! "#$ #%& Challenge the future. Delft University of Technology

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1 ! "#$ #%& Delft University of Technology

2 One of the biggest challenges for future aviation is represented by the increasing '((. The demand of air transportation is steadlyincreasing, while the constraints on the allowed environmental impact by authorities are getting more stringent New designs and operational concepts are required to meet the ambitious challenges devised by ACARE Boeing B47 Airbus A years 2

3 In the RECREATE (searchon a )uisernabled ir *ransport nvironment) project, European research institutes, universities and small businesses work together to investigate a future air transportation system based on the + concept,-( (.,-/for passenger aircraft is actually one of the two main concepts addressed by RECREATE. 3

4 The success of staged and IFR flight revolves on the assumption that, flying a mission divided in multiple smaller submissions, yields fuel savings Fuel efficiency between aircraft is compared by the '( ': 4

5 Although IFR is a time proven concept in military operations, is it possible and convenient to apply as such to passenger air transportation? KC4135R refuels C417A (0 Develop the conceptual design of a passenger aircraft (the cruiser) for IFR operations and compare its fuel consumption to direct and staged flight operation. *sub4goal of RECREATE 5

6 ! ( 5000nm cruise Start & Taxi 2 Take4off 3 Climb 4 Descent 5 Landing # ( 2500nm cruise nm cruise , nm cruise 2500nm cruise Rendezvous with tanker Change between flight phases 6

7 "! Use a conventional configuration Single stage 1% 1, single class, twin aisle, LD43 container capability Take4off field length < 2000 m Landing field length < 2600 m Cruise mach number of m Specific fuel consumption of lb/(lbf h) 7

8 # Is this good if there are passengers here? A trade4off is performed to assess possible alternatives and finally to select the most convenient procedure for civil refueling operations 8

9 # A B C D Config. D Grades (1-9) Weigh Score Criteria \ Configuration A B C D A B C D c1 Pilot's visibility of approaching aircraft c2 Component detachment hazard c3 Ride quality of cruiser Config. 9 9C c4 Noise to the cruiser c5 Pump requirement c6 Fuel pipe fire hazard c7 Boom related weight c8 Boom stability c9 Maturity of boom technology c10 Formation aerodynamics c11 Training cost of approaching aircraft c12 All weather refueling capability TOTAL Config. B 9

10 # *$ 2 Cruiser Tanker The tanker approaches the cruiser from behind and below 10

11 v x v v z T m g cos m g cos D m g m g sin

12 A software tool under development at the TU Delft for % (. It makes use of statistics and semi4empirical design rules, %%('(' (, and an optimizer to perform conceptual design of conventional and novel aircraft configurations 12

13 VLM code % %( Geometry Model Generator Weight & CoG analysis Aerodynamic analyis Engine & Range analysis Evaluation 4 3D aircraft model 4 Weight 4 Center of Gravity 4 Lift 4 Drag 4 Neutral point 4 Cruise range 4 Controllability 4 Stability 4 Takeoff 4 Landing 4... KBE fuselage configurator 13

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15 The cruiser Fuselage Length (m) 54.0 Diameter (m) 5.64 Wing Ref Area (m 2 ) Span (m) Aspect Ratio 10 Taper Ratio /4 Chord Sweep (degree) A330 A310 15

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17 $% 17

18 &# 5000nm cruise * 4 5 Cruiser nm non4stop nm cruise 2500nm cruise AAR 1%",- 6+ Fuel received by tanker [kg] Fuel saved by cruiser w.r.t non4stop (tanker fuel not accounted!) [kg] Fuel_saved/Fuel_received IF the fuel burnt by tanker to deliver the fuel required by cruiser (16259 Kg) < 9515 Kg, THEN IFR operation yields fuel saving! 18

19 ' # 2500nm cruise 2500nm cruise * nm cruise 2500nm cruise IFR 4 5 In4flight refueling Staged flight %",- 6+ received fuel for AAR operation [kg] saved fuel by AAR operation [kg] 9:7 Fuel_saved/Fuel_received 7 In term of flight duration (comfort) and fatigue life, IFR is obviously better than staged-flight IFR with small tankers can be more fuel efficient than staged-flight operations 19

20 ( 2 families of tankers designed for 10 specific missions (radius & no ref. ops.) Tanker coding: T-250-3: Conventional tanker Design refueling radius: 250nm Refueling num. of cruisers: 3 TF-500-5: Flying-wing tanker Design refueling radius: 500nm Refueling num. of cruisers: 5 20

21 ! TF TF T T C-250-III C-250-I TF TF T T TF TF T T Aircraft to scale for size comparison 21

22 #) #*+' 22

23 start In Flight refueling Conventional approach Innovative approach (cruiser ahead and above of tanker) Passengers and freight exchange by in flight docking Cruiser tanker boom Cruiser tanker boom #;2 Feasibility study of a nuclear propelled blended wing body aircraft for the cruiser/feeder concept Simulation Simulation??? 23

24 The research leading to the results presented in this paper was carried within the project RECREATE (REsearch on a CRuiser Enabled Air Transport Environment) and has received funding from the European Union Seventh Framework Programme under grant agreement no th EWADE, Linköping, September