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Subsonic Fixed Wing Project Reference Document

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Subsonic Fixed Wing Project Reference Document Fundamental Aeronautics Program Subsonic Fixed Wing Project Reference Document Principal Investigator: Dr. Fay Collier Project Manager: Eddie Zavala Project Scientist: Dennis Huff This document was developed over the past several months by NASA to define the rationale, scope and detailed content of a comprehensive Fundamental Aeronautics Subsonic Fixed-Wing research project. It contains reference to past work and an approach to accomplish planned work with applicable milestones, metrics and deliverables. The document also references potential opportunities for cooperation with external organizations in areas that are currently considered to be of common interest or benefit to NASA. This document should be considered a reference document and not a completed research plan. Technical Plan standards for noise and emissions, a “clean sheet” design effort exploring novel commercial 1.1 Relevance transport configurations optimized for low noise Problem Statement: This document is focused and emissions is envisioned. These concepts have on meeting the challenge to "re-establish our the potential to be radically different from today’s dedication to the mastery of the core conventional commercial transport competencies of aeronautics to develop multi- configurations. This design problem is an ideal disciplinary capabilities that will enable both application for the products of this proposal. civilian and military communities to build In response to the National Energy Policy Act of platforms that meet their specific needs." 2005, Michael Wynne (Secretary of the Air ("Reshaping NASA's Aeronautics Research Force) has created an Energy IPT chartered to Program", October 17, 2005, Dr. Lisa Porter). take a broad based approach to reduce the Air Research directed towards this challenge is Force’s energy costs through technology. As needed to enable advanced aircraft concepts that shown below by the Breguet range equation, provide increased energy efficiency and technology advances are needed to lower specific performance but with lower noise and emissions. fuel consumption (SFC), increase lift to drag ratio This general statement of need can be supported and lower empty weight. Fundamental with two more specific examples, one drawn technology research in all three of these areas is from industry and one from government. included in this document. However, the ultimate challenge is to successfully integrate the right From 1981 to 2001, aviation operations in the technologies into an optimal configuration that United States increased by 2.5 times, driven by a balances conflicting design objectives and meets long and steady period of economic and the myriad of design constraints present in real population growth. Going forward, long range world design problems. NASA needs robust, forecasts by the NGATS (Next Generation Air highly accurate tools and methods for Transportation System) projects an additional 3X performance prediction, experimental testing, and growth by 2025. Clearly, with emissions and finally a verification and validation strategy that noise concerns considered as limits to aviation will create the opportunities to corroborate our system growth, mitigation strategies are critically prediction capabilities. important to the nation’s economic well being. Faced with increased stringency in the regulatory W Aircraft Velocity Lift fuel = ln 1 + Range TSFC Drag WPL + WO • Engine Fuel •Aerodynamics • Empty Weight Consumption Distance traveled for given amount of fuel: Breguet Range Equation The two examples, discussed, are representative repeatedly identify a common theme consisting of of the many design problems that will have a a lack of upfront technical fidelity underlying need for this proposed research. Improved cost, schedule and technology assumptions. prediction capabilities are needed government To meet these challenges, this proposal has an and industry wide to combat the alarming rate of overarching goal of developing fast and effective over budget and behind schedule acquisition physics based multi-system analysis and design programs. Independent program reviews tools with quantified levels of uncertainty that Predict→Test→Validate 2 enable virtual access to the flight envelope and Analysis and Optimization (MDAO)” area shown virtual expeditions through the design space. This below. is represented by the Level 4 “Multi-Disciplinary Subsonic Fixed Wing Level 1 to Level 4 Integration Diagram (“cross-hatched” topics currently deferred) Current State of the Art: Advanced Development Program has developed a process and toolset named “Rapid Conceptual MDAO – The MDAO state of the art consists of Design” (RCD) is representative of the state