Environmentally Focused Aircraft: Regional Aircraft Study
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1 Environmentally Focused Aircraft: Regional Aircraft Study Sid Banerjee Advanced Design Product Development Engineering, Aerospace Bombardier International Workshop on Aviation and Climate Change May 18-20, 2016 PRIVÉ ET CONFIDENTIEL Bombardier Inc. ou ses filiales. Tous droits réservés.
2 Environmentally Focused Aircraft Study Environmentally Focused Aircraft (EFA) study objective: Significantly reduce environmental impact (emissions, local air quality and community noise) by evaluating alternative long-range business jet and regional aircraft configurations Technology assumption: Consistent with EIS Aircraft requirements: Based on existing Bombardier products EIS Entry-Into-Service 2 Bombardier, Global 6000, CRJ700 and Q400 are trademarks of Bombardier or its subsidiaries
3 Regional Aircraft Configuration Evolution Program start Feb. 1 st, 2008 Tool Development ENGAGE Conventional Jet Turboprop Strut-Braced Wing ASPER CON001 Canard
4 Design-Space Exploration CO2 (Block Fuel) DOC Climate impact represents temperature change from all emissions, not just CO 2 Minimizing climate impact is achieved by reducing cruise altitude to prevent contrail generation and limit NOx effects DOC increases due to higher fuel burn and increased block time Cruise Mach Combined aircraft and mission profile optimization, cruise Mach and altitude are design variables Fuel burn can be reduced by lowering cruise Mach Optimum Mach for minimum DOC is dependent on fuel price and other economic assumptions Can identify robust cruise Mach for future scenarios Cruise Mach DOC Direct Operating Cost 4
5 Application of Advanced Technologies Operating Cost Design-space exploration repeated with advanced technologies applied Mach 0.7 offers minimum operating cost (assuming $3 per gallon fuel price) Operating cost is 20% lower than today s aircraft Fuel burn (and CO 2 ) is 30% lower than today s aircraft CRJ700 Min MTOW Min DOC 20% Block Fuel CRJ700 Min MTOW Min DOC 30% Min DOC (Advanced Tech) Min DOC (Advanced Tech) CON001 5
6 Regional Aircraft Configuration Evolution Program start Feb. 1 st, 2008 Tool Development ENGAGE Conventional Jet Turboprop Strut-Braced Wing ASPER CON001 Canard
7 Advanced Conventional Configuration (CON001) Intended to act as benchmark for comparison with unconventional configurations Based on CRJ700 (but clean-sheet design, not derivative) Optimized using CMDO workflow for minimum operating cost assuming M0.7 cruise Assumed advanced technology level (EIS 2025) High bypass ratio advanced turbofan Structural mass savings Systems mass savings CON001 CRJ700 CON001 7
8 Comparison to Existing Aircraft Aspect Ratio Sweep Outboard Thickness Mmo CRJ700 CON001 Q400 CON001 wing parameters lie between existing Bombardier aircraft The combination of wing parameters is outside of our design experience Can we trust our empirical estimates for mass and drag? How big is the risk of aero-elastic issues? Mmo Maximum Operating Mach 8
9 CON001: Key Uncertainties High fidelity analysis applied early in the design process Wing structural mass High-fidelity methods used to validate estimates GFEM developed to size wing structure Results compare well to empirical estimate Cruise drag High-fidelity methods used to validate estimates CFD profile optimization performed and polars generated Results compare well to empirical estimate Aero-elastic characteristics No analysis performed within CMDO Minimum wing thickness constraint applied in order to represent stiffness requirements, based on existing aircraft Need to assess CON001 characteristics in terms of flutter, divergence and control reversal GFEM Global Finite Element Model CFD Computational Fluid Dynamics CMDO Conceptual Multi-Disciplinary Optimization 9
10 Aero-Elastic Analysis ENGAGE collaboration performed with University of Victoria Assessed aero-elastic characteristics of CON001 configuration Analysis suggested CON001 flutter boundary is outside the required clearance envelope Control effectiveness has not yet been assessed 10
11 Regional Aircraft Configuration Evolution Program start Feb. 1 st, 2008 Tool Development ENGAGE Conventional Jet Turboprop Strut-Braced Wing ASPER CON001 Canard
12 Turboprop Capability Implemented conceptual propeller performance method Generates propeller map as a function of high-level parameters Diameter Number of blades Blade activity factor Blade integrated design CL Blade tip sweep Predicted efficiency used to calculate thrust for given power Produces regular engine performance tables featuring thrust, fuel-flow as function of Mach, altitude, throttle setting Advance Ratio (J) Power Coefficient (Cp) Propeller parameters added as design variables for aircraft optimization CL Lift Coefficient 12
13 Turboprop Sizing Results Performed aircraft optimizations assuming both turbofan and turboprop engines Applied same requirements to both (range, field performance, etc.) Both engine options assume technology level consistent with 2025 EIS Design cruise Mach varied from M0.5 to M0.8 Turboprop offers significant fuel burn saving at lower cruise Machs Turbofan offers lower fuel burn at higher cruise Machs Note: Results may be highly sensitive to design range Block Fuel (lb) -25% 13
14 Regional Aircraft Configuration Evolution Program start Feb. 1 st, 2008 Tool Development ENGAGE Conventional Jet Turboprop Strut-Braced Wing ASPER CON001 Canard
15 Unconventional Configurations What level of climate impact reduction can be achieved by utilizing unconventional aircraft configurations? Dependant on physics-based analysis methods, but need short run-time to allow wide design-space exploration SBW Design with low fidelity tools Analysis with high fidelity tools by Expert Departments Comparison between low and high fidelity results Canard Bending Moment SBW Strut-Braced Wing 15
16 Strut-Braced Wing Optimum wing aspect-ratio is a compromise between wing weight and drag Strut-braced wing configuration allows reduced wing weight at a given aspect ratio Allows optimization to higher aspect ratios with large reductions in induced drag Initial studies suggest approx. 10% fuel burn savings compared to equivalent conventional configuration Wing Weight Aspect Ratio 16
17 Total Fuel Burn / CO2 Reductions Combining reduced cruise speed and advanced technologies with the Strut-Braced Wing configuration offers approximately 40% CO 2 reduction over the baseline 2 - ~40% fuel burn reduction 17
18 Conclusions Efficiency Improvements Reduced cruise speed offers significant fuel burn and CO 2 reduction Higher fuel prices encourage lower cruise speeds for economic reasons Advanced technologies provide large fuel-burn and CO 2 savings Risk Reduction High-fidelity analysis has been performed early in the design process to reduce risk associated with less familiar configurations Simplified analysis methodologies allow high-fidelity approach with limited resources suitable for research studies Unconventional Configurations Various airframe configurations being investigated At least 10% fuel burn advantage possible Advanced Technology Conventional Configuration 18
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20 Application of Conceptual Multi-Disciplinary Optimization (CMDO) EFA study makes use of Bombardier s CMDO capability Analysis components are modular empirical to physics based CRJ700 used as reference aircraft and optimization start point Design Variables Wing geometry (area, aspect-ratio, sweep, thickness to chord) Engine scale factor Cruise Mach Initial Cruise Altitude Constraints Design range Take-off field length Single engine climb gradient Approach speed Fuel volume Objectives CMDO Workflow Minimum MTOW Minimum fuel burn Minimum climate impact Minimum operating cost Initial Geometry (CRJ700) Optimized Geometry 20 MTOW Maximum Take-Off Weight
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