Dep final presentation
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NASA is developing a 19-passenger commuter aircraft that uses Distributed Electric Propulsion (DEP) technology to outperform conventional turboprop aircraft. The DEP aircraft is designed to have a range of 875 miles, cruise speed of 250 mph, and service ceiling of 28,000 feet. It will be powered by 10 electric motors and have a maximum takeoff weight of 16,860 pounds. NASA estimates it will cost $1.06 billion to develop the aircraft, but it could generate $292.6 million in profits if 310 are sold.
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Dep final presentation
- 1. NASA’s Distributed Electric Propulsion Aircraft Final Presentation Harley Austin, Nathan Brockett, Joseph Damis, Darren Slotnick, Ian Fitzsimmons, John Macnamara, Nicholas Noell, Mitansh Shah
- 2. Aircraft Mission and Design Requirements ❖ To design a commuter aircraft that applies Distributed Electric Propulsion (DEP) technology to outperform a conventional turboprop in one or more key areas. ❖ Aircraft should be ready for service by the year 2025. Objective: Requirements: ❖ Passenger capacity of 19 with a 31-inch seat pitch. Assuming passenger baggage weight of 225 lb. ❖ All-weather capability, including the ability to fly in icing conditions. ❖ Cruise Speed: 250 mph ❖ Service Ceiling: 28,000 ft. ❖ Range Requirement: Capable of capturing at least 90% of the 19 passenger commercial commuter aircraft market. ❖ Takeoff & Landing Field Length no greater than 3000 ft. at maximum takeoff weight (sea level) Design philosophy: ❖ Stability & Safety ❖ Operating cost ❖ Cruise efficiency ❖ Takeoff and landing performance
- 3. Benefits of DEP ❖ Integration of electric motor driven propellers on airframe ➢ Increases dynamic pressure across entire wing surface ❖ DEP allows for control of lift distribution across span by individually controlling propeller speeds and the resulting slipstream. ❖ More efficient throughout flight http://www.jobyaviation.com/LEAPTech(AIAA).pdf
- 4. Trade & Concept Studies Propeller Design ❖ Advanced Ratio ❖ Variable Pitch Turbine Location
- 8. Aircraft Specifications - Sizing Wing Parameters Wing area 286 ft2 Span 58 ft. AR 11.8 Taper Ratio 0.57 MAC 5.05 ft. Airfoil LS(1) -0417 (GA(W)-1) Vertical Tail Span 15 ft. Area 106 ft2 Chord 7.1 ft. LVT 21 ft. Horizontal Tail Span 19 ft. Area 106 ft2 Chord 5.5 ft. LHT 19 ft.
- 9. Aircraft Specifications - Weight Estimation Weights Maximum TOGW 16860 lbs Payload 4950 lbs Empty Weight 9240 lbs Fuel Weight 1250 lbs
- 10. Aircraft Specifications - Engines Weigh t Takeoff Thrust Continuou s Thrust CTSFC Heigh t Widt h Length 665 lb 1970 shp 1785 shp 0.591 lb/shp 2.71 ft 3.61 ft 5.51 ft PT6T-6B Turboprop Number of Motors RPM Power Weight 10 2500 RPM 200 hp 60 lbs Siemens Electric Motor
- 11. Performance
- 13. Drag Buildup (Sea Level)
- 14. Drag Buildup (Cruise @15,000 ft) Cruise Speed @ Max L/D: 215 knots = 247 mph
- 15. Power Required vs. Power Available
- 16. Power Required vs. Power Available (15,000 ft) Cruising Altitude
- 17. Rate-of-Climb vs. Altitude Service Ceiling: 28,300 ft. Absolute Ceiling: 30,600 ft. Time to climb to cruise: 11 minutes
- 18. Aircraft Specifications - Range Requirement: Secure 90% of 19 passenger commercial commuter aircraft market Target Range: 875 miles Range at Cruise: 925 miles Using Breguet Range Equation
- 19. LS(1)-0417 (GA(W)-1) Airfoil & Lift-Curve Slope CLmax (with flaps) 4.24 Wing CLalpha 0.098/deg Horizontal Tail CLalpha 0.061/deg LS(1)-0417 (GA(W)-1) Airfoil Reynolds Number = 6,000,000 Mach=0.36
- 20. Aircraft Specifications - Performance Max Lift coefficient of 4.24 Landing Configuration: Single- slotted Fowler Flaps Stall speed = 98 ft/s Parameter Sea Level Cruise (15,000 feet) Stall speed w/ Fowler flaps deployed 98 ft/s = 67 mph 137 ft/s = 93 mph Stall speed w/o Fowler split flaps deployed 135 ft/s = 92 mph 170 ft/s = 116 mph
- 21. Takeoff & Landing Distances Takeoff Ground Distance 590 ft. Roll Distance 262 ft. Transition Distance 1330 ft. Climb Distance 74 ft. Total 2257 ft. Landing Air Distance 1213 ft. Free Roll Distance 339 ft. Braking Distance 849 ft. Total 2402 ft.
