Design of UAV Systems Lesson objective - to discuss Propulsion and propulsion parametrics including … • Rationale • Applications • Models Expectations - You will understand when and how to use parametric propulsion relationships c 2002 LM Corporation Propulsion 18-1 Design of UAV Systems Definitions From Webster’s New Collegiate Dictionary • Parameter – any set of physical properties whose value determine the characteristics or behavior of a set of equations Our definition • Propulsion parametric – fundamental design parameter whose value determines the design or performance characteristics of an engine • Usually (but not always) a multi-variable relationship - e.g., SFC (WdotF/Bhp), Bypass ratio (BPR), etc. • Parametric model – Parametric based design approach to define, size, estimate performance and do trade offs on propulsion systems - Different from the traditional approach c 2002 LM Corporation Lesson 5a - Air vehicle parametrics 18-2 Design of UAV Systems Parametrics models • Simple models that correlate thrust or power, weight, fuel flow, speed and altitude - Most based on historical and technology trend data - Others based on simple definitions - Some based on non-dimensional analysis (See RosAP6.2.5) • Internal combustion (IC) engines are easiest to model - Simple (and generally independent) variables - One complexity is fixed pitch propeller performance • Jet engines are more difficult to model parametrically - Many interrelated design and operating variables • Turboprop (TBProp) parametric models are in between Propulsion parametrics can be used for pre-concept design but engine company models should be used as soon as they are available c 2002 LM Corporation Lesson 5a - Air vehicle parametrics 18-2a Design of UAV Systems Key parametrics • Engine Power-to-weight ratio (HP0/Weng) - HP0 = Maximum power (hp, uninstalled, sea level static) or - Weng = Engine weight (lbm, uninstalled) • Engine thrust-to-weight ratio (T0/Weng) - T0 = Maximum thrust (lbf, uninstalled, sea level static) - Weng = Engine weight (lbm, uninstalled) • Specific Fuel Consumption (SFC) SFC = Fuel flow/Power (WdotF/HP) or SFC0 = WdotF0/ HP0 (lbm/hp-hr) • Thrust Specific Fuel Consumption (TSFC) TSFC = Fuel flow/Thrust available(WdotF/Ta) TSFC0 = WdotF0/T0 (lbm/hp-hr) Note - “0” postscript indicates • Specific Thrust (Fsp) sea level static (V=0) - Fsp = Thrust/Airflow (T/WdotA) conditions - Fsp0 =T0/WdotA0 (lbf-sec/lbm) c 2002 LM Corporation Propulsion 18-3 Design of UAV Systems Engine size • Any number of performance requirements can drive engine size (See RayAD 5.2) - Takeoff - Ground roll and distance over an obstacle - And/or balanced field length (BFL) - Time and/or distance to climb - Cruise altitude and/or speed - Acceleration and/or turn performance - Engine out performance (for multi-engine aircraft) • Historical thrust-to-weight or power-to-weight data can be used for first pass sizing - See RayAD Tables 5.1 and 5.2 • UAV historical data is limited and we will use takeoff requirements for initial sizing - See RayAD Figure 5.4 c 2002 LM Corporation Lesson 5a - Air vehicle parametrics 18-4 Design of UAV Systems Raymer (power-to-weight) GA Single GA Twin Twin turboprop Raymer (thrust-to-weight) Trainer Bomber Transport Sizing - manned vs. unmanned 0.07 0.17 0.20 0.4 0.25 0.25 UAV data from various sources including Janes, Unmanned Air Vehicles c 2002 LM Corporation Propulsion 18-5 Design of UAV Systems IC engines • Engine power available (BHP) • Output per unit size varies by type - Small piston engines run at high RPM, have higher output per unit size. Same for rotary engines • For given engine at given altitude and RPM - Almost no variation with speed • At given RPM, manifold pressure varies with altitude • Max power varies with air density ratio (see RayAD Eqn13.10) - Bhp = Bhp0*(8.55*-1)/7.55 (18.1) • Engine SFC • Runs high for small and rotary engines • For given engine varies slightly with power available - Typically 5-10% lower at cruise condition • Engine power-to-weight varies with engine type c 2002 LM Corporation Lesson 5a - Air vehicle parametrics 18-6 Design of UAV Systems IC engine parametrics Compilation of data from various sources including: Roskam, Aerodynamics & Performance (RosAP); Janes, Aero Engines; Janes, Unmanned Air Vehicles; www.tcmlink.com/producthighlights/www.lycoming.textron.com/main c 2002 LM Corporation Propulsion 18-7 IC engine size Design of UAV Systems Vol vs. Weight Recip-air cooled Recip-liquid cooled Rotary-air cooled Rotary-liquid cooled all 20.00 = 30 = 40 10.00 0.00 0 100 (a) 200 50 = 20 pcf 300 400 500 Weight (lb) Length (in) 30.00 Volume (cuft) Length-to-Dequiv 40 Avg=1.3 L/De=2 L/De=1 30 Recip-air cooled Recip-liquid cooled Rotary-air cooled Rotary-liquid cooled all 20 10 10.00 (b) 20.00 30.00 40.00 Dequiv = sqrt[wh] (in) Charts 18-7/8 show only contemporary IC engines • Earlier engines were much larger Compilation of data from various sources including: - Roskam, Aerodynamics & Performance (RosAP) - Janes, Aero Engines - Janes, Unmanned Air Vehicles -www.tcmlink.com/producthighlights/ (c) c 2002 LM Corporation -www.lycoming.textron.com/main Propulsion 18-8 Design of UAV Systems Propellers • Two basic types of propellers (See RayAD10.4 & 13.6) - Fixed pitch and Variable pitch • Efficiency (p) varies with design and installation - Blockage and flow “scrubbing” generate losses • Fixed pitch efficiency varies with advance ratio (J) - See RayADFig13.13 - Props generally designed for climb or cruise • Variable pitch efficiency typically constant over range of design speeds - Use a nominal p = 0.8 for an initial guess • Thrust horsepower (THP) defined by - Thp = Bhp*p =Ta*V(fps)/550=Ta*V(KTAS)/325.6 Where ……….Ta = Thrust available • Therefore…….. - Thrust available decreases with speed Ta = 325.6*BHP*p /KTAS (18.2) c 2002 LM Corporation Lesson 5a - Air vehicle parametrics 18-9 Design of UAV Systems Propeller size • Key sizing constraint is tip speed (Mach number) - Linear function of engine RPM (V=R*) • Lightest-most reliable design is direct drive - No gear reduction • Some UAVs use high RPM engines with belt systems for speed reduction - Manned aircraft prop sizing can be used for UAVs - There will always be exceptions for special application aircraft (e.g.Altus) Compilation of data from unpublished sources plus: - Janes, Unmanned Air Vehicles c 2002 LM Corporation Lesson 5a - Air vehicle parametrics 18-10 Design of UAV Systems Propeller parametrics Nb = Number of blades Rp = Prop radius (in) Weight/Total blade length(in) ≈ 0.8 lb/in Raw data from Janes All the Worlds Aircraft c 2002 LM Corporation Propulsion 18-11 Design of UAV Systems Turboprop engines • Have typical prop characteristics (and constraints) plus jet exhaust for thrust augmentation • Thrust component is added for equivalent shaft HP, the difference between Shp and EShp (see RayAD 13.7) • Power available decreases with altitude • Decreases with pressure (see RayAD Table E.3) • SFC variation with altitude less severe than jet • Typical Lth/Dia = 2 - 3 • Typical density = 22 pcf • Typical diameter = [4*Vol/(*L/D)]^1/3 - From Vol(cyl) = [/4][D^2]L[D/D] c 2002 LM Corporation Lesson 5a - Air vehicle parametrics 18-12 Design of UAV Systems Typical TBProp parametrics Turboprop engines Data compiled from RosAP and Janes Aero Engines c 2002 LM Corporation Propulsion 18-13 Design of UAV Systems Jet engines • Includes turbojet (TBJet) and turbofan (TBFan) engines • Thrust, weight, airflow and TSFC depend on design and technology content and operating conditions • Difficult to capture in general purpose parametrics • Thrust available decreases with altitude - all engines • TSFC decreases with altitude - all engines • Effect of speed on thrust varies with bypass ratio (BPR) • Low BPR - thrust generally increases with speed • High BPR - thrust decreases with speed • See RayAD Appendix E for specific examples • Thrust-to-weight varies with engine size, BPR and advanced technology content • Physical geometry primarily a function of design BPR • Physical installation reduces thrust by 5-20% c 2002 LM Corporation Propulsion 18-14 Generic jet engine Design of UAV Systems V GG Airflow Gas Generator (GG) Fan GG thrust Fan Airflow Fan thrust Bypass ratio (BPR) = Fan airflow/total airflow WdotAgg WdotA*1/(BPR+1) WdotAfn WdotA*BPR/(BPR+1) Turbojet (TBJ) BPR = 0, Turbofan (TBFan) BPR < 10; TBProp BPR >> 10 c 2002 LM Corporation Propulsion 18-15 Design of UAV Systems Typical TBJet parametrics Data from Roskam, Aerodynamics & Performance (RosA)P and Janes, Aero Engines SFC0 - Small turbojets 1.5 All engines (more later) 1 0.5 0 1000 2000 3000 T0 (lbf) c 2002 LM Corporation Propulsion 18-16 Typical TBFan parametrics Design of UAV Systems TSFC 1 (lbm/hr-lbf) 0.75 0.5 0.25 0 0 2 4 6 8 10 BPR Data from Roskam, Aerodynamics & Performance (RosA)P and Janes, Aero Engines c 2002 LM Corporation Propulsion 18-17 TBJet and TBFan size Design of UAV Systems Database D (in) • Despite its apparent simplicity, Raymer’s engine size parametric correlates well with our database - One difference is that Raymer bases his correlation on engine inlet diameter - Our data shows that it correlates with overall engine diameter Engine diameter • Parametrics are for uninstalled engine 150 weight 120 - Nominal TBFan 90 60 T0/Weng = 5.5 D^2 (ft) = WdotA/26 30 - An installation factor 0 of 1.3 is applied to 0 30 60 90 120 150 estimate installed Raymer parametric (in) engine weight c 2002 LM Corporation Propulsion 18-18 Design of UAV Systems TBFan parametrics – cont’d Data from Roskam, Aerodynamics & Performance (RosA)P and Janes, Aero Engines c 2002 LM Corporation Propulsion 18-19 Design of UAV Systems Afterburning • Way to augment jet engine performance to meet peak thrust requirements such as….. Takeoff….combat maneuvers….supersonic flight • Works by injecting fuel into engine exhaust to react residual oxygen and increase temperature/jet velocity • Inefficient turbojet engines and turbofans can achieve high augmentation ratios - lots of air to “burn” • Efficient turbojets achieve low augmentation ratios - Most of the air already “burned” • Essentially a ramjet on the rear of the engine • Only works for low-to-moderate BPR turbofans - High BPR fans have insufficient overall pressure ratio • Relatively light weight but very fuel inefficient • High noise levels limit civil applications c 2002 LM Corporation Propulsion 18-20 Design of UAV Systems A/B parametric data Data from Roskam, Aerodynamics & Performance (RosAP) and Janes, Aero Engines c 2002 LM Corporation Propulsion 18-21 Design of UAV Systems TBProp baseline HP/W0 or T0/W0 (SLS) • We will use parametric data to make a first pass engine size estimate for our example UAV (see chart 15-40) • We assume a nominal TBProp UAV wing loading (W0/Sref) = 30 psf, a typical plan flap Clmax =1.8 (See RayAD Fig 5.3) and a standard Vto/Vs = 1.1 • From RayAD Figure 5.4, required takeoff parameter (TOP) for a 1500 ft takeoff UAV sizing parametric ground roll = 220 or: 0.5 220 = Piston Turboprop 0.4 Jet [W0/Sref]/[Clto*T0/W0] 0.3 • For Clto = Clmax/(Vto/Vs^2) 0.2 = 1.49 and W0 = 1918 lbm 0.1 BHp0/W0 = 0.092 0 BHp0 = 176.5 BHp 60.00 40.00 20.00 0.00 • BHp0/W0 correlates well Wing loading (psf) with our parametric data c 2002 LM Corporation Propulsion 18-22 Design of UAV Systems Application – TBProp Chart 18-13 shows turboprops of this small size class should be available at 2.25 Shp/lb - Nominal weight would be 78.4 lbm - At a density of 22 lb/cuft, volume would be 3.6 cuft - At nominal Lth/Diam = 2.5, engine diameter (Deng) = [4*Vol/(*Lth/Deng)]^1/3 ≈ 1.22ft and length (Leng) = 3ft - SFC0 would about 0.65 lbm/hr-Bhp In reality, however, there are no TBProps this small c 2002 LM Corporation Propulsion 18-23 TBFan alternative Design of UAV Systems HP/W0 or T0/W0 (SLS) • We will also use parametric data