boeing era n+2 advanced vehicle concept resultscopyright © 2011 boeing. all rights reserved....

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Copyright © 2011 Boeing. All rights reserved.

Boeing ERA N+2 Advanced Vehicle Concept Results John T. Bonet, Program Manager 50th AIAA Aerospace Sciences Meeting, January 11, 2012 GEPC-02, NASA Environmentally Responsible Aviation: Technologies and Integrated Vehicle Solutions


Engineering, Operations & Technology | Boeing Research & Technology

Boeing ERA N+2 Advanced Vehicle Concept Results

John T. Bonet, Program Manager

50th AIAA Aerospace Sciences Meeting, January 11, 2012

GEPC-02, NASA Environmentally Responsible Aviation: Technologies and Integrated Vehicle Solutions

2011 AIAA ASM | 2



• There is a National Focus on Energy Efficiency, Lower Noise and Less Emissions

• We at Boeing are pleased to

work with NASA on this

program

• We know that environmental

considerations are vitally

important to the aerospace

industry – Our customers

want airplanes over the long

term that can be operated and

maintained using less fuel,

with less noise and fewer

emissions.

• We are challenging ourselves

to find way to make our

products ever more

environmentally progressive.

Why ERA?

2011 AIAA ASM | 3

NASA Focus

USAF Strategy



ERA’s System Level Metrics / Goals

The goal is to Simultaneously meet NASA’s N+2

System Level Goals System Level Metrics / Goals

Noise: -42dB cum below Stage 4

LTO NOx Emissions: -75% below CAEP/6

Aircraft Fuel Burn: -50% lower than 1998 Reference Configuration

2011 AIAA ASM | 4



Overview and PSC Requirements

Study Overview

Conceptual Design of Preferred System Concept (PSC)

1998 Reference Vehicle

2025 Conventional T&W

2025 Advanced Configuration PSC

Identify Key Enabling Technologies and Develop Roadmaps and Maturation Plans

Conceptual Design of a Subscale Test-bed Vehicle (STV) that can Demonstrate and Mature the Key Enabling Technologies

Vehicle Requirements

Small Twin Aisle (B767) Class

Passenger Versions

224 passenger / 50,000 lbs payload

Mach 0.85 Cruise

8000 nautical mile range

Cargo Versions

100,000 lbs payload

Mach 0.85 Cruise

6500 nautical mile range

2011 AIAA ASM | 5



Boeing’s Approach

Our Team Boeing Research & Technology

Boeing Defense, Space, Security

Boeing Commercial Airplanes

Pratt & Whitney

Rolls-Royce North America

MIT

Cranfield Aerospace

PSC Development

Three 2025 Configurations Conventional Tube-and-wing

Advanced, Double-deck, Mid-Engine, Tube-and-Wing

Blended Wing Body

Three Advanced Engines Geared Turbofan

Advanced Three Spool Turbofan

Open Rotor Engine

Three Mission Rule Sets NASA Reference Mission

Operational Mission

NextGen Mission

2011 AIAA ASM | 6



Representative Configurations

1998 T&W-0003 TF

2025 BWB-0009A GTF

2025 T&W-0007 ATF

2025 T&W-0027A ATF

2025 BWB-0013 OR

2011 AIAA ASM | 7



Configuration Matrix (Passenger versions only)

Config. # EIS Type Propulsion Other

0001 1998 T&W P&W TF Pax

0003 1998 T&W R-R TF Pax

0005 2025 T&W P&W GTF Pax

0007 2025 T&W R-R ATF Pax

009A 2025 BWB P&W GTF Pax

0011 2025 BWB P&W 3 GTF Pax

0013 2025 BWB R-R 3 OR Pax

0015 2025 BWB R-R 3 OR M0.80, Pax

0027A 2025 AT&W R-R ATF Pax

003x 2025 BWB GTF or OR High Span

2011 AIAA ASM | 8

NASA Reference mission, Common Baseline Technologies, 0.85Mn, Twin

Engine (unless otherwise noted)



Configuration Overlay (-0003. -0007, -0009A)

2011 AIAA ASM | 9



Configuration Overlay (-0027A and -0009A)

2011 AIAA ASM | 10



Configuration Technologies

1998 2025 T&W 2025 BWB

High Speed

Aerodynamics

Supercritical

Airfoils

Hybrid Laminar Flow

Riblets

High Aspect Ratio

Hybrid Laminar Flow

Riblets

High Aspect Ratio

Low Speed

Aerodynamics

Slotted Flap

Slat

Slotted Flap

Low Noise Krueger Flap

Plain Flap

Low Noise Krueger Flap

Propulsion High-Bypass

Turbofan

Geared Turbofan

Open Rotor

Geared Turbofan

Open Rotor

Fuselage Structure Aluminum Composite (PRSEUS) Composite (PRSEUS)