- 22. Fuel Efficiency Power Fuel Consumption Sea-Level at 250 mph 673 hp 397.7 lb/hr 10,000 ft. at 250 mph 564 hp 333.3 lb/hr 25,000 ft. at 250 mph 473 hp 279.5 lb/hr Hp,lb/hr
- 24. Longitudinal Stability Neutral Point 78% MAC C.G. 59% MAC Static Margin 19% MAC Stick Free Neutral Point 68% MAC C.G. 59% MAC Stick Free Static Margin 9% MAC
- 25. Horizontal Tail Sizing CHT 1.4 SHT 106 ft^2 Chord 5.5ft Cabin Fill Case CG Location Full 59 % MAC Front half full 40 % MAC Back half full 77 % MAC Empty 61.5 % MAC
- 26. C.G. Limit Representation C.G. Front Half Full Back Half Full Neutral Point Forward Limit
- 27. Vertical Tail (One Side Out) SVT 106.5 ft^2 Max deflection 20° % Chord for Rudder 22% Elevator and Rudder Sizing • Thin Airfoil Theory results: Horizontal Tail CL max 1.0 Max deflection 20° % Chord for Elevator 22%
- 28. Aileron Sizing • 60 degree roll •Takeoff: 10 seconds @1.2 Vstall •Approach: 7 seconds @Vstall • Maximum deflection: 25 degrees • Outboard location: 95% of half-span • 10.05 feet in length • 15.23 square feet
- 29. Structures
- 30. V-n Diagrams: Sea Level MTOW Vstall VA Vc VD Velocity Load Factor Vstall 64 kts 1.0 VA 112 kts 3.03 VB -- -- Vc 215 kts 3.03 VD 300 kts 3.03
- 31. V-n Diagrams: Start of Cruise Vstall VA VB / Vc VD Velocity Load Factor Vstall 97 kts 1.0 VA 169 kts 3.1 VB 215 kts 3.1 Vc 215 kts 3.1 VD 300 kts 3.1
- 32. V-n Diagrams: End of Cruise Vstalll VA VB Vc VD Velocity Load Factor Vstall 89 kts 1.0 VA 159 kts 3.1 VB 193 kts 3.1 Vc 215 kts 3.33 VD 300 kts 3.1
- 33. Structures: Spar Sizing Things to consider: ● Lift distribution ● Weight of the wing ● Fuel in the wing ● Props and engines
- 34. Spar Area Using 6061-T6 Aluminum 14.8 in2
- 35. Spar Cross-Section 7 ft. 14.5 in. 14.8 in2 Total
- 36. Cost Analysis
- 37. Cost Analysis Key Assumptions: ❖ 5 Flight test aircraft needed ❖ Avionics is 20% of the Flyaway cost ❖ We want to make a 20% profit margin ❖ We want our cost to the customer to be $5.66 million ➢ We can sell 310 aircraft throughout program lifetime
- 38. Cost Analysis Takeaways: ❖ We will break even after selling 220 aircraft. ❖ Total profit of $292.6 million after all 310 aircraft are sold
- 39. DEP Comparison to Conventional Aircraft
- 40. Comparison to Conventional Aircraft Aircraft compared Number built Beechcraft 1900D 695 Fairchild Metroliner 600 Let L410 1138 Twin Otter DH6 900 Dornier Do 228 270 Harbin Y-12 105
- 41. Appendix
- 42. Aircraft Comparative Values Aircraft Number built Range (miles) Fuel weight (lbs) Cruise speed (kts) Max speed (kts) Cost Beechcraft 1900D 695 439 1961 280 392 $4,995,000 Fairchild Metroliner 600 662 1038 278 311 $6,064,000 Let L410 1138 857 1040 197 205 $4,000,000 Twin Otter DH6 900 920 1344 150 160 $7,000,000 Dornier Do 228 270 823 1582 190 223 $7,000,000 Harbin Y-12 105 832 1238 135 177 $5,000,000