to make a first pass engine sizing for the TBFan alternative • We assume a nominal TBFan UAV wing loading (W0/Sref) = 40 psf, a typical plan flap Clmax =1.8 (See Raymer AD Fig 5.3) and a standard Vto/Vs = 1.1 • From RayAD Figure 5.4, required takeoff parameter (TOP) for a 1500 ft takeoff UAV sizing parametric ground roll = 100 or: 0.5 100 = Piston Turboprop 0.4 Jet [W0/Sref]/[Clto*T0/W0] 0.3 • For Clto = Clmax/(Vto/Vs^2) 0.2 = 1.49 and W0 = 2939 lbm 0.1 T0/W0 = 0.269 0 T0 = 790 Lbf 60.00 40.00 20.00 0.00 • T0/W0 correlates well with Wing loading (psf) our parametric data c 2002 LM Corporation Propulsion 18-24 Design of UAV Systems TBFan From charts 18-16/17 we estimate T0/Weng ≈ 5.5 - Our TBFan would weigh 144 lbm - At BPR = 5, WdotAmax = 790/30 = 26.3 pps - From charts 18-16/17 Deng ≈ 12 in, Leng ≈ 24 in From charts 18-17/19 TSFC0 ≈ 0.4 and TSFCcr ≈ 0.65 - But unfortunately, there are no BPR = 5 turbofans of size class (see ASE261.Engine database.xls) - However, there might be some under development c 2002 LM Corporation Propulsion 18-25 Design of UAV Systems Overall results The TBProp parametrics show the SFC0 value assumed in the Lesson 15 example is low (0.4 vs 0.65) - Small engines are less efficient than larger ones - The performance impact will significant but it will make make the results fit better with our sizing parametrics - And there are no engines available at the size required The TBFan parametrics show that Raymer’s values of cruise TSFC are optimistic (which we already knew) and that there are also no small BPR = 5 TBFan engines - Size effects are likely to reduce TSFC also However, we will continue our study as if engines were available since we really don’t know yet what size air vehicle we will end up with - We will, however, note these issues as development risk items and consider the implications when we select our final configurations c 2002 LM Corporation Propulsion 18-26 Design of UAV Systems Next subject From Webster’s New Collegiate Dictionary • Parameter – any set of physical properties whose value determine the characteristics or behavior of a set of equations Our definition • Propulsion parametric – fundamental design parameter whose value determines the design or performance characteristics of an engine • Usually (but not always) a multi-variable relationship - e.g., wing loading (W0/Sref), Swet/Sref, etc. • Parametric model – Parametric based design approach to define, size, estimate performance and do trade offs on propulsion systems - Different from the traditional approach c 2002 LM Corporation Propulsion 18-27 Design of UAV Systems Parametric models In the absence of real data, engine parametric models can be used to provide reasonable trends for use in pre-concept and conceptual design - For example, Equation 5.4 (RayAD Eq. 13.10) captures IC engine altitude effects and is useful for initial design - No similar effects are captured in traditional jet engine parametric models such as RayAD Eq. 10.5-10.15 - Mach and altitude effects are absent - More general purpose thrust and fuel flow models are needed and none exist Therefore, we will have to develop our own jet engine models (both TBJet and TBFan) - We will use the engine performance charts in RayAD, Appendix E as the basis for these models c 2002 LM Corporation Propulsion 18-28 Design of UAV Systems IC parametric model • Use Equation 18.1 (RayAD Eq. 13.10) to calculate maximum power as a function of altitude • BHP = BHP0*(8.55* -1)/7.55 (18.1) where • BHP0 = maximum power, SLS (sea level static) • = air density ratio • Calculate cruise performance at 75% takeoff power • Assume nominal 80% propulsion efficiency (p) • Estimate thrust available from • Ta = 325.6*BHP*p/KTAS (18.2) • Estimate fuel flow from • WdotF = SFC*BHP where • SFC assumed constant (use SFC0 from chart 18-7) • Estimate engine weight from chart 18-7 • For supercharged engine, assume pressure ratio/stage = 2 • See Raymer Figure 13.10 (page 394) • Adjust engine weight as appropriate c 2002 LM Corporation Propulsion 18-29 Jet parametric model Design of UAV Systems V GG Airflow Gas Generator (GG) Fan GG thrust Fan Airflow Fan thrust Assumptions Bypass ratio (BPR) WdotAgg WdotA*1/(BPR+1) WdotAfn WdotA*BPR/(BPR+1) GG Fsp = constant = Fsp-gg Fan Fsp = (V0/V)*Fsp-fn(SLS) BPR = Constant Turbojet BPR = 0, Turbofan BPR < 10; Propfan BPR >> 10 c 2002 LM Corporation Propulsion 18-30 Design of UAV Systems Jet parametric model • Assume jet engine thrust (subsonic) can be modeled as the sum two (2) simplified components - “Gas generator”(gg) - the core engine of a turbofan or turboprop - “Fan” (fn) - the fan or propeller • Assume core engine thrust varies with core airflow (constant core engine Fsp - a very simple approximation) • Assume fan Fsp varies inversely with speed ratio (V0/V) - Like a propeller - Select non-zero V0 to fit data as appropriate • Assume fan bypass ratio remains constant • Assume all other engine parameters follow “corrected” performance relationships (See P&W handbook, page 129) - Ta = Ta0* (18.3) - WdotF = WdotF0**sqrt(^k) (18.4) - SFC = SFC0*sqrt( ^k) (18.5) k = f(cycle) but ≈ 0.5 - WdotA = WdotA0* /sqrt() (18.6) - f/a = (f/a0)*sqrt()*sqrt( ^k) ≈ (f/a0)* ^.75 (18.7) c 2002 LM Corporation Propulsion 18-31 Design of UAV Systems Jet parametric model (cont’d) • Using these simplifying assumptions, thrust available can be estimated from: Ta = WdotA*Fsp = WdotA*[Fsp-gg/(1+BPR) + Fsp-fn*(V0/V)*(BPR/(1+BPR)] (18.8) where • WdotA = Total airflow (note :WdotA-gg = gg airflow) • Fsp-gg = Core engine Fsp • Fsp-fn = Fan Fsp (varies with number of fan stages) • V0 = Non-zero reference speed (select to fit data) • BPR - Fan bypass ratio (given by design) • Estimate installation losses at 5-20% (more to follow) • Estimate airflow from WdotA = WdotA0*delta/sqrt() (18.9) where • = ( @h)*(1+.2M^2)^3.5 (18.10) • = (@h)*(1+.2M^2) (18.11) • Estimate fuel flow from WdotA-gg*corrected fuel/air ratio = WdotA/(1+BPR)*(f/a0)* ^.75 c 2002 LM Corporation Propulsion 18-32 Design of UAV Systems RayAD model matching RayAD Appendix E engines (Table E.1 - Low BPR, Table E.2 - High BPR and Table E.3 - TBP) were modeled parametrically using the following values: LBPR HBPR TBP Core Fsp (sec) 90 90 90 Fan Fsp (sec) 66 25 5 V0 (KTAS) 100 100 50 BPR 0.4 8 133 Fuel/air ratio 0.0292 0.0292 0.0292 Even though our parametric model is unique to this course, engine companies often provide generic “cycle decks” which produce similar (but more accurate) results c 2002 LM Corporation Propulsion 18-33 Design of UAV Systems Model input rationale Core engine Fsp - Value (90 sec) selected from chart 18-17 for BPR = 0 Fan Fsp - LBPR value selected to match data, HBPR Fsp scaled based on fan pressure ratio differences (1.6 vs. 4.3), TBP Fsp estimated at 20% HBPR Fsp. V0 - Values selected to match data BPR - Given values used except for TBP which was selected to match data Fuel/air ratio - Value selected to match data c 2002 LM Corporation Propulsion 18-34 Model correlation - LBPR Design of UAV Systems Parametric model SFC (sec) (lbm/hr-lbf) Low Bypass Ratio Turbofan SFC Correlation 1.2 1.1 1.0 0.9 0.8 0.7 0.7 0.8 0.9 1.0 1.1 1.2 (lbm/hr-lbf) Table E.1 SFC (sec) c 2002 LM Corporation Propulsion 18-35 Model correlation - HBPR (lbm/hr-lbf) Design of UAV Systems (lbm/hr-lbf) c 2002 LM Corporation Propulsion 18-36 Model correlation - TBP (lbm/hr-lbf) Design of UAV Systems (lbm/hr-lbf) c 2002 LM Corporation Propulsion 18-37 Database comparison - TBF Design of UAV Systems • Even though model Fan Fsp values generally match Raymer’s models at BPR = 0.8 and 8.0 by definition - We have no idea what Fan Fsp might look like at intermediate BPR values - And we have no idea how they correlate with real ones • We can get answers by assuming values of Fsp-gg and use Eq 18.18 to calculate Fan Fsp for typical engines Fsp-fn parametric (Assumed Fsp-gg = 90) 80 Fsp-fn parametric (Assumed