Wing Structure Aluminum Composite Composite

Empennage

Structure

Composite Composite Composite

Systems (Electric Controls)

Advanced APU

(Electric Controls)

Advanced APU

Acoustics Leading Edge Acoustic

Treatment

Landing Gear Acoustic

Treatment

Engine Acoustic

Treatment

Shielding

Leading Edge Acoustic

Treatment

Landing Gear Acoustic

Treatment

Engine Acoustic

Treatment

2011 AIAA ASM | 11



BWB Technologies

Technology Key Development BWB

Structures

• Flat-sided Pressure Vessel

BWB

Aerodynamics

• Reduced Fuel Burn From

Aerodynamic Efficiency

• Propulsion Airframe Integration

BWB Stability &

Control, Flight

Controls, And

Flying Qualities

• S&C Requirements For BWB

Configuration

• High-speed Control Law

Assessment

• Actuation System Requirements

• Ride Quality Requirements For

BWB

BWB

Propulsion

• Engine Operability

• Thrust Reverser

• Armored Nacelle

BWB Actuation

System

• Large Secondary Power

Requirement

Enables the BWB Configuration Technology Key Development Laminar Flow • Drag And Fuel Burn Reduction

• Configuration Accommodation For

Laminar Flow

• Flow Control System

• Bug Strike Degradation

PRSEUS • Lower Airframe Weight And Cost

Acoustics • Acoustic Shielding

• Low Noise Leading Edge

• Landing Gear Acoustic Treatment

Open Rotor • Reduced Fuel Burn

• Vehicle Integration

• Noise

Geared Turbofan • Reduced Fuel Burn

• Vehicle Integration

• Noise

Lightning Protection • Advanced Protection

Advanced Auxiliary

Power Unit

• Reduced Ground Emissions

Riblets • Drag And Fuel Burn Reduction

• Application And Maintenance

Variable Camber

Trailing Edge

• Improved Aerodynamic Efficiency From

Shape Change

• Shape Change Mechanism

BWB Enhancing Technologies

2011 AIAA ASM | 12



BWB Enabling Technologies

BWB Configuration – Provides High L/D

PRSEUS – Lighter Weight Efficient Structure

Aero / PAI – Low Drag

PAA – Low Noise

FC & Actuation – High CL max

2011 AIAA ASM | 13



P&W GTF Propulsion Systems

P&W GTF - PW1000G Engine Cutaway, Copyright © 2010 United Technology Corporation,

http://www.purepowerengine.com/photos.html

Un-scaled P&W Engines

2011 AIAA ASM | 14



RRNA ERA Propulsion Systems

Rolls-Royce NASA N+2 ERA Cycles

Configuration 3-Shaft Direct

Drive Turbofan

3-Shaft Direct

Drive Advanced

Turbofan

3-Shaft

Open Rotor

EIS 1998 2025 2025

Thrust Class (lbf) 75,000 60,000 38,000

Fan / Rotor Diameter 100 “ 105 “ 180 “

BPR (CRZ) 6 13 110

Dry Weight Class (lbs) 12,000 9,500 9,900

Length (inch) 160 > 130 > 260

Fuel Consumption

Change Baseline - 15 % - 20%

1998 EIS 3-Shaft

Direct-Drive Turbofan

2025 EIS 3-Shaft Advanced

Direct-Drive Turbofan

2025 EIS Geared

Open Rotor Puller

2011 AIAA ASM | 15

RR Engine Configurations

Baseline 3-Shaft Direct-Drive (DD)Turbofan – 1998 Tube & Wing Concept

– Based on Scaled Trent 800 Family

– Represents 1996 - 1998 Technology

Advanced 3-Shaft DD Turbofan – 2025 Tube & Wing Concept

– Represents 2025 Advanced DD Turbofan Technologies

Geared Open Rotor – 2025 Blended Wing Body

– Represents 2025 Advanced Open Rotor Cycle Technologies



BWB Incorporates Advanced Technologies Towards Simultaneously Meeting NASA Goals

Laminar Flow Control (LFC)

