SAWE Report - Cal Poly San Luis Obispo

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Ejection seat trade studies will need to be performed for the final configuration. The ACES II ejection seat shown in Figure 13.7 was initially chosen as the premier American seat available. However due to global politics the availability of many superior Russian seats would produce a necessary Figure 13.7 - ACES II Ejection Seat trade between increased cost of bi-lingual design teams, language retrofit on new equipment, product per system cost and the unknown safety superiority of the Russian seat(s). Figure 13.8 - AFCPS Further pilot safety issues were found in the canopy design. The use of an ejectable canopy was thrown out over the choice of a shape charge cutting system due to the possibility of aircrew and canopy striking each other after ejection. 89
14 Systems The systems of the Vendetta will closely follow the design architecture of the F-22. Technology advances by 2020 will render most of the electronics aboard the F-22 antequated, thus the next generation of this system should be implemented. Design trades on communications, processor I/O (such as unified vs. federated), system redundancy, and actuation will have to be performed on the new system. 14.1 Auxiliary Power Generation System The auxiliary power generation system consists of two components: an auxiliary power unit (APU) aand a self-contained energy storage system (SES). APU selection involved examining a number of mid-sized, gas turbine, generators with output exceeding the minimum 350 Hp (261.1 kW) estimated as needed for the Vendetta. A shortened list appears in Table 14.I. The RFP lists an APU but research Company Table 14.I - APU Selection Table points to the cost, volume and weight of the APU specified as being a Ram Air Turbine. A Ram Air Turbine (RAT) was eliminated due to the need for ground power and previous service experience. Modern designs utilize a SES for power backup due to its higher reliability, invulnerability to aircraft maneuver position, and airspeed. Model Honeywell 131-9A Honeywell 36-300 Honeywell 331-200 Pratt and Whitney PW901 Sundstrand Sundstrand APS2100 APS3200 Startup Ceiling Dry Weight Rating Power/Weight ft (m) lb (kg) kW Hp Hp/lb (kW/kg) 41000 350 (12497) (158) 343 460 1.31 (2.17) 35000 300 (10668) (136) 291 390 1.3 (2.14) 43000 500 (13106) (226) 432 579 1.16 (1.91) 25000 835 (7620) (378) 1145 1535 1.84 (3.03) 37000 270 (11278) (122) 376 504 1.87 (3.08) 39000 305 (11887) (138) 450 603 1.98 (3.26) Due to common unreliability of in-flight APU startup, startup ceiling was not seen as a major driver in APU selection. Overall high power to weight ratio as well as a rating above 350 Hp (261.1 kW) and small size was seen as the main APU selection criteria. With this in mind the Sundstrand APS 3200 was selected. Placement of the APU can be seen in Figure 14.1. Figure 14.1 - Sundstrand APS 3200 Location The SES is a design point to be focused on in the next level of design. Current hypergolically fuelled systems offer high power to weigh ratio but fuels are hazardous and expensive. Next generation fuel cell systems offer reasonably high power to weight ratios with standard JP-8. Trade studies considering cost of development, service life cost savings, and internal volume usage will have to be performed. 90
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SAWE Paper No. 3232 Category No. 10
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Table of Contents Abstract_________
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List of Figures Figure 1.1 - Design
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Figure 13.4 - Rectilinear Vision Pl
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Nomenclature AIAA American Institut
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α Angle of Attack, degrees, rad.
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Table 1.II - Summary of Design Requ
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Figure 1.3 - F-15 Strike Eagle F-11
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Table 1.III - Comparison of the F-1
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Many of the equations buried in the
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3 Configuration The current configu
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Another problem arises from the 20
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• Span = 54.7 ft • m.a.c. = 32
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4 Stealth Considerations As mention
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Table 4.I - Common Ground Radars Ra
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30 20 10 0 -10 -20 -30 -40 -50 1 GH
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5 Aerodynamics The major aerodynami
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1 GHz. 40º LE Sweep 10 GHz. 40º L
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5.3 Wing Thickness The effect of wi
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5.4 Airfoil The NACA 65A-003 airfoi
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1 Section Lift Coefficient 0.9 0.8
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90 80 Wing Cross Sectional Area (ft
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6 Propulsion In developing the prop
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Table 6.II - RFP Dimensions Compare
Page 49 and 50: 38 Figure 6.1 - VAATE Goals
Page 51 and 52: TSFC 3.0 2.8 2.6 2.4 2.2 2.0 1.8 1.
Page 53 and 54: Deflection Angle Analysis for Mach
Page 55 and 56: Figure 6.8 - Cost Association with
Page 57 and 58: The inlet has a boundary layer dive
Page 59 and 60: 7 Materials and Structure The overa
Page 61 and 62: Vertical Attachment Points Horizont
Page 63 and 64: 8 Landing Gear Landing Gear design
Page 65 and 66: steel. This means that more braking
Page 67 and 68: Table 9.II - Final Component Weight
Page 69 and 70: throughout the 5-hour mission. Usin
Page 71 and 72: 10 Stability and Control To initial
Page 73 and 74: difference in neutral point and cen
Page 75 and 76: 40 30 20 10 0 -10 -20 -30 -40 -50 2
Page 77 and 78: The Vendetta configuration utilizes
Page 79 and 80: -0.6 -0.4 UNSTABLE NEUTRAL -0.2 Lif
Page 81 and 82: Validation of an aircraft design su
Page 83 and 84: consumption. The main aspects of th
Page 85 and 86: In addition to the performance requ
Page 87 and 88: 70,000 Altitude (ft) 60,000 50,000
Page 89 and 90: 11.4 Mission Requirements By comple
Page 91 and 92: Table 11.VIII - Landing Flight Prof
Page 93 and 94: 11.7 Alternate Missions In addition
Page 95 and 96: 12 Payload Weapon internal layout d
Page 97 and 98: 13 Cockpit Cockpit Design began wit
Page 99: that could be used in landing and t
Page 103 and 104: 14.3 Fuel System Initial fuel syste
Page 105 and 106: 15 Manufacturing Several manufactur
Page 107 and 108: 16 Cost Analysis The final and perh
Page 109 and 110: Appendix Threats Chart Common Surfa
Page 111 and 112: Wing Break Point Fuel Aft Fuselage
Page 113 and 114: The Vendetta Design Team Chris Atki
Page 115 and 116: References 1. “Ejection Systems,
Page 117: 35. www.dfrc.nasa.gov/PAO/PAIS/HTML
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