total pressure coe�cient Cp
t
=p
t
� p
t1
q1
z
Dfan
y/Dfan
-0.6 -0.4 -0.2 0 0.2 0.4 0.6
0
0.2
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-0.75 -0.5 -0.25 0
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Left
Right
-1
-0.8
-0.6
-0.4
-0.2
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-0.6 -0.4 -0.2 0 0.2 0.4 0.6
y/Dfan
z
Dfan
y/Dfan
-0.6 -0.4 -0.2 0 0.2 0.4 0.6
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-0.75 -0.5 -0.25 0
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Right
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-0.8
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-0.4
-0.2
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-0.6 -0.4 -0.2 0 0.2 0.4 0.6
y/Dfan
↵ = 2�
11 kRPM(cruise)
↵ = 6�
13 kRPM(climb)
“Benign” stratified flow
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Importance of Experimental Results
I Wind tunnel experiments ! proof-of-concept
I Assessment of D8 configurationI Aerodynamic performanceI Computations crucial in data reduction and interpretation
I First back-to-back assessment of BLI vs non-BLI
I BLI benefit results applicable to full-size aircraft when usingmechanical flow power as performance metric computations
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Outline
1 Introduction
2 The D8 Aircraft Concept
3 BLI Benefit
4 High E�ciency, High OPR Small Cores
5 Summary and Conclusions
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N+3 D8 Engine Requirements
I D8.6 N+3 conceptual aircraft, engine bypass ratio (BPR) ⇠ 20
I Low drag (low thrust), high pressure ratio imply decrease incompressor exit corrected flow, flow area, to 1.5 lbm/s (CFM 56 has7 lbm/s)
m
pT
t
Ap
t
= f (Mexit) or corrected flow = Aexitf (Mexit)
I Implies blade heights < 0.4” – with conventional architecture
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High E�ciency, High OPR Small Core Compressors
I What mechanisms limit small core compressor e�ciency?I Low Reynolds numberI Tip gaps relative to chordI Manufacturing accuracy
I How can we mitigate e↵ects of size on e�ciency?
I What are mechanical constraints for engine layout and rotordynamics?
I Big fan – small core
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Phase 2 Research Thrusts
Task 2: high e�ciency, high pressure ratio small core engines
I Limits to performance
I Technology opportunities for performance enhancement
I Innovative propulsion system architectures
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© 2013 United Technologies Corporation!This document has been publicly released.
(c) 2013 United Technologies Corporation!Not subject to the EAR per 15 C.F.R. Chapter 1, Part 734.3(b)(3).
Cores Shrink As Efficiency Improves!
Year of Introduction
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Efficiency
Relative Core Size, 1974=1
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lines are curve fits to data!
page 4!
Efficien
cy(
Rela,ve(Core(Size(1974(=(1(
[Epstein, 2013]
1
Cores Shrink As Efficiency Improves [Epstein 2013]
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High E�ciency, High OPR, Small Core Challenges
I Disk burst “1-in-20 rule”
I Close-coupled exhausts
I Propulsive e�ciency with BLI
I Performance of small core turbomachinery
I Engine architecture and structural integration
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Accomplishments 1/2
I Determined BLI benefit in first back-to-back BLI vs non-BLIcomparison
10.5±0.7% at equal mass flow8.4±0.7% at equal nozzle area
I Scaling for experimental BLI quantificationI BLI benefit quantification and uncertainty assessmentI No show-stoppers for D8 concept
I Determined propulsor inlet distortion for BLI aircraft
I Observed fan e�ciency loss to be much less than total BLI benefit(1–2% versus 15%)
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Accomplishments 2/2
I Defined approaches to mitigate e↵ects of distortion onturbomachinery performance
I Tradeo↵s di↵erent than for “conventional” fan operation
I Identified mechanisms and drivers for small core, high e�ciency, highOPR compressor technology
I Carried out conceptual design of small core engineI Architecture enables flow path with decreased non-dimensional tip
clearanceI Architecture enables meeting of 1-in-20 rule
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Acknowledgments
Funding
NASA Fundamental Aeronautics Program, Fixed Wing Projectunder Cooperative Agreement NNX11AB35A
Thanks to
Sta↵ at NASA Langley 14⇥22 Foot Subsonic Wind Tunnel
NASA Fixed Wing Project management
N. Cumpsty, Y. Dong, A. Epstein, E. Gallagher, A. Murphy, J. Sabnis,G. Tillman, H. Youngren
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