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ASCENT Project 010 2020 Annual Report

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ASCENT Project 010 2020 Annual Report Project 010 Aircraft Technology Modeling and Assessment Georgia Institute of Technology and Purdue University Project Lead Investigators Dimitri Mavris (PI) Regents Professor School of Aerospace Engineering Georgia Institute of Technology Mail Stop 0150 Atlanta, GA 30332-0150 Phone: 404-894-1557 E-mail: dimitri.mavrisatae.gatech.edu William Crossley (PI) Professor School of Aeronautics and Astronautics Purdue University 701 W. Stadium Ave West Lafayette, IN 47907-2045 Phone: 765-496-2872 E-mail: crossleyatpurdue.edu Jimmy Tai (Co-PI) Senior Research Engineer School of Aerospace Engineering Georgia Institute of Technology Mail Stop 0150 Atlanta, GA 30332-0150 Phone: 404-894-0197 E-mail: jimmy.taiatae.gatech.edu Daniel DeLaurentis (Co-PI) Professor School of Aeronautics and Astronautics Purdue University 701 W. Stadium Ave West Lafayette, IN 47907-2045 Phone: 765-494-0694 E-mail: ddelaureatpurdue.edu University Participants Georgia Institute of Technology • PIs: Dr. Dimitri Mavris (PI), Dr. Jimmy Tai (Co-PI) • FAA Award Numbers: 13-C-AJFE-GIT-006, -012, -022, -031, -041 • Period of Performance: September 1, 2019 to August 31, 2020 • Tasks: 16 Purdue University • PIs: Dr. William A. Crossley (PI), Dr. Daniel DeLaurentis (Co-PI) • FAA Award Numbers: 13-C-AJFE-PU-004, -008, -013, -018, -026, -032, -035 • Period of Performance: September 1, 2019 to August 31, 2020 • Tasks: 1, 2, 4, 5 Project Funding Level The project is funded at the following levels: Georgia Institute of Technology ($1,200,000); Purdue University ($222,116). Cost share details are below: The Georgia Institute of Technology has agreed to a total of $1,200,000 in matching funds. This total includes salaries for the project director, research engineers, and graduate research assistants, as well as computing, financial, and administrative support, including meeting arrangements. The institute has also agreed to provide tuition remission for the students, paid for by state funds. During the period of performance, in-kind cost share is also obtained for cost share. Purdue University provides matching support through salary support of the faculty PIs and through salary support and tuition and fee waivers for one of the graduate research assistants working on this project. Investigation Team Georgia Institute of Technology • PI: Dimitri Mavris • Co-Investigator: Jimmy Tai (Task 4) • Fleet Modeling Technical Leads: Holger Pfaender, Michelle Kirby, and Mohammed Hassan (Tasks 1, 2, and 5) • Graduate Students: Thomas Dussauge, Thayna Da Silva Oliveira, Nadir Ougazzaden, Taylor Fazzini, Rick Hong, Nikhil Iyengar, Barbara Sampaio, Kevyn Tran, Edan Baltman, Kaleb Cornick, Brennan Stewart, Ezgi Balkas, Nadir Ougazzaden, David Shalat, Joao De Azevedo, Eddie Li, Colby Weit, Jiajei Wen Purdue University • PI: William Crossley (Tasks 1,2, 4, and 5) • Co-Investigator: Daniel DeLaurentis (Tasks 1, 2, 4, and 5) • Graduate Students: Samarth Jain, Suzanne Swaine, Kolawole Ogunsina, Hsun Chao Project Overview Georgia Institute of Technology (Georgia Tech) and Purdue have partnered to investigate the future demand for supersonic air travel and the environmental impact of supersonic transports (SSTs). In the context of this research, environmental impacts include direct CO2 emissions and fuel consumption. The research is conducted as a collaborative effort to leverage capabilities and knowledge available from the multiple entities that make up the ASCENT university partners and advisory committee. The primary objective of this research project is to support the Federal Aviation Administration (FAA) in modeling and assessing the potential future evolution of the next-generation supersonic aircraft fleet. Research under this project consists of five integrated focus areas: (a) establishing fleet assumptions and performing demand assessment; (b) performing preliminary SST environmental impact prediction; (c) testing the ability of the current Aviation Environmental Design Tool (AEDT) to analyze existing supersonic models; (d) performing vehicle and fleet assessments of potential future supersonic aircraft; and (e) modeling SSTs by using a modeling and simulation environment named Framework for Advanced Supersonic Transport (FASST). In order to better understand the potential demand for supersonic air travel, the team developed a parametric airline operating cost model in order to be able to explore the sensitivities of key vehicle, operational, and cost parameters on the required yield an airline would have to target for ticket prices on such a potential new supersonic aircraft. The current model, however, assumes fixed parameters for key vehicle metrics—which can be changed—but do not include sensitivities to key