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Hydrogen Business Jet Preliminary Design Review Team III

Hydrogen Business Jet Preliminary Design Review Team III. Derek Dalton Megan Darraugh Sara DaVia Beau Glim Seth Hahn Lauren Nordstrom Mark Weaver. Design Requirements. Alternative fuel: l H 2 Mid-sized 8 passengers Ultra-long-range business jet

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Hydrogen Business Jet Preliminary Design Review Team III

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  1. Hydrogen Business JetPreliminary Design ReviewTeam III Derek Dalton Megan DarraughSara DaViaBeau GlimSeth HahnLauren NordstromMark Weaver

  2. Design Requirements • Alternative fuel: lH2 • Mid-sized • 8 passengers • Ultra-long-range business jet • Providing non-stop service between locations such as Los Angeles-Tokyo

  3. Market Overview • Projected 10-year revenue is $50B for the entire ultra long range market • Acquire 15% market share within 10 years • Approximately 20 aircraft sold annually • $1.2B in potential annual sales, 2% of total business aviation market • Expect to enter market in 2040 • Assuming $12B in development costs, will break even in 10 years

  4. Hydrogen Business Jet

  5. Front View 28 ft 8 ft 83.5 ft

  6. Side View 26.45 ft 12 ft 123 ft

  7. Compliance with Requirements *Cruise Altitude Rated

  8. Carpet Plots Design Point

  9. Carpet Plots Design Point

  10. Flight Envelope

  11. V-N Diagram

  12. Mission Performance

  13. Twin Spool Turbofan • Unmixed flow • Bypass ratio: 4.5 • Total pressure ratio: 25 • Weight: 4,400 lbm • Diameter: 3.6 ft • Thrust (SLS): 33,800 lbf • SFC (SLS): 0.14 lbm/lbf-hr

  14. Fan Study at SLS

  15. Structures & Materials • Wing & fuselage skin: Carbon Epoxy laminate • Core in laminate adds stiffness for little additional weight • The laminate can be compared to an I-beam: • Skins act as the I-beam flange • Core materials act as the beam’s shear web • Pylons: Titanium (Ti – 6Al- 4V) • Good for high load, poor shear properties

  16. Structures & Materials • Ribs/stringers: • Al 2024 • Al 7075 • Al-Li alloy in future • Landing gear: • Steel 300M • Spar: • Aluminum 7175T66 will be used to get a 1.7 safety factor Engine Weight Wing Weight Fuselage 11.5 ft 16.9 ft Lift Force 21.5 ft • Lift was simplified to a point load at the aerodynamic center since the specific airfoil was not chosen

  17. Landing Gear • Tricycle configuration • Better visibility, good maneuverability • Requires proper balance to ensure braking and steering effectiveness • Oleo-pneumatic shocks

  18. Supercritical Airfoils • Relatively high cruise speed cause local shocks on most airfoils • Supercritical airfoils reduce the severity of the shocks by distributing the pressure over the entire chord

  19. Airfoil Selection • Unable to choose an airfoil because of limited data available on specific supercritical airfoils • Most aircraft with transonic cruise have airfoils tailored to their specific mission

  20. Weight Breakdown

  21. Wpassengers Wlanding gear, main Weight Location 123 ft X 61.6 ft Wfuel 2,3,4 A Wfuel 2,3,4 B Wfuel 2,3,4 C Wbaggage Wwing Wcrew Wfuel 1 Wengine Wlanding gear, front Wfuselage Wverticle tail Whorizontal tail Neutral Point

  22. 2 4 3 1 Fuel Storage A 2 B C 3,4 12 ft Passengers 8 ft Pax Area 1 35 ft Fuel Weight = 11760 lb LH2 Density = 4.23 lb/ft3 78 ft • D = 8 ft, L = 43 ft, V = 2027 ft3 8575 lb LH2 • Each Section: D = 3 ft, L = 25 ft, V = 169 ft^3 717 lb LH2 • Tank 2: V = 509 ft3 2152 lb LH2 • Each Section: D = 1.5 ft, L = 25 ft, V = 41 ft3 172 lb LH2 • Tank 3: V = 122 ft3 516 lb LH2 • Each Section: D = 1.5 ft, L = 25 ft, V = 41 ft3 172 lb LH2 • Tank 4: V = 122 ft3 516 lb LH2 • Total: V = 2780 ft3 11760 lb LH2 Nose: 2*8 = 16 ft Tail: 3.6*8 = 28 ft Total: 78 + 16 + 24 = 123 ft