of a set of discipline specific analysis tools (e.g., the art. Academia has tended to focus on aerodynamics, propulsion, structures, noise, cost improving the discipline specific analysis tools etc.), a sizing and synthesis core (an executive and focused applications. Georgia Tech’s function that integrates discipline inputs to size a Aerospace Systems Design Laboratory is a good configuration and predict system performance), representative of the state of the art in academia. and an optimization capability. These elements Government organizations have typically lagged are tied together in an engineering framework industry. However the AFRL, NASA, and (i.e., an environment that enables the direct NAVAIR, have started and continue to support linking of discipline codes, sizing and synthesis efforts to develop capabilities similar to what codes, optimizers and post-processing functions could satisfy the Level 4 goal articulated above. to increase efficiency and open up the design AFRL’s Common Analysis Environment (CAE) space). In general, industry has led the is a good representative of the state of the art for development in this area. Lockheed Martin’s government owned L4 capability. The Joint Predict→Test→Validate 3 Program and Development Office (JPDO) is another government entity that has recognized the importance of integrating multi-disciplinary tools. However, their focus is concentrated at the airspace system level, not at the vehicle level. In actuality, the capability developed in this project will be utilized as a module within the JPDO architecture. Noise, Emissions, and Performance – Historically, technology has enabled significant reductions in aircraft noise, SFC and emissions Historical trend of cruise SFC (such as Landing-Takeoff NOX) (see charts). NASA’s role is to help develop these technologies. Subsequently, the FAA/ICAO defines regulations after the technologies have been sufficiently matured. The chart shown uses NOx reduction as an example of progress on CAEP 1 History of ICAO NOx Regulations for Engines emissions reduction, but work is also included for 120% reduction of carbon monoxide, particulates, and 25% Thrust) CAEP 2 - 1996 ICAO Baseline unburned hydrocarbons (toxics). The GE90 and 1of 00% 16.3% Boeing’s 777, although still commonly viewed as KN CAEP 4 state of the art, contain technology now over a 80% 12% CAEP 6 >89.0 decade old. Although best in the market SOA GE90 presently, these systems will not provide the 60% requisite noise and emissions levels needed to Engines attain the NGATS projection of 3X growth while for 40% maintaining, or reducing, current noise and OPR 30 20% emissions levels. @ ( ICAO NOx Regulations Relative to 1996 CAEP 2 0% History Current Future 1986 1990 1994 1998 2002 2006 2010 2014 2018 2022 JT3D, JT8D, JT8D-200,PW2000,PW4000,V2500,GE90,PW6000 10.0 JT9D,CF6,CFM56 Year Stage 2 LTO NO regulations over time B -737 -200 X B -737 -200 DC9 -10 Average B -727 -200 B-727 -100 Stage 3 Noise Average B-747 -100 in Service B -747 -200 0.0 B -747 -200 A300B4 -620 Level B -727 -100 DC -10 -40 B -747 -300 B -747 -SP MD -82 Benefit of the Research: B -747 -200 Relativ MD -80 A300 -600R Stage 4 MD -87 A300 teo Stage 3 A310 -222 757 -200 MD -11 A330 -300 A310 -300 A320 -200 (EPNdB) 767 -300ER 777 -200 747 -400 MD -90 -30 -10.0 MDAO – NASA is uniquely positioned to significantly advance the MDAO state of the art. NASA currently possesses the comprehensive -20.0 1960 1970 1980 1990 2000 2010 2020 experience, facilities, databases, and technical Year of Certification knowledge to achieve this goal as evidenced by Historical trends of noise levels our proposal content which spans Level 1 to Level 4. Required capabilities include a fundamental understanding of flow physics and materials, the ability to translate that fundamental knowledge into a component/sub-component (Level 2), then into a system, or sub-system (Level 3) and finally to a complete vehicle system level design and optimization (Level 4). Predict→Test→Validate 3 and decomposition techniques. This document Although industry, government and academia will show how advances in these areas at Levels 1 have impressive Level 4 capabilities as evidenced and 2 will be rolled up into Levels 3 and 4, thus in the current state of the art discussion above, enabling a shift to physics-based, integrated, many gaps and challenges remain to be variable fidelity methods. This shift will be addressed. Most integrated MDAO systems are accompanied by an emphasis on quantifying highly customized (and proprietary) to specific uncertainty to better focus the high fidelity effort configurations and analysis processes. A change and increase the credibility of the integrated in the configuration of interest usually analysis results. necessitates a lengthy and complex redevelopment effort of the modeling Noise,
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