Cruise Efficient Short Take-Off and Landing

(CESTOL)
Subsonic Transport System
(Revolutionary System Concepts for Aeronautics ’05)

Hyun Dae Kim

NASA Glenn Research Center

Jan. 26, 2006

1
Cruise Efficient Short Take-Off & Landing (CESTOL)

1. Background
2. Brief Concept Vehicle Description
3. Study Plan
4. Graphical Animation
5. Presentation by Boeing Technology / Phantom
Works on Vehicle Configuration
6. Q & A

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Cruise Efficient Short Take-Off & Landing (CESTOL)

Description of the Problem

• Saturation of airports and the impact to the surrounding airspace and
terrestrial communities are a rapidly increasing limit to world aviation
travel. Subsonic commercial concepts appearing on the 25 year horizon
must facilitate a more than 4X increase in air traffic, while complying
with more stringent respect for the surrounding communities across the
expanding world market.
• Under-utilization of small regional airports (e.g., Cleveland’s Burke
Lakefront Airport)

OBJECTIVE
• Need fuel efficient low noise aircrafts that utilize small regional
airports to address air traffic growth.
-> Low Noise Cruise Efficient STOL (CESTOL) Vehicle
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 Historical High Subsonic Transport Aircraft Configurations

Boeing 707

De Havilland Comet

Northrop YB-49
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 Cruise Efficient Short Take-Off & Landing (CESTOL)

New Vehicle Concept

Embedded Distributed Propulsion Vehicle will have:
• High lift capability via spanwide vectored thrust providing powered and/or
circulation control lift to enable STOL operation.
• Efficient cruise performance through drag reduction by wing wake fill-in
with engine thrust stream.
• Reduction in aircraft noise through airframe shielding and acoustic treatment
of the large available surface area of propulsion system.
• Improvement in safety through a redundant multiple propulsion system.
• Reduction or elimination of a number of aircraft control surfaces through
differential and vectoring thrust for pitch, roll, and yaw moments.

Synergistic vehicle-propulsion integration is the key! 5

 Study Plan
Task Organization Deliverables Date

Define mission design requirements GRC/Boeing Mission Req’s 7/30/05

Define vehicle configuration Boeing Vehicle Definition 10/30/05

1st order engine cycle analysis GRC Engine Deck 10/30/05

Explore noise benefits of distributed Detailed Final

Diversitech 1/31/06
propulsion system Report

Assess system benefits and perform Detailed Final

Boeing 1/31/06
comparison study Report

Assess noise benefits of the defined Detailed Final

Diversitech 1/31/06
vehicle Report

Summarize results and recommend

All Final Report 1/31/06
research approaches
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 Graphical Animation of CESTOL Aircraft
At Cleveland’s Burke Lakefront Regional Airport

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Cruise Efficient Short Take-Off and Landing
(CESTOL)
Subsonic Transport System
(Revolutionary System Concepts for Aeronautics ’05)

Ronald Kawai
Boeing Technology/Phantom Works Huntington Beach

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 Study Scope

Boeing Technology/Phantom Works Huntington Beach Creates

Revolutionary Concept and Develops Characteristics, Performance, and
Identifies Technology Needs for an Airplane Configuration Embodying
Very Low Noise Features Capable of Operations from Regional
Airports

NASA GRC Separate Contractor Quantifies Low Noise Potential

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10
 LITERATURE REVIEW
Powered lift can provide high CL for STOL

Past STOL transport studies for regional/short range at cruise speeds

less than Mach 0.8

DSS turboprops have lowest GW & Cost but speed limited to below
Mach 0.7

Efficient Mach 0.8 possible with turbofans or UHB unducted fans

Mach 0.8 requires supersonic tip speed fans or counter-rotating fans

but the later have high take off and enroute noise

A shrouded fan, i.e. turbofan is needed for high speed with low noise

IBF/USB/Augmentor Wing have highest high lift efficiency

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AIAA Case Study" The YC-14 STOL Prototype:
Its Design, Development, and Flight Test"

John K. Wimpress and Conrad F. Newberry 1998

Other Studies Show

Internally Blow Flap Has
Better High Lift Performance
But Judged Complex

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Extensive studies and analyses resulted in AF AMST program
fly-off between YC-14 and YC-15

IBF and Augmentor Wing ruled out by hot ducting complexity

YC-14 and YC-15 where straight wing airplanes

With efficient cruise below Mach 0.7

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 YC-14 Interior Noise

Peak at 70 - 100 hz

AFFDL-TR-77-128
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 BOEING C-17A

• AF SELECTED THE C-17 WITH EBF TO BECOME THE ONLY

SUCCESSFUL LARGE TURBOFAN POWERED STOL TRANSPORT
(Swept Wing for Mach 0.74 – 0.77 Cruise, 2750 nmi range w/164,900 lb
payload, First flight Sept 15, 1991)

• FUTURE STOL TRANSPORT CONCEPT IMROVEMENT OPPORTUNIES:

- IMPROVE CRUISE EFFICIENCY (INCREASE SPEED AND RANGE)
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- LOWER NOISE
2005 Boeing Current Market Outlook
Extrapolation of growth forecast would predict average airplane size to
remain near constant with increased flight frequencies and city pairs