- 43. Aircraft Costing for Aircraft Development Plan Parameter Cost Parameter Cost Airframe Engineering 219.3 M Flight Tests 4.97 M Tooling 158.5 M Materials 150.5 M Manufacturing 626.8 M Engine 3.8 M Quality Control 52.8 M Avionics 243.4 M Development and Support 547,480 -- -- For 310 Aircraft
Editor's Notes
- Harley
- Harley
- Harley
- Johnny - smaller wing but act as “big” wing. DEP effect. Mention turbine location
- Johnny - Spar has to be on top
- Johnny - Spar has to be on top
- nick
- nick
- Nick - siemens motor DOES exist. 350 hp version that exist, but we will place an order for a specific scaled down version
- Ian
- Ian -
- Ian - the wing profile drag, from the last iteration was updated to account for the dep effect
- Ian
- Ian
- Ian
- Mitansh So one of the major requirements for our aircraft is that it must be able to secure 90% of the 19 passenger commercial aircraft market. So to achieve this goal, we analyzed the current aircraft that fall within this class and calculated The corresponding target range to be 875 miles in order to satisfy this requirement. We will go into further details on that at a later point in this presentation. So using the Breguet Range equations we calculated that our aircraft had a maximum cruise range Of 925 miles which satisfied this requirement and will give it the ability to secure a significant portion of the market segment.
- Mitansh Because our aircraft has a relatively small-sized wing, the wing loadings that the wing is expected to endure are substantially higher than for a conventional turboprop. For that reason, the airfoil we decided to choose was the ___________. This was believed to be the ideal airfoil because it is 17% thick, and will therefore provide the necessary structural reinforcement to sustain these high wing loadings. Additionally, the airfoil has gentle stall characteristics. This is essential because the propellers induce a freestream velocity with an array of angles of attack on the wing. These highly favorable stall characteristics will allow the aircraft to gently glide down upon landing.
- Mitansh
- Mitansh Well within the FAR requirement of 3000 ft. This leighway allows us to play around with the engine size and evaluate whether we can decrease our power and still meet the TO and Landing requirements.
- Mitansh The bar graph on the right offers insight into the performance characteristics and fuel efficiency of the aircraft. The graph clearly shows that at sea-level the power required to operate at 250 mph is 673 hp and the fuel consumed is 397.7 lb/hr. Higher altitudes require less power, yet offer a significantly better fuel efficiency for the aircraft. This can be seen at 25,000 feet, where for the same velocity the power required and fuel consumption decreased significantly. This performance data was a key factor in determining the optimal cruising altitude for the aircraft.
- Nathan - add pic
- Nathan - DEP effects were taken into account in the aerodynamic coeficients
- Nathan
- Harley
- Joe
- Joe
- Joe
- Joe
- Joe
- Joe
- Darren
- Darren
- Darren
- Darren
- Darren