  23. C.G. Travel Neutral Point

  24. Dynamic Stability

  25. Acquisition Cost Based off Average of FLOPS and Historical Trend Data Both took into account increased technology as weighted factors Direct Operating Cost (DOC) $5/gallon for Hydrogen 4 Flight Crew Weighted Factors for Engine/Airframe Labor, Burden, and also Insurance Approx. $50,000/departure at 200 departures per year Cost

  26. Outstanding Issues • Stability • Airfoil Selection and Aerodynamic Analysis • Detailed Structural Analysis • FAA Certification • Research and Development Cost Analysis

  27. Questions

  28. Explosion Hazard Leakage and Boil over Explosion Similar to Jet Fuel Characteristics Proper Care and Materials Needed Materials need to withstand very Low Temperatures Safety Relief Valves, Purging, Sensors, and Sophisticated Seals Proven As Safe as Jet Fuel No Detonation in Free Atmosphere Tested and Comply with Present Regulations Fire Hazard Boils off No Fire Carpet Fast Burn with Low Radiation Hydrogen Safety .30 Caliber Armor Piercing Placed in Bonfire Charred Remains

  29. Hydrogen Fueled Engine • Hydrogen has lower Flame Temperature • Reduced Turbine Inlet Temperature resulting in decrease in thrust • Premixing almost necessary for proper combustion • Other Slight Modifications needed

  30. Advantages Reduces Size of Engine Hydrogen Already onboard Can be stored in empty wings Reduced Noise Disadvantages Needs Several Megawatts of Energy Current APU’s producing only a few Megawatts and outweighing turbines Possible Fuel Cell APU

  31. Fuel Supply/Engine Modifications • High Pressure Pump • Centrifugal Pump at approx. 150 RPM • Move LH2 from tanks to combustor • Heat Exchanger • Transform Liquid to Gas before Combustion • Needs to increase temperature to about 150-300 K • Purging System • Flush Air from Pipes • Added Sensory • Sense Leakage • Proper Materials • Perform at very low temperature

  32. Cryogenic Liquid Hydrogen • Critical Temperature • -400 °F • Critical Pressure • 188 psia • Cryogenic Storage • -423 °F • 30 psia • Requires 30% of Heating Value to Liquefy (15,000 BTU/lbm)

  33. LH2 Cryogenic Tank • Current Cryogenic Tanks • Carbon Steel Alloy Outer Shell • Perlite Insulating Layer with Mylar wrapped Inner Shell • Al-Ni Inner Shell • Future Cryogenic Tanks • Carbon Fiber Outer Shell • Graphite Fiber – Resin Matrix Composite Insulation • Advanced Composite Inner Shell

  34. Top View 8 ft

  35. FLOPS Input • Moved Fuel from Wings to Fuselage • Modified Heating Value to 54,000 BTU/lbm • Added Composite Wing and Fraction of Structure • Additional Weighted Factors for Fuel System to Include Cryogenics • Increased Cost of Labor and Material

  36. Constraint: Landing

  37. Constraint: Landing

  38. Constraint: Landing

  39. Constraint: Landing

  40. V-N Diagram Support • Gust Velocities • At VB, G = 60.4 ft/s • At VC, G = 45 ft/s • At VD, G = 22.5 ft/s • nGust =1 + VG(KGGCLalpha)/(498W/S) • KG = .88u/(5.3 + u) • u = 2W/S/(p*cbar*g*CLalpha)

  41. Fan Study at 40,000 ft

  42. Engine Code Validation

  43. Landing Gear • Size calculation • Used Business Twin equations • Table 11:1 – English Units Diameter or Width (inches) = A * WwB (where Ww is the weight applied on each wheel)

  44. Structural Layout • Guidelines • Never attach to skin alone • Structural members should not pass through cabins, air inlets, etc • Attach engine, landing gear, seats, etc to existing structural member • Design redundancy into structure • Mount control surfaces to spar • Carry-through wing • Added structural complexity with tanks above main cabin

  45. Spar Calculation

  46. Stability Formulas Add cg equ. Xbar=xi*Wi/Wi Static margin formula = Xn-X bar/C bar Equ for VHT

  47. C.G. Location

  48. Stability Summary

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