Future Demand continues for 90 to 175 passenger size

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Operating from regional airports would relieve long pre-departure times
 Noise Restrictions Continue to Grow
400
Number of Airports in Database: 600
Number of Airports

300
Noise Abatement
Procedures

200

Curfews
100
Charges
Levels
Quotas
0
1970 1975 1980 1985 1990 1995 2000

Reference 1
Noise Restrictions can be expected to escalate with increasing number of flights

Very low noise will be required to enable growth for expanded operations at
existing and new commercial airports while minimizing noise penalties
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 Including a minimum 100 ft runway width for larger aircraft
showed that 84% or 813 of 973 civil airports have 5,000 ft +

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AIAA 2003-2891, Regional Jet Operational Improvements resulting from Short Field Performance and Design
Noise Footprint Would Be Very Important at Many Other Airports:

• Expanded use of regional airports

• Allow relaxation of curfews/operating at night

• Allow increased operations per day

• Allow conversion of military closing to commercial use

Neighbors want low noise regardless of airplane weight:

• Goal should be cum noise as to Stage 3 minus XX

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 STOL to Reduce Noise Footprints

Rapid Climb Out

Steep Approach

Take Off

Sideline

2000m
Approach

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 .
TO

.
Approach

Low Sideline Noise would be of high value at Burke Lakefront Airport

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 Long Beach, CA Airport

10PM to 7AM curfew

41 flight/day limit can be raised if aircraft noise decreased

22
El Toro Marine Air Base in SoCal could not be converted to
relieve congestion at LAX because of neighborhood opposition

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 2025+ Summary
Traffic Growth Forecasts generally for next 20 years

For 2025+, extrapolate trends from Boeing Current Market Outlook

Noise sensitive regions are U.S. and Europe

Twin aisles and large airplanes for trans oceanic flights

Single aisle dominates size and generally with many more take-off
and landing operations/day than twin aisle and large aircraft

Reducing noise for greatest noise growth is thus single aisle 90-175
passenger size

Focus on high end for growth, 170 passenger size, but with BWB,
It becomes multiple aisle airplane

Study for use at regional airports for air traffic expansion that may
provide dual use technology for multi-role military applications
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25
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BLENDED WING BODY IS FUTURE CONCEPT FOR
IMPROVED EFFICIENCY AND LOWER NOISE

LOW NOISE FEATURES:

• Forward noise shielding
• No aft noise reflection
• No flap noise
• Low approach thrust
• Body suppression of landing gear noise
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 Benefits From Embedded Distributed Propulsion

Embedded engines for quiet powered lift

• Close coupled engine to slot with cold low pressure fan bleed

Smaller nozzle diameters for improved jet noise shielding

• More rapid mixing moving jet noise source forward
• Longer flap chord shielding / nozzle diameter
• Increased atmospheric attenuation form higher frequency jet noise

Reducing engine size enables embedding in mid wing sections for more
forward Cp and Cg

Reduces the thrust of individual engines reducing engine out thrust

yaw control moments

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 Forward Fan Noise Shielding
Aft Turbo-machinery and Combustion Noise Shielding
Jet Noise Shielding
Chevrons for mixing

Fan Bleed IBF

Freestream Inlet

Distributed propulsion:
• Smaller exhaust diameters enhances jet noise shielding
• Smaller engines enable direct fan bleed for low pressure powered IBF
• Slotted ejector reduces powered lift noise
• Minimal engine out rolling moment with powered lift
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 Concept Development Process
SOW
• 2025 technology for traffic growth using untapped regional airspace
• Cruise efficient configuration with Embedded Wing Propulsion

Review/Summarize Previous Studies

• IBF most efficient powered lift for STOL

Mission Requirements for CESTOL

• 170 pax, 3,000 nmi, Mach 0.8
• Very low noise
• Minimum 5,000 ft TOFL

Define Configuration with STOL characteristics

• WingMOD planform development
• Digital configuration development

Assess System Benefits of Distributed Propulsion on CESTOL

• Boeing Integrated Vehicle Design System (BIVDS) synthesis
• Very low noise features on Quiet Powered Lift Concept

Foundational Technology Needs Outlined

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 WingMOD: Multidisciplinary Optimization

Configuration Estimate
Hard Constraints Design Constraints
•Payload •Running Loads
•Range •Buffet
•Approach Speed Characteristics
•etc. •DFMA
•etc. Optimized Config.

