A probabilistic approach for examining aircraft concept feasibility and viability

Presented at the 21st Congress of the International Council on the Aeronautical Sciences (ICAS), Melbourne, Australia, September 1998.

/pdf/a-stochastic-design-approach-for-aircraft-affordability-2wovqwiuhu.pdf

A Stochastic Design Approach for Aircraft Affordability

Presented at the 17th Annual Conference of the International Society of Parametric Analysts, San Diego, CA, May, 1995.

/pdf/economic-uncertainty-assessment-using-a-combined-design-of-3inbbm4rfo.pdf

Economic Uncertainty Assessment Using a Combined Design of Experiments/Monte Carlo Simulation Approach with Application to an HSCT

Six of the candidate propulsion systems for the High-Speed Civil Transport are the turbojet, turbine bypass engine, mixed flow turbofan, variable cycle engine, Flade engine, and the inverting flow valve engine. A comparison of these propulsion systems by NASA's Glenn Research Center, paralleling studies within the aircraft industry, is presented. This report describes the Glenn Aeropropulsion Analysis Office's contribution to the High-Speed Research Program's 1993 and 1994 propulsion system selections. A parametric investigation of each propulsion cycle's primary design variables is analytically performed. Performance, weight, and geometric data are calculated for each engine. The resulting engines are then evaluated on two airframer-derived supersonic commercial aircraft for a 5000 nautical mile, Mach 2.4 cruise design mission. The effects of takeoff noise, cruise emissions, and cycle design rules are examined.

/pdf/a-comparative-propulsion-system-analysis-for-the-high-speed-2b87v4m3ek.pdf

A Comparative Propulsion System Analysis for the High-Speed Civil Transport

Presented at the 2nd World Aviation Congress and Exposition, Anaheim, CA, October 13-16, 1997.

Development of Response Surface Equations for High-Speed Civil Transport Takeoff and Landing Noise

Advanced takeoff procedures were developed for a Mach 2.62 high-speed civil transport configuration (HSCT) equipped with turbine bypass engines, with the goal of reducing the takeoff noise levels for certification to FAR 36, Stage 3 noise levels. The detailed takeoff and landing module for the Flight Optimizations System (FLOPS) computer program was used to generate takeoff profiles. All takeoff procedures were constrained to meet a FAR takeoff field length of 11,000 feet, as well as the minimum required engine-out climb gradients for each airbome segment. Aircraft noise levels at the FAR 36 certification points were calculated using the Aircraft Noise Prediction Program (ANOPP). The study showed that using advanced takeoff procedures in noise certification could result in a 2.25 dB reduction in the amount of noise suppression required to certify this configuration for Stage 3 noise limits. Advanced procedures also resulted in an 8 percent reduction in the 100 EPNdB noise footprint area compared to basic FAR 36 takeoff procedures. In addition, improvements in the lift-to-drag ratio using high-lift devices were shown to produce 1.81 dB more noise reduction when used in combination with advanced takeoff procedures.

E. D. Olson

Papers

Advanced takeoff procedures for high-speed civil transport community noise reduction