Fsp-gg = 80) 100 Calculated values Calculated values 80 Model values 60 Est. upper bound 40 Model values 60 40 20 20 0 0 0 2 4 6 8 10 0 2 4 6 8 10 BPR BPR • The Fsp-gg = 80 data looks like it provides a better fit c 2002 LM Corporation Propulsion 18-38 Design of UAV Systems Other data comparisons • Actual engine performance data can also be used to check and/or calibrate parametric model estimates - For example, parametric model performance estimates for typical TBProp and TBFan engines can be compared to actual engines under the same flight conditions - But because of design differences, even real engines will show performance variations - Nonetheless, the comparisons can be used to generate multipliers to ensure the model estimates match actual engine performance ranges • Comparisons with database TBProp and TBFan engine performance are shown in the following chart - TBProp model thrust available and SFC are seen to fit within the data spread, albeit somewhat optimistically - TBFan thrust fits the data but TSFC is about 15% high - A 0.87 TBFan TSFC multiplier will compensate for it c 2002 LM Corporation Propulsion 18-39 Performance correlations Design of UAV Systems TBProp SFC at 250 kts) TBProp power ratio at 250 kts 0.60 1.1 TPE331-14 PT6A-41 (Flat rated) Other 0.9 TPE331-14 PT6A-41 (Flat rated) Other 0.55 0.7 0.50 0.5 0.45 0.40 0.3 10 20 30 40 10 50 20 30 40 50 Altitude (Kft) Altitude (Kft) TBFan Cruise TSFC (35-40Kft) TBFan Cruise thrust ratio (35-40Kft) 1 M = 0.7-0.85 0.3 0.9 M = 0.7-0.85 0.8 0.25 0.63/36Kft 0.7 0.2 0.6 0.63/36Kft 0.15 0.5 0 2 4 6 8 10 0 Data from Roskam, Aerodynamics & Performance (RosA)P and Janes, Aero Engines c 2002 LM Corporation 2 4 6 8 10 BPR BPR Propulsion - Propulsion model estimate 18-40 Design of UAV Systems A note about Turboprops • Raymer’s Appendix E.3 TPB model is somewhat unique in that performance is expressed in terms of thrust and TSFC, not Shp or Eshp and SFC = WdotF/Hp - This makes us work the problem backwards - In a traditional propeller aircraft analysis, we first calculate Bhp available and then multiply by p to determine thrust horsepower (Thp) available - The Breguet range equation includes p in the numerator and SFC is based on uninstalled Bhp - In our model we calculate thrust and fuel flow directly - We, therefore, have to calculate Thp from the definition Thp = T*V(fps)/550 = T*V(kts)/325.6 and then divide by p to get Shp - Then we calculate SFC from fuel flow and Shp c 2002 LM Corporation Propulsion 18-41 Design of UAV Systems Installation losses • An important issue for any engine model or data is installation losses - All installations degrade power or thrust available compared to engine company test stand-type data - The differences are large enough to effect even preconcept design estimates • Jet engine losses derive from multiple factors - Inlet and nozzle losses - Bleed air - Power extraction - Etc. • Turboprops also have to deal with prop efficiency • IC engine installations have similar losses (air induction system, mufflers, generators and props) We will capture these effects using simple installed performance knock down factors - We will use 0.8 - 0.95 for TBJ and TBF installations - p will capture all losses for ICs and TBPs During conceptual design, actual performance losses should be calculated for the specific designs studied c 2002 LM Corporation Propulsion 18-42 Design of UAV Systems Example - TBProp 1. Our TBProp UAV weighs 1918 lbm, has a balanced field length requirement of 3000 ft (ground roll = 1500 ft) and Clto = 1.49 and wing loading of W0/Sref = 30 psf (qto = 20.2 psf , takeoff speed = 77.2 kts). We assumed a nominal cruise of 180 kts at 27.4Kft, an initial cruise weight (w4) = 1726 and a cruise lift-todrag ratio (LoDcr) of 23. What size engine is required for takeoff and will it meet cruise requirements? 