ESTOL (Extremely Short Take-Off and Landing)

S. Tsach* and L. London Israel Aerospace Industries (IAI), Ben Gurion Intl. Airport, 70100, Israel D. Kleiman, L. Abush and A. Tatievsky Israel Aerospace Industries (IAI), Ben Gurion Intl. Airport, 70100, Israel The use of propulsive lift provides STOL performance that significantly reduces field-length capabilities and lowers approach speeds for improved safety. ESTOL aircraft could use runways at much smaller airports than the conventional aircrafts, allowing expansion of commercial flights to many more locations .Enabling commercial flights to take off and land in ever-shorter distances is an ongoing goal for aircraft designers, and several approaches are under development. I. Introduction Airport limited capacity is a current problem in US and Europe aviation traffic. Airport activity has increased considerably over the last few years. As a result airports have become extremely congested and have undergone many flight delays and cancellations. With expected growth in traffic demand, this problem will get even worse. One way to alleviate this growing problem is to utilize the runways, airport ground, and infrastructure that are already in existence at major airports, but are too small for large aircraft all while maintaining current air traffic patterns. By making use of the smaller runways for ESTOL vehicles will greatly relieve current airport problems.

Figure 1. Air Traffic Forecast [7]

Numerous aerodynamic and mechanical methods have been proposed and evaluated for such applications to fixed-wing aircraft, including the use of very low wing loading, passive leading- and trailing-edge mechanical high-lift devices, boundary layer control on leadingand trailing-edge devices, and redirection of the propeller or jet engine exhausts on trailingedge flap systems. Using engine exhaust to augment wing lift is known as powered lift, and this approach differs from vertical takeoff and landing (VTOL) systems where power is used for direct lift.
*

Director, Advanced Programs Department, stsach@iai.co.il Engineer, Advanced Programs Department, london@iai.co.il

During the middle 1950s, intense research efforts on several powered lift schemes began in Europe and the United States, resulting in dramatic increases in lift available for STOL applications. The accompanying figure no. 2 shows history of maximum lift development.

Figure 2. History of maximum lift development [12]

In the period after World War II, when the U.S. NASA conducted researches on a fairly large number of approaches to ESTOL flight, the deflected slipstream approach was investigated through models, wind tunnel tests and construction of full scale aircraft. The concept of the ESTOL 60's studies is increasing maximum wing lift to CLmax=6 to 8 by the means of: N Induced airflow of the propeller on the wing/flaps. N Advanced two-staged flaps with advanced profiles.

Figure 3. Effect of tail on longitudinal aerodynamic characteristics [2]

Late research, wind tunnel and flight tests have shown that using Upper Surface Blowing (USB) technology can produce maximum lift coefficient near 10. A great class of concepts have been tried to increase maximum lift using high pressure air from the engine. Some examples of powered lift concepts are: A. Propeller Slipstream Deflection The basic principle is to deflect the slipstream from propellers to create an upward thrust. employing the efflux of engines to increase wing lift using the jet- flap concept to remove the limitations of conventional high-lift devices. The magnitude of maximum lift obtained in this approach can be dramatically increasedby factors of three to four times as large as those exhibited by conventional configurationspermitting vast reductions in field length requirements and approach speeds. Wind tunnel conducted in NASA and reported in report TN D-4448 concludes that the deflection of the air stream generated by front mounted propellers, using high angle (80100) large flaps, causes a significant increment in lift coefficient value.

Figure 4. Wind tunnel model [1]

Figure 5. Model geometry for NASA wind tunnel tests [1]

This report points that a combination of running propellers that cover most of the wing can increase up to 4 times the maximum lift coefficient. In addition, a combination of running propellers and lowering flaps can increase up to 8 times the maximum lift coefficient. The same maximum lift coefficient can be achieved in higher angle of attack by using slat. This report also describes a high pitching moment Cm that obtained by the combination of flaps and running propellers. It is necessary to trim this moment.