Alternate Leading Edges

for LFC and Low Noise

PRSEUS Center Body

Advanced Stitched

Composite Wing

Low-Noise Landing Gear

Acoustic Shielding

Riblets

Actuation Technology to

Reduce Secondary Power

BWB Concept

Technology Optimal and Adaptive

Flight Control Laws

Advanced Technology Engines

for Efficiency and Low Noise

2011 AIAA ASM | 16



Payload-Range

ERA-009A-NG & ERA-010-NG Missions

0

20000

40000

60000

80000

100000

120000

140000

160000

0 2000 4000 6000 8000 10000 12000 14000

Range (nm)

Paylo

ad

(lb

)

ERA-009A-NG

ERA-010-NG

ERA-009A-NG_MaxPL

ERA-010-NG_MaxPL

PAX Design Pt

Cargo Design Pt

Advanced Vehicle Design Process

A conventional advanced aircraft design process is used with an increased level of detail and fidelity

Requirements development

Creation of baseline and 2025-technology airplane configurations

Refinement of each design to minimize fuel consumption

Evaluation of NASA’s system level metrics

Definition of the 2025 operating context

Selection of the “Preferred System Concept” as a basis for STV

TOGW BlkFuel RJFL distToClimb Cr_isv_hp

Sw ing

45004350420040503900375036003450330031503000

Fn

65000

64000

63000

62000

61000

60000

59000

58000

57000

56000

55000

54000

53000

52000

51000

50000

413982

416426

418870

421314

423758

426202

428646

431090

433534

435978

438422

440866

443310

443310

445754

124322

124883

125444

126005

126566

127127

127688

128249

128249

128249

128810

128810

128810

129371

129371

129932

129932

130493

130493

131054

131054

131615

131615

10500

200

200

35000

35000

35,000 ft

ICAC

10,500 ft

Balanced

Field Length 200 nm

Climb

Distance

Design

Point

TH

RU

ST

(LB

S)

WING AREA (SQ FT)

Example T&W Sizing Plot Fuel Efficiency

ERA-009A-NG & ERA-010-NG Missions

0.0

0.5

1.0

1.5

2.0

2.5

3.0

3.5

4.0

4.5

5.0

0 2000 4000 6000 8000 10000 12000 14000

Range (nm)

Eff

icie

nc

y

(To

n-n

m/l

b f

ue

l)

ERA-009A-NG

ERA-010-NG

ERA-009A-NG_MaxPL

ERA-010-NG_MaxPL

2011 AIAA ASM | 17



PSC Performance Results

2011 AIAA ASM | 18



Noise versus Fuel Burn Results

BWB-0009A GTF

Achieves 52% Fuel Burn Reduction & -34 dB

Best Balance Of Noise & Fuel Burn Reduction

BWB-0009A NG AAT

NextGen (NG) & Advanced Acoustics Treatment (AAT)

Meets Noise: -41.6; Exceeds Fuel Burn: -53.7%

BWB-0015A OR M0.80

Achieves The Lowest Fuel Burn, -54.5%

Open Rotor BWB

8 dB louder than GTF

AT&W-0027A ATF

Best T&W Noise

2011 AIAA ASM | 19

T&W BWB M.85 BWB M.80 PSC



Emission and Noise Performance

P&W GTF and R-R Open

Rotor are predicted to meet

the ERA LTO NOx goal

R-R Advanced Turbofan

within 3% of goal

BWB-0009A Lowest Noise

AT&W -0027A Low Noise

Acoustics Results – Baseline Technologies

T&W BWB AT&W

GTF OR

2011 AIAA ASM | 20



Advanced Acoustic Treatment on PSC

PSC with Low Noise Operations

PSC with Advanced

Landing Gear & Slat Noise

Reduction Technologies

can meet the NASA Goal

of -42 dB

41.6

2011 AIAA ASM | 21



Effect of Mission Rules

__ ________ _____ ____ ____

__ ___ __ _____ ____

__ ___ __ _____ ____

__________ __ ___ __ _______ ____

For 1998 T&W-0001, Reference rules save 10.7% fuel

For 2025 T&W-0005, NextGen saves 3.6% fuel

For 2025 BWB-0009A, NextGen saves 3.9% fuel

Operational to NextGen savings = 14% fuel = 1-((1-0.107) * (1-(0.036 + 0.039)/2))

2011 AIAA ASM | 22

Effects of Mission Rules on

Fuel Burn and OEW



Relative Fuel Burn and OEW

2011 AIAA ASM | 23

Good

Good



ERA Integration with NextGen

Assume NextGen Operational Performance Level 6 (NGOps-6)

