EWADE th European Workshop on Aircraft Design Education - Naples 2011
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1 EWADE th European Workshop on Aircraft Design Education - Naples 2011 Regional turboprop conversion for purposes supposing auxiliary engine installation. Technical and economical analysis Prof. Sergio Chiesa Prof. Nicole Viola Eng. Marco Fioriti Eng. Giovanni Antonio Di Meo (Politecnico di Torino Professor) (Politecnico di Torino Professor) (Politecnico di Torino Ph.D) (Alenia Aeronautica Ph.D Student)
2 Project scopes To Investigate the impact of the conversion of a regional turboprop platform to asset To technically analyze the hypothesis of realization of a asset whose performances are comparable with jet engine aircraft but with fuel consumption advantages of a turboprop engine aircraft To perform a effectiveness-cost assessment to demonstrate the validity of the solution in an economical perspective
3 Section 1: Introduction
4 Section 1: Introduction Airborne Early Warning and Control () The baseline of a platform is to put a surveillance radar at high altitude in order to have an high surveyed area Courtesy to SAAB Aerospace
5 Two Kind of platform performing missions: 1) Turbofan Airliners Strategy to reach high altitude = > using turbofan engined platform Section 1: Introduction PROs High Performances (range, altitude, speed) CONs High operating and acquisition costs Boeing E-767 AWACS Service ceiling, m Platform, AN/APY-2 radar 2x Turbofan engine, 276 kn Boeing 737 Service ceiling, m Platform, ESSD MESA radar 2 x Turbofan engine, 121 kn
6 Two Kind of platform performing missions: 2) Regional Turboprop Section 1: Introduction Strategy to reach high altitude => using turboprop platform with high power to weight ratio engines of 0,20-0,26 KW/Kg (typical values are 0,16-0,17 KW/Kg) PROs Lower operating costs than turbofan platforms CONs Higher fuel consumption than conventional turboprop platform SAAB 2000 Service ceiling, m OEW, kg MTOW, kg 2x Rolls Royce turboprop, 3096 KW SAAB 340 Service ceiling, m OEW, 8140 kg MTOW, kg 2x Rolls Royce turboprop, 1305 KW
7 Section 1: Introduction Proposed Solution : Regional Turboprop aircraft with auxiliary diesel power unit* Strategy to reach high altitude: Assuring a part of the power to be constant with altitude by installing turbocharged diesel auxiliary engines PROs Part of power generated by diesel engines with lower specific fuel consumption than turboprop Similar performances to turboprop at lower fuel consumption CONs Installation of supplementary engines Aerodynamic Drag increase *Considered engines are on development for UAS-MALE application Diesel Turboprop Service ceiling, m OEW, kg MTOW, kg 2x Turboprop, 1850 KW 2x Diesel engine, 183 KW (until 10 Km altitude)
8 Section 2: Conversion Issues
9 Conversion issues: Platform choice Section 2: Conversion Issues Basic platform Turboprop aircraft for regional transportation purposes Regional Turboprop Service ceiling, 8138 m OEW, kg MTOW, kg 2x Turboprop, 1850 KW
10 * Estimated value Section 2: Conversion Issues Conversion issues: Radar antenna positioning against fuselage ERIEYE Radar system AESA technolgy Length 9,7 m Weight 1300 Kg Power absorption 60 KVA* Distance to fuselage Antenna height has to assure a sight angle of about 7 on unloaded wing Mean Distance to fuselage = 1,36 m Inclination Angle Antenna has to be parallel to horizon on flight Inclination angle to fuselage = 9,6