Figure 6. CLmax Vs. CD for different Propeller Thrust [1]

The Breguet 941 was a French four-engine STOL transport aircraft developed by Breguet in the 1960s. The Breguet STOL concept used four Turbine engines to drive a common power shaft, which, in turn drove four oversize propellers, which were evenly spaced along the leading edge of the wing with large, full-span, slotted flaps, with the arrangement known as blown wing. The Breguet Max takeoff weight: 58,422 lb proved Take-off run (at 48,500 lb) of 185 m (607 ft). Although widely evaluated, it was not built in large numbers, with only one prototype and four production aircraft being built. In service: 1967-1974

Figure 7. The Breguet 941 [6] 9.65 m

23.40 m Figure 8. The Breguet 941

[14]

23.75 m

Figure 9. Positioning the Breguet 941 [14]

B. Upper Surface Blowing One of the most promising powered-lift concepts is the upper surface blown (USB).

Figure 10.

Upper Surface Blowing [12]

In the USB system the engine is arranged over the top surface of the wing, blowing over the flaps. When the flaps are lowered the Coand* effect makes the jet exhaust attach to the wing and turns it downward over the trailing-edge flap for lift. Boeing YC14 The Boeing YC-14 was a twin-engine short take-off and landing tactical transport. The upper-surface-blowing design for high aerodynamic lift used two jet engines that blew high-velocity airstreams over the inboard portion of the wing and over special trailingedge flaps. The large multi section flaps extended rearward and downward from the wing's trailing edge to increase the wing area, thus creating extra lift, which was further augmented by positioning the engines so their jet blast across the upper wing surfaces created still more lift. The first Boeing YC-14 (serial number 72-1873) flew on 9 August 1976. The first flight of the YC-14 demonstrated superior STOL performance and low-speed maneuverability. Even with its 27,000-pound STOL payload, the YC-14's takeoff run was 1,000 feet, and it could land in a slightly longer distance.

Figure 11.

Boeing YC-14 [25]

NASA QSRA In the late 1970s and early 1980s, NASA used C-8A Buffalo in the Quiet Short-Haul Research Aircraft (QSRA) program. Its experimental wing was designed, fabricated and installed by Boeing, and was a swept, supercritical design incorporating a boundary layer control system. Instead of the standard engines, this aircraft was powered by four prototype Avco Lycoming YF102 high-bypass turbofan engines mounted above the wing to take advantage of the Coand effect. In 1980, this aircraft participated in carrier trials aboard USS Kitty Hawk, demonstrating STOL performance without the use of catapults or arrestor gear. This project proved that CL of 10 could be achieved.

Figure 12.

NASA QSRA [6]

C. Externally Blown Flaps In the Externally Blown Flaps (EBP) system the engine is arranged under the wing, where compressed air produced by the jet engine is forced in the wing flaps of the aircraft when the flaps reach certain angles. Injecting high energy air into the boundary layer produces an increase in the stalling angle of attack and maximum lift coefficient by delaying boundary layer separation from the airfoil. Typical flap designs are split near the engine such that they don't deflect the thrust; however, with sufficiently powered engines, the effect of the flaps being in the path of the exhaust can be tremendous.

Figure 13.

Externally Blown Flaps [19]

NASA first carried out exploratory research on the EBF. In 1956 NASA started years of intensive wind-tunnel research which in the end matured to corporation with McDonnell Douglas on the YC-15 Advanced Medium STOL Transport (AMST) prototype in the 1970s, and then with Boeing on C-17 transport project. This aircraft is the only U.S. production powered-lift fixed-wing airplane McDonnell Douglas YC-15

Figure 14.

McDonnell Douglas YC-15 [21]

The McDonnell Douglas YC-15 was a four-engine STOL tactical transport. It used externally-blown flaps to increase lift. This system used double-slotted flaps to direct part of the jet exhaust downwards, while the rest of the exhaust passed through the flap and then followed the downward curve. Two YC-15s were built, one with a wingspan of 110 feet (#72-

1876) and one with 132 feet (#72-1875). Both were 124 feet (38 m) long and powered by four Pratt & Whitney JT8D-17 engines, each with 15,500 lbf of thrust. The first flight was 26 August 1975. The second prototype followed in December. On 1979 the project was upgraded and developed into C-17 Globemaster III. Boeing C-17 Globemaster III

Figure 15.