Paradigm shift from today’s operation

Gate to gate Trajectory Based Operations

Automation provides primary means of control and separation

Fully automated ground-based 4D Traffic Flow Management and ATC

Unmanned Aircraft Systems (UAS) in the National Airspace System

Benefits of NextGen for ERA Mission

Elimination of loiter

Reduced fuel reserves

Optimized climb and descent

Reduced hold times / taxi times

Benefits of NextGen for STV

NGOps-6 enables STV to operate in UAS Mode

2011 AIAA ASM | 24



Future Airport Operations with PSC

2011 AIAA ASM | 25

Selection of representative airport suitable for PSC operations (LAX)

Airport operations (DEP/ARR) growth/forecast to 2030 time-frame (1.9 X Current Ops)

75 CNEL is essentially contained within the airport boundary with PSC aircraft operations

and application of advanced PSC technology to all single & twin aisle aircraft

8%

7%

8%

7%

39%

13%

9%

7%

Single Aisle

60%

GA & Commuter

14%

Twin Aisle

24%

O-O-P Freighter Small

Medium

LargeSmall

Medium

Large

Medium

Large

PSC

Market

Applicable PSC

Technology Market

(737-800 -5dB)

Community

Noise

Equivalent

Level

Area Change

CNEL PSC and

SA Tech (rel. 2030)

PSC and

SA Tech (rel. 2010)

75 -36% +11%

70 -38% +7%

65 -34% +6%

2010 2030

w/o Tech

2030 w/PSC & SA

Tech

CNEL

75

70

65



Technology Benefits on BWB

-60%

-50%

-40%

-30%

-20%

-10%

0%

Fuel B

urn

Reduction

Rela

tive t

o 1

998 B

aselin

e

-52%

BWB &

Composites

2025 BWB

Advanced

GTF

Laminar Flow

& Riblets

-45

-40

-35

-30

-25

-20

-15

-10

-5

0

Cum

ula

tive E

PN

L R

eduction

Rela

tive t

o S

tage 4

(dB

)

-42 dB

Advanced

Acoustic

Treatments

1998 Aircraft

BWB with

GTF &

Shielding

2011 AIAA ASM | 26



Technology Plans

2011 AIAA ASM | 27



Technology Maturation Plans & KPP

Technology Maturation Plan For The Following Technology Areas Are Developed

• BWB Structures

• BWB Aerodynamics

• BWB Propulsion Integration

• BWB Stability & Control, Flight Controls, and Flying Qualities

• BWB Actuation System

• Acoustics

• Advanced PRSEUS

• Laminar Flow

• Geared Turbofan

• Open Rotor

Key

Performance

Parameters

(KPP)

Fuel Burn Noise Emissions Affordability

Goal -50% Block Fuel -42 dB

Cumulative

EPNL

-75% LTO

NOx

Technical

Performance

Measures

(TPM)

•Structural Weight

Fraction

•System Weight

Fraction

•Lift to Drag Ratio

•Specific Fuel

Consumption

•Actuation System

Power

•Control Surface

Hinge Moment

•Inlet Distortion

•CG Range

•Cutback Noise

•Sideline Noise

•Approach

Noise

•Maximum Lift

Coefficient

CAEP/6

LTO NOx

•Life Cycle

Cost

•Recurring

Production

Cost

•Touch Labor

•Scrap Rate

•Fastener

Count

KPP and TPM Defined

2011 AIAA ASM | 28



STV PDR STV CDR Assembled PSC PDRFlightSTV PD Start

0

1

2

3

4

5

6

2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021

TR

L

Year

Aerodynamics

AcousticsFlight Controls

Actuation Propulsion

Structures

Laminar Flow

Advanced PRSEUS

Propulsion for PSC

Technology Risk & TRL Progression

5

Consequence

Lik

eli

ho

od

4

3

2

1

2 3 4 5 1

Structures & Advanced PRSEUS

Aerodynamics & Laminar Flow

Flight Controls

Propulsion

Acoustics

Actuation

2011 AIAA ASM | 29



Technology Roadmap

2011 AIAA ASM | 30



Conceptual Design of Subscale Test-Bed Vehicle (STV)

2011 AIAA ASM | 31



STV Top Level Requirements

Develop a conceptual design of an ERA/UAS subscale testbed vehicle for

flight research to reduce the risk associated with the PSC entry into service

The Requirements were defined in the NRA:

• Same configuration as the PSC

• Same Mach and cruise speed as PSC

• Retractable Landing Gear

• Sufficient scale to demonstrate noise, emissions & fuel burn goals

• Notionally ~ 50% or larger

• Adaptable for future modifications

• Engines

• To demonstrate UAS in the NAS technologies

• Projected 20 year research life

2011 AIAA ASM | 32



Subscale Test-Bed Vehicle (STV)