11 Conversion issues: interior systems accommodation Section 2: Conversion Issues Rest Area 6 ERIEYE equipments 2 Mission operator console 7 ERIEYE power units 3 Folding seats 8 Communication rack 4 Auxiliary fuel tank 9 Cargo and Galley 5 Electronic Warfare equipment
12 Altitude (m) Conversion issues: Diesel Engine Installation Diesel Specific fuel consumption : 231 gr/kw h A typical value for turboprop engine is 275 gr/kw h (+ 19%) Diesel Engine Power Curve (KW) Section 2: Conversion Issues Power (KW) Diesel Engine Features: Developed for UAS-MALE application Turbocharged engine Capacity : 2400 cc Power : 183 KW until 10 Km Engine Weight : 330 Kg Nacelle Weight : 42 Kg Installation facts Starter/generator Pylon Pipe and electrical lines 20 Kg 18 Kg 40 Kg
13 * Estimated value Conversion issues: Electrical Power supply Section 2: Conversion Issues Electrical Power Requirements Available Electrical Power Erieye Radar System Power Absorption = 60 KVA* Typical regional turboprop platform are equipped with two 20 KVA class generators Diesel engines are equipped with 10 KW class starter/generators Regional Turboprop electrical power system is not sufficient in order to supply power to system Possible solutions are: Installing 40 KVA class generators instead of 20 KVA class generators Extracting power from APU during flight
14 Conversion issues: Zero-Lift Drag Coefficient increase The conversion to a platform causes the increase of zero-lift drag coefficient due to: Radar antenna Pylons New Diesel Engine Section 2: Conversion Issues CD 0 CD & 0 CD0 AEW C Base
15 *All CD s are normalized toward wing surface S Conversion issues: Aerodynamic Drag break-down* CD 0 Section 2: Conversion Issues Fuselage 0, Wing 0,014 Horizontal Tail 0, Vertical Tail 0, Engine Nacelles 0,0032 CD0 base 0, Radar antenna 0,00254 Pylons (x5) 0,00195 Diesel Engine Nacelles 0,00150 Interferences 0,00065 CD 0 0,0084 ( + 31% ) CD AEW & C 0 0,03580
16 Section 3: Performance Analysis
17 Power, KW 3500 Performance Analysis: Service Ceiling Section 3: Performance Analysis 3000 Engines available power Basic version Flight necessary power Altitude, ft version with two Diesel engines installation Basic platform Diesel Turboprop Absolute Ceiling ft (8595m) ft (9960 m) +16% Service Ceiling ft (8138m) ft (9480 m ) +16%
18 Time on Station (h) Performance Analysis: Endurance Section Section 3: Performance 2: Conversion Analysis Issues Mission Profile Radius Fuel Reserve 250 Km 45 min at 5000 ft Basic version version with two Diesel Engine installation version without Diesel Engine installation Operating Altitude (ft) Basic platform version without Diesel Diesel Turboprop Drag increment (%) + 0 % + 25% + 31 % Time on Station (25000 ft) Time on Station (30000 ft) 7,7 h 7 h ( - 10 %) 7,5 h ( - 2,8%) N/A N/A 6,8 h
19 Section 3: Performance Analysis Weight Break-down : OEW changes due to conversion OEW basic = Kg - 2 hostess Kg - 72 seats Kg + 2 Diesel Engines Kg + 2 Engine Nacelles + 84 Kg + 2 Starter Generators + 40 Kg + 2 Fuel Supply Systems + 80 Kg + 2 Nacelle Pylons + 36 Kg + 2 Strakes Surfaces + 50 Kg + Pneumatic System for Radar Pylons De-icing + 40 Kg + Mission Crew (8) Kg OEW = Kg system ERIEYE Radar System Mission equipments Payload Estimation Payload Weight = 1650 Kg New weight break-down 1300Kg 350 Kg