Boeing C-17 Globemaster III [6],[23]

The Boeing (formerly McDonnell Douglas) C-17 Globemaster III is a large military transport aircraft. Developed for the United States Air Force from the 1980s to the early 1990s by McDonnell Douglas. The C-17 Globemaster III, is a derived from the YC-15, shares a similar configuration. Compared to the YC-15, the new aircraft differed in having swept wings, increased size, and more powerful engines. The C-17 is 174 feet long and has a wingspan of about 170 feet. It is powered by four Pratt & Whitney F117-PW-100 turbofan engines. Each engine is fully reversible and rated at 40,400 lbf of gross thrust. The C-17 is designed to operate from runways as short as 3,500 ft (1,064 m) and as narrow as 90 ft (27 m). In addition, the C-17 can operate from unpaved and unimproved runways. Status: In production, in service D. Comparison of Powered Lift Concepts The aerodynamic performance of the USB concept is roughly equivalent to that of the EBF concept. Thrust performance is usually higher for the USB because of the thrust loss caused by the direct impingement of engine efflux on the trailing-edge flap in EBF concept. This thrust loss will limit the flap setting selection flexibility. The USB also offers a critical advantage because objectionable noise levels generated during powered-lift operations are much lower for observers below the airplane. An additional operational advantage of the USB concept is the reduction of foreign object ingestion into the high-mounted engines.

Figure 16.

Comparison of powered lift concepts [6]

E. Future Programs NASAs CESTOL Concept Cruise Efficient Short Takeoff and Landing (CESTOL) aircraft that cruise at high speed (Mach 0.8+) with low environmental impact yet can take off and land on very short runways. Research in support of CESTOL concepts seeks to develop powered lift technologies to increase lift on an aircraft at low speeds, such as during takeoff and landing, while decreasing drag at high speeds to maintain efficient cruise. Powered lift and active control concepts can enable significantly shorter field lengths for a given vehicle weight

Figure 17.

NASA CESTOL Concept [9]

NASA examines short take-off and landing (STOL) airliners able to operate from underused runways shorter than 3,000ft. The problem with traditional STOL aircraft is they are slow, and don't integrate well with conventional jet traffic in en route or terminal airspace. NASA has been working with the California Polytechnic University on the concept of a "cruise efficient" STOL - or CESTOL - aircraft. This would take off within 3,000ft, but cruise at normal jetliner speeds. In January 2012, a 10ft-span model was tested in NASA's NFAC wind tunnel. The model, called AMELIA (Advanced Model for Extreme Lift and Improved

Aeroacoustics), scaled 1/11th was designed as a 150-passenger regional cruise efficient, short takeoff and landing airliner. The 737-sized CESTOL design uses a combination of upper-surface blowing (USB) and a circulation-control wing (CCW) to increase lift and reduce takeoff and landing distances.

Figure 18.

CESTOL [18]

German Aerospace Center, has been focusing its research an A320-sized quiet STOL aircraft - QSTOL, that uses upper-surface blowing. Simulations of airport operations are showing the advantages and disadvantages of STOL.

Figure 19.

QSTOL [18]

To date, the NASA ESTOL vehicle sector has set forth goals for a state-of-the-art 100 passenger airliner to be operational by the year 2022: a take-off and landing distance of less than 2,000 feet, a cruise Mach number _ 0.8, a 1,400 to 2,000 mile range capability, noise containment within an airport footprint, and low speed maneuverability.

Figure 20.

CESTOL [11]

F. IAI RA100 ESTOL Israel Aerospace Industries Ltd. (IAI) is a prominent worldwide leader in wide scope of aerospace market sectors, from unmanned aviation through business aircraft and satellites. It is involved in evaluation of potential configurations and technologies, which will be applicable for the increased commercial aviation traffic in the future. ESTOL is defined as a critical capability for the future aircraft, due to expected air traffic congestion and inability of the major hubs to cope with increased traffic flow. Thus, IAI researches the opportunities for entering this field of interest, by investing in ESTOL research and development, mainly in USB direction. One of its major design points is aimed at the future regional market, at the

niche of the regional aircraft, sized at about 100 passengers. This segment is expected to grow, while ESTOL capability will give it the competitive edge, allowing it to operate in the complicate future air traffic environment. IAI as the leader of the Israeli aeronautical industry and one of the few companies in the world, capable of dealing with the challenge of designing such an innovative concept, is currently evaluating the market and technologies applicable for this sort of aircraft.

Figure 21.