65% Scale of the Full Size PSC

Scale selection was based on considerations of

Static Mach Scaling

Dynamic Mach Scaling

Conventional Dynamic Scaling

Available off-the-shelf-engines

2011 AIAA ASM | 33



STV Major Systems / Capability

Modified Busjet Flight

Deck (2 pilots)

Geared Turbofans

(PW1X24G)

Slotted Krueger

Leading Edge

Stitched, Resin

Infused Composite

Structure

Modified COTS LG

Redundant Hydraulic

FC Actuators with

Electrically Driven Tabs

Modular Electronics: • Redundant FCS

• IFR Avionic Suite

• Research FC Capability

• Technology Insertion

APU

Engine Driven Main

Hydraulic Pumps

Ram Air

Turbine

Generator

Engine Driven

Generators

Bleed Air Turbine

Hydraulic Pumps

Single Point

Pressure Fueling

Ballast System

Pressurized

Center Body Modular Structure:

Outer Wing

Aft Fuselage

Wing Leading Edge

Engine Bleed anti-ice

(Leading edge, inlet) Flight Test

Instrumentation

2011 AIAA ASM | 34



Mature critical technologies to TRL 6 that can only be validated in flight

Demonstrate technologies required to achieve NASA ERA goals that are applicable to existing and future aircraft

– Validation of full-scale noise characteristics

– Materials, structures, and manufacturing scale-up for an advanced composite airframe

– Propulsion – Aero - Acoustic Integration

Validate the methods and models that will be used to develop future BWBs that meet the N+2 PSC design missions and a variety of other applications and missions

Full-scale / full envelope performance & flight mechanics reducing scaling risks

Integration of advanced systems/subsystems

Serve as a long-term flight test platform to demonstrate/validate future advanced technologies

NASA/FAA effort to demonstrate the integration of UAS in the NAS

Advanced propulsion, including open rotor

Flight control technologies – control laws, actuation, sensors

Possible operational utility of a flight demonstrator-size aircraft

Identification of unknown unknowns

Benefits of STV Flight Demonstrator

2011 AIAA ASM | 35



STV Configuration

2011 AIAA ASM | 36



STV Structural Components

2011 AIAA ASM | 37



STV Powered With Available Engine Can Demonstrate Critical Technologies

STV

737-800

737-800 (N+2) Technology

75 dB

80 dB

85 dB

90 dB

95 dB

SEL

MD-90

Noise Foot Print Comparison 85 SEL Contour of STV Is 80% Smaller

Than 737-800

50% Smaller Than MD-90 And 737-800

(N+2) Technology Aircraft

The STV Could Demonstrate

Acoustic Reduction Technology Low Noise Landing Gears

Advanced Slat Systems

Engine And Nacelle Treatment Improvements

Mission Fuel Burn Comparison • Design Mission for 737-600ER

• 22,000 Lb Payload / 3151 Nm

• STV @ 22,000 Lb Payload Has a 3160

Nm Range, Same as 737-600ER

• STV Has 25% Less Fuel Burn

• Engine SFC Accounts For ~14%

2011 AIAA ASM | 38



STV Summary

STV design developed that meets NASA objectives

• STV based on 65% PSC

• Vehicle Description, Flight Mission and Concept of Operation documents developed

• ROM cost estimates defined and delivered for:

• STV detail design, fabrication and assembly

• Preliminary Design

• PD Risk Reduction Testing & Evaluations

65% Scale STV needed to mature critical technologies to

TRL 6 that can only be validated in flight

Validation of full-scale noise characteristics

Materials, structures, and manufacturing for an advanced composite airframe

Propulsion - Aero - Acoustic Integration

Full envelope performance and flight mechanics

Integration of advanced systems/subsystems

2011 AIAA ASM | 39



Acknowledgments

Boeing

• Harvey Schellenger – Chief Engineer

• Blaine Rawdon – PSC Task Lead

• Sean Wakayama – Technology Task Lead

• Derrell Brown – STV Task Lead

• Kevin Elmer – NextGen Task Lead

• Yueping Guo – Acoustics

Pratt & Whitney

• Marc Lamoureux

Roll-Royce North America

• David Eames

2011 AIAA ASM | 40



2011 AIAA ASM | 41

boeing era n+2 advanced vehicle concept resultscopyright © 2011 boeing. all rights reserved....

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