WingMOD
Optimizer
Baseline Config. Closed.
Balanced.
Aerodynamics Trimmed.
•Vortex Lattice Model Structures Controls Min. OEW
•Empirical Profile Drag, •Monocoque Beam •Elevon Model
Compressibility Drag, Model •Balance Analysis
& Sectional Maximum •Stress & Buckling Configuration Layout
Lift Sizing
•CFD, Wind Tunnel •Static
Calibration Aeroelastics
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Quiet Distributed Propulsion • Fan bleed slot ejector IBF
Starting Point for quiet powered lift
• IBF sizing 12 x 6 K lb thrust engines • Short inlet diffuser w/AFC
• Slot width per engine = 68.1 in • Inlet and exhaust noise
• Slot height = 2.36 in shielding
• Fan pressure ratio = 1.69

4 engines 4 engines
4 engines

Injection
Slots
272.4 in 272.4 in
137 ft
100 optimization runs to evolve controllable planform 32
 Configuration Components – All
Basic Airframe
Upper Deck
Lower Deck
Landing Gear
Propulsion
Inboard Fuel
Outboard Fuel
Fuel System
Surface Controls
Hydraulic, Pneumatic, APU
Electrical
Instruments
Avionics
Air Conditioning
Anti-Icing
Furnishings & Standard Items
Operational Items 33
 Control Surface Usage

• Lift effectors geared to

pitch effectors -0.64:1 for
trim, 0.44:1 for control
• 10.2 deg flap deflection on
lift effectors
• Transition flap geared to
pitch effectors -0.29:1 for
trim, 0.16:1 for control

Lift effect,
pitch and roll
control Yaw and roll
Pitch and Pitch control control
roll control

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 BIVDS Evaluation
Mission Performance
EWP Design 500 nm 150 nm
Range (nm) 3,000 500 150
Payload (lb) 40,000 40,000 40,000
Takeoff Gross Weight (lb) 189,140 157,874 152,835
Landing Weight (lb) 152,548 151,052 150,866
Total Fuel (lb) 44,098 12,832 8,793
Block Fuel (lb) 37,723 7,946 4,098
Block Time (h) 6.92 1.48 0.68
Initial Cruise Altitude (ft) 39,000 43,000 31,000
Takeoff Field Length (ft) 2,452 1,772 1,694
Landing Field Length (ft) 3,477 3,457 3,454
Takeoff CLmax Liftoff 1.66 1.80 1.83
Takeoff CLmax Obstacle 1.57 1.65 1.66
Landing CLmax 1.06 1.06 1.06
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 All Engine Take Off Profiles

3500

3000

2500
Accel to Final
Altitide (ft)

2000 150 nmi

Climb Speed
500 nmi
1500 3000 nmi

1000
TO
500
6,500 m
0
0 5000 10000 15000 20000 25000 30000
Distance (ft)

Performance analyses resulted in about the same take-off flight

paths with the same altitude over the take-off measuring point at
6,500 m or 21,325 ft from brake release 38
 Very Low Noise Features
3,500 ft TOFL

Embedded Distributed
Rapid Climb (3000+ ft over T.0. noise point) propulsion enables
Could Use Cutback quiet powered lift
or Higher Altitude Before Acceleration to Climb Speed with jet noise
Steep Descent (6 degree glide slope) shielding

Forward Aft Noise

Noise Shielded
Shielded Consider Part
Span Verticals
to Improve Sideline
Shielding if Necessary
Note: Powered lift is off during climb
Differential elevons positions could be optimized for noise shielding
Boeing Technology/Phantom Works Huntington Beach provides mission
data for very low noise concept for NASA to make noise assessment
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 Foundational Technologies Needed

Noise Shielding Codes

• Reflections
• Turbo-machinery noise
• Jet noise
Inlet/airframe Aero Integration
• Inlets in high Mach flow field

Quiet Powered Lift:

• Low Pressure IBF performance and noise

Revolutionary Engine Concepts

• Short Cruise Efficient
Variable Geometry Noise Reflection Nozzles
• Forward noise source

Flow Control Inlets

• Active, Passive and Hybrid Evaluations

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Reduce Nozzle Height and Create Vortices to Move Jet Noise Source Forward
Potential Core
Turbulent Mixing

D Potential Core decayed

about 5 D downstream

Max Noise Generation

Jet Noise generated about 4 diameters downstream

4D Jet Noise
Generation Zone

D
D

High Aspect Ratio with Chevrons]

Circular moves jet noise generation
upstream to improve shielding
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 Need Small Turbofan for X-48B
Foundational Technology for Jet Noise Shielding

Shielded Jet Noise Nozzle

Shielding Code Development CFD Development

Calibration Wind Tunnel Tests

Model Tests

Flight Validations
Small Turbofan(s)

Current X-48B program to validate

low speed characteristics
Modify with quiet turbofan
for very low noise and IR
validation

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 Conclusions
Continuing growth in air travel demand is forecast. This growth is expected to increase
daily departures operating from an increasing number of city pairs.

This growth is forecast to go with increasing GDP providing a need for very quiet airplane
operating from regional airports which can have current economics

Studies have shown eliminating noise reflections while providing noise shielding can
significantly reduce flyover noise

Extending these principals to jet noise source downstream in the exhaust wake
should provide more dramatic noise reductions

Large surface area planforms such as the BWB provides opportunities for increased
source noise shielding

Embedded distributed propulsion offers the potential for quiet powered lift with jet noise
shielding for small noise footprints operating from regional airports

Configuration studies were made to evolve a BWB STOL planform that is trimmable
with total noise shielding

Low noise footprints would also have low IR footprints for passive protection from terrorists

Development of foundational technologies are needed that would be generic and dual use
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