Date of Award

12-2016

Document Type

Thesis - Open Access

Degree Name

Master of Science in Aerospace Engineering

Department

Graduate Studies

Committee Chair

Dr. Luis Gonzalez

First Committee Member

Dr. Richard Prazenica

Second Committee Member

Dr. Troy Henderson

Abstract

A more-electric systems architecture, using current state of the art components, is proposed for the business jet Dassault Falcon 2000. A model of the existing aircraft, both of its overall flying characteristics and performance and of its detail systems layout, is created using Pacelab APDc and SysArcc programs. The model is validated with respect to the aircraft published data. Then, another model of the same aircraft is created but, this time, it is for the aircraft with the new architecture and their respective performance is compared. In particular, this results in changes in mission range and the overall system's weight.

The proposed more-electric architecture replaces the hydraulic actuators for the flight controls with electro-hydrostatic and electro-mechanical actuators; the engine off-takes (bleed) for cabin pressurization and wing de-icing with electrically driven compressors and electrical heating mats, respectively.

It is ensured that the new architecture possesses the same or higher level of safety by the incorporation of redundancy and auxiliary systems such as extra batteries and a ram air turbine.

The more-electric Falcon was found to be 700 lb heavier, which is a 27% increase. The thrust specific fuel consumption at cruise was reduced 0.5% by the practical suppression of the engine bleed. However, this was not sufficient to offset the weight penalty and the aircraft range was reduced from 3,275 to 2,600 NM, a 20% negative impact.

Therefore, it is concluded that, with the current technology, a more electric aircraft based on the exchange of current by electrical systems is not an attractive proposition. However, the constant improvement in the performance and weight to power ratios of electronic and electrical components does not preclude their implementation in the future and, if the more-electric paradigm is incorporated from the conceptual and preliminary design stages higher benefits may be possible.

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