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Introduction
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Advanced Electrical Power Systems the development of new systems to generate and distribute electrical power as an adjunct to more ef cient engine power extraction Flight control system and ight control actuation developments are already underway or are embodied in major civil programmes as evidenced by systems on the Airbus A380 and Boeing 787 aircraft. The A380 and B787 also use novel more-electric features as will be described elsewhere in this book.
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10.1.4 More-Electric Engine
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The engine also bene ts from the adoption of more-electric technology to address the following troublesome issues: Reduction of bleed air offtakes As engine bypass ratios increase so does the burden on the central engine core, reducing engine ef ciency and increasing fuel consumption. The reduction of engine HP air offtakes and the use of more-electric techniques has a considerable amelioration effect upon these adverse effects Removal of the accessory gearbox Engine accessory gearboxes are becoming increasingly complex as the number of drives and power offtakes increase Oil-less engine The engine oil system is complex on many engines, usually comprising a number of oil pumps, lter assemblies, coolers etc. The generation/conversion losses from the aircraft electrical generators reject heat into the engine. Great savings could be made if the oil system could be replaced with an alternative form of supporting the rotating engine assemblies. Electromagnetic bearing technology has been demonstrated on both sides of the Atlantic. However in order to be totally practicable, additional technologies have to be developed which permit the removal of the accessory gearbox and its associated power offtakes from the engine. Active Magnetic Bearings (AMB) technology is not yet able to support the big fans engine bearings during the blade-out condition which must be demonstrated as part of certi cation IGV/VSV control Many engines use Variable Inlet-Guide Vanes (VIGVs), and Variable Stator Vanes (VSVs), to control the air ow into the engine central core. These may be variously powered by hydraulics, pneumatics (bleed air) or by fueldraulic means. Programmes are underway to examine the feasibility of using electrical actuation techniques to replace the uidic power media Distributed engine control Present primary engine control is by means of a Full Authority Digital Engine Control (FADEC) which is normally located on the engine fan casing. However there are many features of engine control which are distributed around the engine such as reverse thrust, presently pneumatically actuated which would need to be actuated by alternative means in a more-electric engine. This leads to the possibility of using distributed engine control
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Advanced Systems
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Electrically driven fuel pump Engine fuel is pressurised by means of a shaft driven High Pressure (HP) pump. The HP fuel pump is typically sized for engine starting and when driven directly by the engine (via a reduction gearbox) operation at high engine rotational speeds produces excess fuel ow that must be spilled back to the pump inlet. This is aggravated at cruise altitudes where the fuel required by the engine is about ve times lower resulting in even more wasted pumping energy. In an all-electric engine the HP pump would be electrically driven at the optimum speed for the prevailing operating condition The realisation of these technologies is reaching fruition in demonstration programmes as described later in the chapter.
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10.2 Stealth
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The development of low observable aircraft has been given a high priority by the US Air Force in particular in the last two decades as a way of improving the combat effectiveness of the combat vehicle. The Lockheed F-117A stealth ghter , Northrop B-2 stealth bomber and the former Advanced Tactical Fighter (ATF) Dem/Val YF-22A and YF-23A projects were designed with this feature in mind. The selected F-22 Raptor underwent a protracted development and has entered service with the US Air Force in signi cant numbers over the past two years. Subsequent reports graphically indicated the bene ts of this technology during the Gulf War; both the F-117A and the B-2 bomber were deployed during the 1999 Kosovo con ict. The F-117A has undergone a standard con guration eet modi cation to standardise the low-observable coatings used across the eet previously a number of different techniques are utilised which evolved during the development and production phases. Recent reports of modi cations to the B-2 bomber eet have suggested the stealth technology, while operationally highly effective, does have a maintenance penalty.
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10.2.1 Joint Strike Fighter (JSF)
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The Joint Strike Fighter (JSF) was contested by competing teams from Boeing (incorporating the former McDonnell Douglas) with the X-32 and Lockheed Martin with the X-35. Both teams ew demonstration models with a downselection to an overall winner in 2001. These designs also embody stealth technology. The aircraft are designed to meet the requirements of four Services: the US Air Force; US Navy; US Marines and British Royal Navy. Three main vehicle con gurations are being developed: Conventional Take Off and Landing (CTOL) for the US Air Force Carrier Vehicle (CV) for the US Navy Short Take-Off Vertical Landing (STOVL) for the US Marines and Royal Navy
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Integrated Flight and Propulsion Control (IFPC)
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10.3 Integrated Flight and Propulsion Control (IFPC)
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As avionics technologies have developed in the last decade, it has become commonplace for the control of major systems to be vested in electronic implementations; such systems may have previously been solely mechanically or electro-mechanically controlled. Moreover, the availability and maturity of the technologies required to satisfy avionics system integration have proved equally appealing in satisfying the requirements of more basic aircraft systems. The bene ts of digital electronic control of mechanical systems are evident in greater precision and an ability to measure or predict performance degradation and incipient failure. Typical examples of this are digital implementations of ight control or y-by-wire and digital engine control, or Full Authority Digital Engine Control (FADEC). As substantial bene ts of improved performance and reliability are realised, e.g. weight reduction and other improvements in system integration and data ow, so the level of systems integration becomes correspondingly more ambitious. It is therefore a logical progression that the demonstrated bene ts of digital ight control and engine control systems has instigated development programmes which are examining the next level of integration that of Integrated Flight and Propulsion Control (IFPC). IFPC is actively being developed in the US. The vehicle for this US Air Force funded programme is the F-15 STOL/Manoeuvre Technology Demonstrator (SMTD), a highly modi ed F-15B which has been ying for some time from Edwards Air Force Base. Other aims of the technology demonstrators were to show that a high performance ghter could land upon a roughly constructed (or repaired) concrete strip 1500 ft 50 ft. This requires a sophisticated guidance system and an IFPC system to improve the aircraft response and therefore the precision with which the pilot can y the aircraft during the approach. The con guration of the F-15 SMTD aircraft is shown in Figures 10.1a and 10.1b. Of particular interest are the multiple effectors utilised on the SMTD aircraft which may be summarised as follows: Collective/differential canards Collective/differential aps and ailerons Collective/differential stabilators Collective/differential rudders Variable geometry inlets Engine control Two-dimensional (2-D) vectoring/reversing nozzles
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The collective/differential ight control surfaces allow a signi cant enhancement of the aircraft performance over and above that normally possible in an F-15 in the approach con guration. In addition normal control modes and the use of collective ight control surfaces should offer direct translational ight; that is, operation of those control surfaces should allow the aircraft to move, say vertically, without altering the pitch vector or attitude. The thrust vectoring
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