vehicle design choices such as vehicle size, design cruise Mach number, and maximum range. This task will examine the implications of the physical and technical dependencies on the airline operational cost. Through the vehicle performance sensitivities such as passenger capacity and design cruise Mach number, it will be possible to determine the combined “sweet spot” that would be the most profitable vehicle to operate for an airline. In order to accomplish this, the existing vehicle models created in the prior year will be utilized and supplemented by additional vehicles proposed in Task 4. These vehicles together will serve as the foundation to create credible sensitivities with regards to parameters such as vehicle size and design cruise Mach number. These sensitivities will then be embedded into the airline operating cost estimation model and utilized to explore the combined vehicle and airline operational space in order to identify the most economically feasible type of supersonic vehicle. In an independent but complementary approach to consider demand and routes for supersonic aircraft, the Purdue team developed a ticket pricing model for possible future supersonic aircraft that relies upon current as-offered fares for business class and above, for routes that could have passenger demand for supersonic aircraft. Via an approach considering the size of the potential demand at fares business class and above on a city-pair route, the distance of that city-pair route, an adjustment to allow for the shortest trip time by increasing the overwater distance of the route, and the range capability of a simplistically modeled medium SST (55-passenger capacity) to fly that route, the Purdue team identified 205 potential routes that could see supersonic aircraft service in a network of routes with at least one end in the United States. Of these 205 potential routes, 193 are direct routes, and 12 are routes that would require fuel stops but would still save travel time over a subsonic nonstop flight on the same route. By providing these potential routes to the Fleet-Level Environmental Evaluation Tool (FLEET) simulation, the allocation problem in FLEET then determines how many supersonic aircraft would operate on these routes, giving a prediction of which routes would see supersonic aircraft use and the number of supersonic flights operated on those routes at dates in the future. One of the accomplishments of the project during the performance period is the development of two FASST models. Two supersonic vehicles, a medium and large SST, have been modeled in FASST. The large SST is designed to carry 100 passengers for 5,000 nmi cruising at Mach 1.8. The medium SST is designed to carry 55 passengers for 4,500 nmi cruising at Mach 2.2. The propulsion system for both the medium and large SST models are of a clean sheet design. Georgia Tech and Purdue exercised their respective fleet analysis tools—the Global and Regional Environmental Analysis Tool (GREAT) and FLEET—and produced estimates of the fleet-level impact of a potential fleet of supersonic aircraft operating in the future. The SSTs required for these fleet-level analyses are provided by the vehicle modeling tasks with FASST, a derivative framework from Environmental Design Space (EDS). The outcome of this study provides a glimpse into the future potential state of supersonic air travel by using physics-based models of supersonic vehicle performance. Future work should build on current estimates to conduct more detailed analyses of vehicle and fleet performance. Table of Acronyms and Symbols a T/TSL, installed full-throttle thrust lapse A4A Airlines for America AC Inlet capture area ADP Aerodynamic design point AEDT Aviation Environmental Design Tool ANP Aircraft noise performance AO Reference inlet area AoA Angle of attack APU Auxiliary power unit b Multiplier used to capture impacts of both fuel burn and utilization on airline costs BADA Base of Aircraft Data BFFM Boeing Fuel Flow Method BPR Bypass ratio BTS Bureau of Transportation Statistics CAEP Committee on Aviation Environmental Protection Call-other All other costs CART3D NASA Inviscid Computational Fluid Dynamics Program CAS Calibrated airspeed �"! Profile drag �"" Additional drag caused by flaps, ground friction, etc. Cfixed Fixed proportions of airline operating cost Cfuel Fuel cost of airline operating cost CG Center of gravity CL Lift coefficient CLEEN Continuous lower energy, emissions, and noise CMPGEN NASA Program for Compressor Map Generation CO2 Carbon dioxide d Distance between center of inoperative engine and aircraft longitudinal axis �$%& Ratio of total pressure Dt Total segment flight time DT Change in temperature from standard atmospheric temperature DX Distance between CG of vehicle and aerodynamic center of tail ∆�) Total change in segment energy height
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