“…From these results, it was decided that a favourable compromise was to combine the ramjet’s superior fuel consumption at high Mach number with the turbofan’s fuel consumption at subsonic speed through a VCE. This hybrid conclusion is documented succinctly by Kraev, Siluyanova 16 and has been instantiated in research testing of the Revolutionary Turbine Accelerator (RTA) project by the NASA Glenn Centre. 20 The turbofan–ramjet also has the advantage of lower airport noise from a relatively low jet velocity at low speeds due to the turbofan.Figure 2.Comparison of optimised engines over the 2.3 to 3 Mach Range.…”
Section: Selection Of the Espa Enginementioning
confidence: 82%
“…The planned cruise speed of this aircraft was examined between Mach 2.3 and 3, seeking to maximise savings in travel time relative to subsonic transports 15 but without inducing extensive engine design delays through new technology. 16 Previous studies have shown that beyond Mach 3 mission block time is not significantly reduced, 17 and thermal heating presents increasing difficulties despite advances in technology. 18 Once an engine is selected for the aircraft, the speed where it is most efficient, based on range gained per unit of fuel used, will be chosen as the final cruise speed for the ESPA.…”
“…[31][32][33] The goal of the cost analysis was to determine if this aircraft could be economically favourable to airlines, aircraft manufacturers and passengers. Noting that passengers would be willing to pay an extra for a ticket that halved the travel time, 2,16 the ideal solution for the cost analysis would be to see the operating cost per seat be comparable to subsonic transports. The ESPA's cost figures were compared against the B757, A380, B787, A340, A320 and the B747 aircraft.…”
Despite 50 years of technological advancement since the inception of Concorde, research on supersonic passenger aircraft has only recently resulted in design and flight test of several small 12 to 55-passenger business jets with supersonic cruises between Mach 1.2 and 2.2. Analytical research designs of larger 300-passenger aircraft have been conducted only to speeds of Mach 2.0 and 2.2, mainly avoiding moving beyond turbojet propulsion. This research extends on an earlier multifactor regression sizing study to determine in greater design detail whether the configuration of a 200-passenger Mach 3.0 aircraft is feasible using extant technology. This research article is the second part of two and covers a suitable and cost-effective propulsion system for the executive supersonic passenger aircraft. Through this high-speed design, the research examines modern propulsion technology and the performance advancements it affords through higher efficiencies, higher metallurgical thermal limits, variable cycle engines and variable stator technology. The analysis was conducted on several potential propulsion systems using GasTurb software to obtain engine performance data. The performance results led to a combined cycle turbofan–ramjet engine as being the engine that could yield the most extensive range for the aircraft. Further investigation is needed on aircraft noise, engine emissions, the accuracy of the thrust-critical lift-to-drag ratios and the aeroelastic effects that can be closely coupled to noise and performance.
“…From these results, it was decided that a favourable compromise was to combine the ramjet’s superior fuel consumption at high Mach number with the turbofan’s fuel consumption at subsonic speed through a VCE. This hybrid conclusion is documented succinctly by Kraev, Siluyanova 16 and has been instantiated in research testing of the Revolutionary Turbine Accelerator (RTA) project by the NASA Glenn Centre. 20 The turbofan–ramjet also has the advantage of lower airport noise from a relatively low jet velocity at low speeds due to the turbofan.Figure 2.Comparison of optimised engines over the 2.3 to 3 Mach Range.…”
Section: Selection Of the Espa Enginementioning
confidence: 82%
“…The planned cruise speed of this aircraft was examined between Mach 2.3 and 3, seeking to maximise savings in travel time relative to subsonic transports 15 but without inducing extensive engine design delays through new technology. 16 Previous studies have shown that beyond Mach 3 mission block time is not significantly reduced, 17 and thermal heating presents increasing difficulties despite advances in technology. 18 Once an engine is selected for the aircraft, the speed where it is most efficient, based on range gained per unit of fuel used, will be chosen as the final cruise speed for the ESPA.…”
“…[31][32][33] The goal of the cost analysis was to determine if this aircraft could be economically favourable to airlines, aircraft manufacturers and passengers. Noting that passengers would be willing to pay an extra for a ticket that halved the travel time, 2,16 the ideal solution for the cost analysis would be to see the operating cost per seat be comparable to subsonic transports. The ESPA's cost figures were compared against the B757, A380, B787, A340, A320 and the B747 aircraft.…”
Despite 50 years of technological advancement since the inception of Concorde, research on supersonic passenger aircraft has only recently resulted in design and flight test of several small 12 to 55-passenger business jets with supersonic cruises between Mach 1.2 and 2.2. Analytical research designs of larger 300-passenger aircraft have been conducted only to speeds of Mach 2.0 and 2.2, mainly avoiding moving beyond turbojet propulsion. This research extends on an earlier multifactor regression sizing study to determine in greater design detail whether the configuration of a 200-passenger Mach 3.0 aircraft is feasible using extant technology. This research article is the second part of two and covers a suitable and cost-effective propulsion system for the executive supersonic passenger aircraft. Through this high-speed design, the research examines modern propulsion technology and the performance advancements it affords through higher efficiencies, higher metallurgical thermal limits, variable cycle engines and variable stator technology. The analysis was conducted on several potential propulsion systems using GasTurb software to obtain engine performance data. The performance results led to a combined cycle turbofan–ramjet engine as being the engine that could yield the most extensive range for the aircraft. Further investigation is needed on aircraft noise, engine emissions, the accuracy of the thrust-critical lift-to-drag ratios and the aeroelastic effects that can be closely coupled to noise and performance.
“…Similarly, in Russia, ‘ Tupolev has developed several projects … the Tu-244, Tu-344 and Tu-444 ’ 5 where the developmental Tu-244 was for 300 passengers, the Tu-344 aircraft developed for 10–12 passengers and the Tu-444 aircraft for 6–10 passengers. 5,6…”
Section: Introductionmentioning
confidence: 99%
“…The first two decades of this century have seen renewed research design and commercial interest in supersonic passenger aircraft in Russia, China, Europe, Japan and the United States with 14 research design developments focused on the smaller business jets. 3,5,7 The flight testing of three mature designs in the United States by the companies Aerion, Spike and Boom instantiates smaller supersonic business jets with cruise speeds of Mach 1.2, 1.6 and 2.2 and passenger capacities of 12, 18 and 55, respectively. 3,8…”
Despite 50 years of technological advancement since the inception of Concorde, research on supersonic passenger aircraft has only recently resulted in design and flight test of several small 12- to 55-passenger business jets with supersonic cruises between Mach 1.2 and 2.2. Analytical research designs of larger 300-passenger aircraft have been conducted only to speeds of Mach 2.0 and 2.2, mainly avoiding moving beyond turbojet propulsion. This research extends on an earlier multifactor regression sizing study to determine in greater design detail what the configuration of a 200-passenger Mach 3.0 aircraft could be using extant technology. This research article is the first part of two and covers the conceptual aircraft design evolution focussing on the aerodynamics, wing and fuselage. In contrast, the second article covers engine conceptual design and placement. Wing shape optimization is performed using fundamental CFD analysis to arrive at a configuration suitable for both subsonic and supersonic flight. Noise considerations and shock wave formation drive further design iterations based on the research literature. The viability of this research design informs a future multidisciplinary optimization like those recently published in the literature for smaller supersonic business jets.
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