20 Weight Break Down : Fuel Tank Addition Payload Weight 1650 Kg Max Fuel Weight 6886 Kg Section 3: Performance Analysis MTOW Kg OEW Kg Fuel Tanks Capacity 5000 Kg It is possible to add a Fuel Tank of 1886 Kg
21 Time on Station (h) Performance Analysis: Endurance 20 Section 3: Performance Analysis Basic version 14 Mission Profile Radius Fuel Reserve 250 Km min at fts Operating Altitude (ft) version with two Diesel Engine installation version without Diesel Engine installation version with two Diesel Engine and additional fuel tanks Basic platform version without Diesel Diesel Turboprop Diesel Turboprop with additional fuel tanks Drag increment (%) + 0 % + 25% + 31 % +31 % Time on Station (25000 ft) Time on Station (30000 ft) 7,7 h 7 h ( - 10%) 7,5 h ( - 2,7%) 12,3 (+60%) N/A N/A 6,8 h 11,2 h (+65 %)
22 Section 4: Effectiveness-Cost Analysis
23 Effectiveness analysis: Methodology Section 4: Effectiveness-Cost Analysis Global effectiveness of a platform Normalization constant 1 n U( x) KaiU i ( x) 1 1 K i Relative importance coefficients Effectiveness of a single parameter Diesel Turboprop Saab 340 Saab 2000 EMB 145 E3 - Sentry Max Endurance 12,5 h 7 h 9 h 8 h 11,4 h Max Range 2261 nm 937 nm 2000 nm 2000 nm 5000 nm Service Ceiling 9480 m 9450 m 9450 m m m Radar System Erieye Erieye Erieye Erieye AN/APY-2 Crew TO Field Length (ISA,SL,MTOW) Max Cruise Speed 1223 m 1285 m 1220 m 1970 m 3054 m 511 Km/h 522 Km/h 660 Km/h 833 km/h 973 Km/h Cabin Floor 41 m 2 18 m 2 28 m 2 26 m m 2
24 Effectiveness analysis: Results Section 4: Effectiveness-Cost Analysis 1,000 0,900 0,800 Effectiveness * 0,700 0,600 0,500 0,400 0,300 0,200 0,100 0,000 Diesel Turboprop Saab 340 Saab 2000 EMB 145 E-3 Sentry Diesel Turboprop Saab 340 Saab 2000 EMB 145 E-3 Sentry 0,734 0,438 0,650 0,734 0,982 * Normalized Values
25 Section 4: Effectiveness-Cost Analysis Cost analysis: Methodology A homemade parametric/statistical model has been used to estimate aircraft maintenance cost. The MMH/FH parameter is the main model cost driver. Parametric Operating & Support Cost Items Cash DOC DOC Direct personnel (crew, maintainers), consumable material Spares and depot maintenance Fuel and lubricants (POL) Satcom service Above items and depreciation Parametric model Fuel weight * fuel cost 20% Mission time * SATCOM cost/hour Depreciation, typical civil DOC item, has been calculated to take in to account the aircraft acquisition cost
26 Section 4: Effectiveness-Cost Analysis Cost analysis: Diesel Turboprop Results Direct Operating Cost (Cash) POL 56% Direct Personnel 14% Misc 4% Spares and Depot Maint 20% Cons Mat 3% Satcom Service 3% Direct Operating Cost Misc 3% POL 37% Spares and Depot Maint 13% Direct Personnel 9% Depreciation 34% Cons Mat 2% Satcom Service 2%
27 Direct Operating Cost* Cost analysis: Comparisons Section 4: Effectiveness-Cost Analysis 8 Direct Operating Cost ,15% ,6% + 18,7% + 49,25% 0 Diesel Turboprop Saab 340 Saab 2000 EMB 145 E-3 Sentry * Normalized Values
28 Effectiveness - Cost Analysis : Results Section 4: Effectiveness-Cost Analysis 0,800 0,700 0,600 Effectiveness - Cost* 0,500 0,400 0,300 0,200 0,100 0,000 Diesel Turboprop Saab 340 Saab 2000 EMB 145 E-3 Sentry Diesel Turboprop Saab 340 Saab 2000 EMB 145 E-3 Sentry 0,729 0,381 0,527 0,466 0,088 * Normalized Values
29 EWADE th European Workshop on Aircraft Design Education - Naples 2011 Thank you all indeed Any question?
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