an open-rotor distributed propulsion aircraft studyelib.dlr.de/106055/2/soar_dlrk.pdfan open-rotor...
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![Page 1: An Open-Rotor Distributed Propulsion Aircraft Studyelib.dlr.de/106055/2/SOAR_DLRK.pdfAn Open-Rotor Distributed Propulsion Aircraft Study . J. Gibbs, A. Bachmann, G. Seyfang, P. Peebles,](https://reader036.vdocument.in/reader036/viewer/2022081323/5ae784927f8b9aee078e51c8/html5/thumbnails/1.jpg)
An Open-Rotor Distributed Propulsion Aircraft Study
J. Gibbs, A. Bachmann, G. Seyfang, P. Peebles, C. May, B. Saracoglu, G. Paniagua
> An Open-Rotor Distributed Propulsion Aircraft Study > J. Gibbs • DLRK > 13-9-16 1
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• FanWing Early Development • SOAR Background • 3 Research Questions & Results
• Scalability • Power Required • Economic Competitiveness
• Conclusions and Questions
Agenda
DLR.de • Chart 2 > An Open-Rotor Distributed Propulsion Aircraft Study > J. Gibbs • DLRK > 13-9-16
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FanWing Early Development
DLR.de • Chart 3 > An Open-Rotor Distributed Propulsion Aircraft Study > J. Gibbs • DLRK > 13-9-16
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FanWing Early Development
DLR.de • Chart 4 > An Open-Rotor Distributed Propulsion Aircraft Study > J. Gibbs • DLRK > 13-9-16
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• EU sponsored project, 4 partners • 3 key research questions: scalability, power requirements, and economic
competitiveness • 1 wind-tunnel test, 1 bench test, unsteady cfd, market & econ analysis • 4 publications, youtube documentary: soar-project.eu
SOAR Background
DLR.de • Chart 5 > An Open-Rotor Distributed Propulsion Aircraft Study > J. Gibbs • DLRK > 13-9-16
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• Scalability • Does the vortex scale up to higher fan radii?
• Power Required • What is the required power to takeoff mass ratio?
• Economic Competitiveness • Is the FanWing Competitive in its selected target markets?
3 Research Questions
> An Open-Rotor Distributed Propulsion Aircraft Study > J. Gibbs • DLRK > 13-9-16 DLR.de • Chart 6
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Scalability: Unsteady CFD
DLR.de • Chart 7 > An Open-Rotor Distributed Propulsion Aircraft Study > J. Gibbs • DLRK > 13-9-16
• CFD Shows that vortex is present at various operating conditions, even with variations of turbulence model
• Vortex creates a *very* low pressure zone above the curved section generating higher lift coefficents
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Scalability: VKI Test
> An Open-Rotor Distributed Propulsion Aircraft Study > J. Gibbs • DLRK > 13-9-16 DLR.de • Chart 8
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Scalability: VKI Test
DLR.de • Chart 9 > An Open-Rotor Distributed Propulsion Aircraft Study > J. Gibbs • DLRK > 13-9-16
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Scalability: Bench Test
DLR.de • Chart 10 > An Open-Rotor Distributed Propulsion Aircraft Study > J. Gibbs • DLRK > 13-9-16
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Power Required: Torque Comparison
DLR.de • Chart 11 > An Open-Rotor Distributed Propulsion Aircraft Study > J. Gibbs • DLRK > 13-9-16
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Power Required: Aircraft Design Changes
DLR.de • Chart 12 > An Open-Rotor Distributed Propulsion Aircraft Study > J. Gibbs • DLRK > 13-9-16
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Power Required: Aircraft Design Changes
DLR.de • Chart 13 > An Open-Rotor Distributed Propulsion Aircraft Study > J. Gibbs • DLRK > 13-9-16
• Engine (red) • Cockpit (grey) • Payload (green) • Ohs/Wing (light blue)
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Power Required: Changes to Empty Mass
DLR.de • Chart 14 > An Open-Rotor Distributed Propulsion Aircraft Study > J. Gibbs • DLRK > 13-9-16
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Economic Competitiveness
DLR.de • Chart 15 > An Open-Rotor Distributed Propulsion Aircraft Study > J. Gibbs • DLRK > 13-9-16
0,00
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10 100 1000 10000 100000 1000000
Rev
enue
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TD
E&
E C
ost R
atio
(250
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Empty Weight (lbs)
Civilian Transport Military Cargo UAV Light Sport Firefighting Civilian Cargo
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Power Required: Results
DLR.de • Chart 16 > An Open-Rotor Distributed Propulsion Aircraft Study > J. Gibbs • DLRK > 13-9-16
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Economic Competitiveness
DLR.de • Chart 17 > An Open-Rotor Distributed Propulsion Aircraft Study > J. Gibbs • DLRK > 13-9-16
• Crop dusting 4000k built, 800-1000 per program • ~5,000 kg MTOW • Stall speed ~55 kts • Takeoff Distance: 351m
• Firefighting (~400 built, 100 per new program) • 217% acquisition premium over similar
sized/powered passenger aircraft • ~20,000 kg MTOW • Stall speed: 68 kts • Takeoff Distance: 815 meters
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Economic Competitiveness: 1000kg-2500kg class
DLR.de • Chart 18 > An Open-Rotor Distributed Propulsion Aircraft Study > J. Gibbs • DLRK > 13-9-16
Performance Characteristics • Chemical drop occurs at cruise speed for
baseline • Mission time increases from 3 to 5 hours @
40m/s for 200km • 1.2% increase in acquisition cost for FanWing • Ownership costs / asset utilization dominate
operating economics • 80 m takeoff distance
Existing Markets • Agriculture • Firefighting • 7000 Units, 4000 Units / year New Markets • Short haul freight, tourism
OPEX
3 view
Cost per flight:
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Economic Competitiveness : 1000kg-2500kg class
DLR.de • Chart 19 > An Open-Rotor Distributed Propulsion Aircraft Study > J. Gibbs • DLRK > 13-9-16
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Economic Competitiveness: 10000 kg class
DLR.de • Chart 20 > An Open-Rotor Distributed Propulsion Aircraft Study > J. Gibbs • DLRK > 13-9-16
Operating Costs • 178 km mission with 3 lowspeed fuel
drops • Mission increases from 47 to 99
minutes at 40 m/s • Ample room to take premium from
competitor aircraft
Existing Markets • Firefighting • 100 Units, 30 Units / year • 125% above market for new aircraft
New Markets • Short haul freight
3 view
Cost per flight:
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Economic Competitiveness: 10000 kg class
DLR.de • Chart 21 > An Open-Rotor Distributed Propulsion Aircraft Study > J. Gibbs • DLRK > 13-9-16
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• Scalability: Does the vortex scale up to higher fan radii? • Inconclusive but some potential • 60cm test showed presence of vortex
• Power Required: What is the required power to takeoff mass ratio?
• ~30% more than a fixed wing equivalent but less than an equivalent helicopter
• Economic Competitiveness: Is the FanWing competitive in its selected target
markets? • Agri: yes when based at the field with high utilization • Firefighting: yes due to premiums commanded by scooping payload
multiplier capability
Conclusions
> An Open-Rotor Distributed Propulsion Aircraft Study > J. Gibbs • DLRK > 13-9-16 DLR.de • Chart 22
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Questions?
DLR.de • Chart 23 > An Open-Rotor Distributed Propulsion Aircraft Study > J. Gibbs • DLRK > 13-9-16