IAI RA100 ESTOL

G. Powered Lift Challenges Longitudinal trim is a major challenge because of large nose-down pitching moments produced by powered-lift flaps at high thrust settings. Very large horizontal tails are required for trim at high-lift conditions, Aircraft structure must be designed to withstand large Aerodynamic loads. Wing and flap structures must be analyzed to static and fatigue loads cased by impinging jet flow. Structural heating issues caused by the engines mounted in close proximity to the wings upper surface require attention. Another big challenge of the power lift systems is special procedures needed to maintain safety in case of an engine failure. Higher fuel consumption must be taken into consideration in overall system performance. The aerodynamic flow field of power lift system is complex. More researches and wind tunnel tests are needed during development process.

H. Conclusions It is forecasted that air travel demand will continue to grow, cause airport congestion. The use of powered-lift technology provides STOL performance that significantly reduces field-length requirements and can alleviate the problem of airport congestion. Use of a USB configuration for civil transports may be compatible with shorter field lengths while retaining low noise characteristics. Technology challenges to develop medium and large transport aircraft having STOL capabilities are being evaluated, to introduce new generation aircraft..

References 1. V. Robert Page, Stanley O. Dickinson and Wallace H. Deckert, NASA TN D4448, "Large-Scale Wind Tunnel Tests of Deflected Slipstream STOL Model With Wings of Various Aspect Ratio", Ames Research Center, March 1968 2. Richard J. Margason and Garl L. Gentry Jr.,NASA TN D-4856, "Aerodynamic Characteristics Of Twin Propeller Deflected slipstream STOL Airplane Model With Boundary Layer Control On Inverted V-Tail", Langley Research Center November 1968 3. V. Robert Page and Thomas N. Aiken, NASA TN D-6393, "Stability and Control Characteristics of Large-scale Deflected Slipstream STOL Model with A Wing of 5.7 Aspect Ratio", Ames Research Center, October 1971 4. Oliver Schneider, Stefan Kreth and Lothar Bertsch, " Towards a Quiet Short Take-Off and Landing Transportation System: Concept Evaluation and ATM Integration" 5. "Mobility", NF200903491HQ, nasa.gov 6. W.H. Mason, "Some High Lift Aerodynamics, Part 2 Powered Lift Systems", Virginia Tech 7. Global Market Forecast 2011-2030, Airbus, 2011 8. Aero Gizmo By Jeff Salton 21:20 November 8, 2010 9. (C)(E)STOL in Airport Operations - Technische Universitt Mnchen - 2011 10. Nicolai Fundamentals of Aircraft Design, 1976, attributed to Boeing 11. NASA Cruise Efficient Short Takeoff and Landing, Craig Hange, April 2011 12. Joseph R. Chambers, "Innovation in Flight Research of the NASA Langley Research Center on Revolutionary Advanced Concepts for Aeronautics", NASA SP-2005-4539 13. Craig Hange, "Short Field Take-Off and Landing Performance as an Enabling Technology for a Greener, More Efficient Airspace System" 14. Jacques Noetinger, " Breguet Br 940/941, The Airplane with the "Deflection slipstream concept" 15. Donald, David "The Encyclopedia of World Aircraft". Aerospace Publishing, 1997 16. Borchers, Paul F.; Franklin ,James A. Fletcher, Jay W.. "Flight Research at Ames, 1940-1997, Chapter 8 Boundary Layer Control, STOL, V/STOL Aircraft Research NASA SP-3300". http://history.nasa.gov/SP-3300/ch8.htm. Retrieved 2007-07-02 17. Hartman, Edwin P. "Adventures in Research: A History of Ames Research Center 1940-1965, Part III: THE LEAP TO SPACE : 1959-1965, 1963-1965, NASA SP4302". http://history.nasa.gov/SP-4302/ch3.9.htm. Retrieved 2007-07-02. 18. Aviation week, The Commercial Aviation Blog , 11.04.10 19. Boeing YC-14 on GlobalSecurity.org 20. YC-14 Military Transport page on Boeing.com 21. YC-15 Military Transport on Boeing.com 22. Kennedy, Betty Raab. "Historical Realities of C-17 Program Pose Challenge for Future Acquisitions." Institute for Defense Analyses, December 1999. 23. C-17 page on Boeing.com 24. DOD-Future Need for ETOL/VTOL Aircrafts Jul 2007 25. Aviation week, The Defense Technology Blog , 10.15.09