2. From RayAD Figure 5.4, the required prop aircraft ground roll takeoff parameter for is 220 where TOP =[W0/Sref]/[CLt/o*(Bhp0/W0)] = = qt/o/(Bhp0/W0) or Bhp0/W0 = qto/220 = 0.092 - Engine size, therefore, is BHP0 = 1918Klb*0.092 = 176.5 Bhp c 2002 LM Corporation Propulsion 18-43 Design of UAV Systems TBProp takeoff estimate 3. Because propeller models have singularities at V=0, the TBProp is sized at V = V0 = 50 kts (M = 0.076) - At an assumed p = 0.8*, takeoff thrust (T0) can be calculated directly by definition of BHP or T0 Bhp0*550*p/KTAS*1.689 = 919.6 lbf - Equation 18.8 is solved for total airflow using chart 18.33 TBP model values or Wdota = 919.6/[90/134 +5*(50/50)*(133/134)] = 163.2 pps - Knowing WdotA0, the TBP model can now predict thrust, airflow and fuel flow at cruise conditions - For simplicity, this will be done only once at Vcr = 180 kts and an altitude of 27.4 Kft (M=0.3) - Then it will be programmed in a spreadsheet * p is assumed to account for all installation losses c 2002 LM Corporation Propulsion 18-44 Design of UAV Systems TBProp cruise estimate 4.Equations 18.9-11 provide estimates of total airflow (WdotA) at cruise (M=0.302), where = (a@27.4Kft)*(1+.2M^2)^3.5 = 0.3556 = (a@27.4Kft)*(1+.2M^2) = 0.8264 WdotA = WdotA0*/sqrt() = 64 pps - Core airflow by definition of BPR is Wdota/(BPR+1) or for BPR = 133, Wdota-gg = 0.48 pps - Fuel flow is calculated using the model fuel-to-air ratio value f/a = 0.0292 corrected for , or …. WdotF = WdotA-gg*(f/a)* ^.75 = 0.012 pps or 43.4 pph - Equation 5.8 is used to calculate Ta where Ta = WdotA*(Fsp-gg/(1+BPR)+Fsp-fn*(V0/V) *(BPR/(1+BPR)) = 64*(90/134+5*(50/180)*(133/134) = 130.9 lbf c 2002 LM Corporation Propulsion 18-45 Design of UAV Systems TBProp cruise - cont’d - Thp is calculated using Eq 18.2 or Thp =130.9*180/325.6 = 72.4 Hp while Shp = 72.4/0.8 = 90.4 Bhp - Finally SFCcr WdotF/Shp is calculated and found to be SFCcr = 43.4pph/90.4Bhp = 0.48 pph/Bhp - Next we need to compare thrust “available” against thrust “required” drag - We get this by dividing weight by LoDcr or D ≈ 1726lbm/23 = 75 lbf which is 57% of Ta and shows that the TBProp meets cruise thrust requirements at 180 kts c 2002 LM Corporation Propulsion 18-46 Design of UAV Systems TBProp summary TBP sizing 1. Select takeoff speed (Vto), calculate qto [W/S]/Clto 2. Estimate takeoff Bhp0 required (RadAD Fig 5.4) 3. Select takeoff “sizing” speed = V0 (i.e. 50 kts) 4. Calculate Tavail at sizing speed (Ta0 = 325.6pBhp0/V0) 5. Calculate WdotA0 from Fsp and Ta0 at V0 (Eq 18-8, BPR = 133) TBP performance 1. Select speed (KTAS) & and altitude (h) 2. Calculate , and M at h (atmosphere spreadsheet) 3. “Correct” and for M (Eqs 18-10 and 18-11) 4. Calculate total (prop+engine) WdotA (Eq 18-9) 5. Calculate engine airflow (WdotA-gg = WdotA/[BPR+1]) 6. Calculate corrected fuel-to-air ratio (Eq 18.7) 7. Calculate fuel flow (WdotF= WdotA-ggcorrected fuel-to-air ratio) 8. Calculate thrust available (Eq 18-8) 9. Calculate uninstalled Bhp (= TaKTAS/[325.6 p) 10. Calculate uninstalled SFC [SFC = WdotF/Bhp(uninst)] 11. Check that Ta > D = W/LoD c 2002 LM Corporation Propulsion 18-47 Design of UAV Systems Typical example - TBFan 1. Our TBFan alternative weighs 2914 lbm, has a balanced field length requirement of 3000 ft (ground roll = 1500 ft) and Clto = 1.49 and wing loading of W0/Sref = 40 psf (qto = 26.9 psf , takeoff speed = 89.1 kts). We assumed nominal cruise at 300 kts at 27.4Kft, an initial cruise weight (w4) = 2645lbm and a cruise lift-to-drag ratio (LoDcr) of 22.5. 2. From RayAD Figure 5.4, the required jet aircraft ground roll takeoff parameter for is 100 where TOP =[W0/Sref]/[CLt/o*(T0/W0)] = = qt/o/(Bhp0/W0) T0/W0 = qto/100 = 0.269 - Engine size, therefore, is T0 = 2914*0.269 = 784 lbf c 2002 LM Corporation Propulsion 18-48 Design of UAV Systems where TBFan performance 3. The TBF model also has a singularity at V=0 and is sized at V = V0 by solving for WdotA0 where Fsp0 = Fsp-gg/(1+BPR)+ Fsp-fn*(BPR/(1+BPR) and T0 = WdotA0*Fsp0 4. Therefore for BPR = 5.0, Fsp-gg = 90, Fsp-fn = 30 (vs. 25 at BPR = 8) and T0 = 784 lbf WdotA0 = 784/(90/6+30*5/6) = 19.6 pps 5. Performance at other conditions is determined using Equations 18.9-11 and V0 = 100 kts. For example, at h = 27.4 Kft, V = 300 Kts (M = 0.503) : = (@27.4Kft)*(1+.2M^2)^3.5 = 0.37969 = (@27.4ft)*(1+.2M^2) = 0.8527 and WdotA = WdotA0*delta/sqrt() = 8.4pps c 2002 LM Corporation Propulsion 18-49 Design of UAV Systems TBFan performance - cont’d - By definition core airflow (Wdota-gg) = Wdota/(BPR+1) or for BPR = 5, Wdota-gg = 1.4 pps - Fuel flow is calculated using the model fuel-to-air ratio value f/a = 0.0292 corrected for , or WdotF = WdotAgg*(f/a0)* ^.75 = 0.037 pps or 131 pph - Equation 18.8 once again is used to calculate thrust T = WdotA*[Fsp-gg/(1+BPR)+Fsp-fn*(V0/V) *(BPR/(1+BPR)] = 8.4*(90/6+30*(100/300)*(5/6)) = 197 lbf and TSFC = 131pph/197lbf = 0.67pph/lbf - At a LODcr of 22.5 and initial cruise weight =2623 lbm, D = 116.6 lbf compared to TBFan T (uninstalled) = 198 lbf. If we assume a 5% installation loss, Ta = 188 lbf, which is enough to meet the cruise thrust requirements c 2002 LM Corporation Propulsion 18-50 Design of UAV Systems TBFan summary 1. Select BPR 2. Select Fsp-fn = f(BPR) Chart 5b-13 3. Select takeoff speed (Vto), calculate qto [W/S]/Clto 4. Estimate takeoff T0 required (RadAD Fig 5.4) 5. Select takeoff “sizing” speed = V0 (i.e. 100 kts) 6. Calculate WdotA0 from Fsp and T0 at V0 (Eq 18-8) TBF sizing TBF performance 1. Select speed (KTAS) & and altitude (h) 2. Calculate , and M at h (atmosphere spreadsheet) 3. “Correct” and at M (Eqs 5-13 and 5-14) 4. Calculate WdotA (Eq 5-12) 5. Calculate core airflow (WdotA-gg = WdotA/[BPR+1]) 6. Calculate corrected fuel-to-air ratio (Eq 5.10) 7. Calculate fuel flow (WdotF = WdotA-ggcorrected fuel-to-air ratio) 8. Calculate uninstalled thrust (Eq 5-11) 9. Calculate installed thrust (Tinst = Tuninstinstallation factor) 10. Calculate installed TSFC (TSFC = WdotF /Tinst 11. Check that Tinst > D = W/LoD c 2002 LM Corporation Propulsion 18-51 Design of UAV Systems Concluding remarks • Our parametric models predict reasonable performance for a range of types, altitudes and subsonic speeds • Although approximate, they capture effects not included in traditional parametrics, e.g. RayAD equations 10.4-15. - They can be used for pre-concept design studies until better data is available • The models are approximate and are valid only at subsonic speeds • The models do not capture temperature or RPM limits obvious in RayAD Appendix E plots • The models do the best job of predicting airflow • The model do the worst job of predicting HBPR and TBP performance at low-altitude and high-speeds. - Typically, these engines are not operated under such conditions and the errors have little practical effect • During conceptual design engine company models should be used c 2002 LM Corporation Propulsion 18-52 Design of UAV Systems Expectations You should now understand • Propulsion parametrics and parametric models • Where they come from • How they are used • The limits of their applicability c 2002 LM Corporation Propulsion 18-53 Design of UAV Systems Homework 1. Write spreadsheet programs to calculate uninstalled IC, TBProp and TBFan engine performance with airspeed (or M) and altitude (or delta & theta) as inputs - (team grade) 2. Run your TBProp and TBFan models for the example problems (charts 18-43 through 18-50) and compare results (team grade) - Identify any errors in my example problems 3. Using a balanced field length criteria for takeoff, size engines for your proposed air vehicle (individual grades) 4. Use the team spreadsheets to calculate uninstalled engine performance at takeoff and dash (target ID) speeds for your proposed air vehicle (individual) 5. Compare TBProp and/or TBFan results to ASE261.Engine.Models.xls and identify differences (individual grades) c 2002 LM Corporation Propulsion 18-54 Week 2 Design of UAV Systems c 2002 LM Corporation Propulsion Intermission 18-55