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Conceptual Design of A Ducted Fan Based Vertical Takeoff and Landing Tactical Unmanned Aerial Vehicle
Conceptual Design of A Ducted Fan Based Vertical Takeoff and Landing Tactical Unmanned Aerial Vehicle
andLandingTacticalUnmannedAerialVehicle
JonathanD.Keith
EngineerandManagingMember
EmpiricalSystemsAerospace,LLC
PismoBeach,CA93448
jonathan.keith@esaero.com
RyanS.Wood
ChiefExecutiveOfficer
FrontlineAerospace,Inc.
Broomfield,CO80020
ryan.wood@frontlineaerospace.com
Abstract
VSTAR(VerticalTakeoffandLandingSwiftTacticalAerialResource)isatacticalunmannedaerialvehicle(UAV)
withauniqueintegrationofhistoricalaerospacedesignconcepts.Usingasingleductedfanforverticaltakeoffand
landing operations, VSTAR offers payload flexibility throughout its range of missions. This range of flexibility
comesthroughtheplacementofcargoatthevehiclescenterofgravity,whichisinlinewithductedfanusedfor
verticaltakeoffandlanding(VTOL)operations.Inadditiontotheuniqueplacementofthepayload,theuseoftwo
turbineengines,placedforbalanceandfunctionalintegration,allowsVSTARtooperatemoreefficientlyduring
conventional forward flight. This approach increases range and endurance capabilities while providing greater
reliability and safety for the mission. The configuration of the wing provides distinct advantages from both a
structuralaswellasaerodynamicperspective.Theseaerodynamicbenefitsallowformissionadaptabilitythrough
the use of wingtip extensions and inflight wing planform modifications. Finally, VSTAR incorporates the
MicroFire engine recuperator to provide heightened fuel efficiencies for its turboshaft engines. Through the
integrationofthesedesignconcepts,theVSTARarchitectureallowsforhighflexibilityandexcellentcompetition
amongthecurrenthighdrag,rotorbasedunmanneddesigns.
Nomenclature
Introduction
CL WingLiftCoefficient
Vertical takeoff and landing vehicles have garnered
C Cost($)
interest from the public ever since the first helicopter
E Emptyweight(lb)
tookflight.Byofferingtheabilitytotakeoffandland
F Fuelweight(lb)
inremoteareasandonvariousterrains,VTOLvehicles
N Noise(db)
are continually designed to leverage these capabilities
FM Figureofmerit
while maintaining the speed and efficiencies of
O Observability
conventionalaircraft.However,despitetheworkthat
P Payloadweight(lb)
has been done on VTOL aircraft over the years, the
R Range(n.mi.)
VTOL UAV sector remains rather young; few
RES Reservefuelweight(lb)
operational offerings exist and of those, the majority
TOGW Takeoffgrossweight(lb)
arelowdiskloading,rotorbaseddesigns.
TRAP Trappedfuelweight(lb)
Over the years, aircraft designers have taken a
V Velocity(kts.)
myriad of approaches in order to achieve the forward
Inthefigurebelow(Figure1),theFaireyRotodyneis
shown to illustrate a historical example of an aircraft
designers attempt to merge VTOL capabilities with
forward flight efficiencies using a conventional wing
andaseparateforwardpropulsionsystem
Figure1TheFaireyRotodyne2
Figure2ANSERsV/STOLWheel1
100,000
PreliminaryDesign
.
0.4988
(1)
10,000
1,000
100
1,000
10,000
100,000
Figure3VTOLWeightTrendforWeightSizing
OfnoteinFigure3isthetrendgeneratedbyaircraft
using different propulsion approaches. As mentioned
earlier, both VTOL UAVs and manned VTOL aircraft
were used in the study; in addition, both propeller
based aircraft along with jetbased aircraft were
included in the study. Despite this seemingly large
difference between propulsion options, the weight
trend displays minimal error in relation to the
generatedtrendline.
TheprimarydesigncriterionfortheVSTARwasto
filltheneedforanautonomousresupplyaircraft.Such
a mission requires dense payloads to be delivered to
troops in remote locations, often very quickly, while
maintainingassmallanaudibletrace(noisesignature)
as possible. These design factors drove VSTARs
sizing in various ways, the first of which was through
theselectionofpayloadweights.
Utilizing the above equation along with the initial
missionprofile,aircraftassumptions(Table1),andthe
weight fraction method3, the VSTARs initial takeoff
gross weight and empty weight were estimated to be
Table1InitialMissionProfileandAssumptions
MissionRequirements
Item
Value
Units
Payload
400
lb
Range
400
nmi
CruiseSpeed
300
kts
CruiseAltitude 15,000
ft
MissionAssumptions
LoiterSpeed
180
kts
MaxCL
1.6
WingLoading
85
lb/ft2
No.ofEngines
2
CruiseThrottle
85%
CruiseTSFC
0.55
lb/lbhr
CruiseCL
0.30
StallSpeed
125
kts
Table2InitialWeightEstimationsforVSTAR
Category
Weight(lb)
WTOGW
2,360
WRES
130
WTRAP
26
WFUEL
602
WEMPTY
1,600
WPAYLOAD
398
WE/WTOGW
61.6%
WF/WTOGW
23.2%
WP/WTOGW
15.3%
AsnotedinTable1above,apayloadweightof400lb
was selected in order to size the vehicle. While the
takeoffgrossweightof2,360lbmayappeartoyielda
smallvehicletocarry400lb,themainelementsofthe
resupply mission are to deliver dense payloads, e.g.
water, food, batteries, and ammunition. Recognizing
the nature of the payloads around which the vehicle
wasdesignedleadtothefirstmajordesigninnovation
ontheVSTAR.
InitialConfigurationandVehicleLayout
RealizingthatVTOLaircraftareverysensitivetothe
aircraftscenterofgravity(c.g.),VSTARwasdesigned
around the payload bay, providing flexibility in the
weights of payloads that VSTAR can carry. In order
toaccomplishthisdesignfeature,VSTARisdesigned
with a counterrotating ducted fan used for vertical
takeoff and landing. This central fan, featuring an
emptyhubinthecenter,allowspayloadtobeplacedat
the center of the fan and thus minimizes the concern
surrounding payload weight limits. Figure 4 below
shows the payload integration at the center of the
vehiclesliftfan.
LiftFan
(w/Control
Vanes)
Figure4VSTARPayloadIntegration
Byplacingthepayloadatthecenterofthevehicles
vertical lift vector, the importance placed on the size
and the weight of the payload are minimized, leaving
only the engines, fuel, permanent systems, and the
vehiclesstructuretobebalancedaroundthecenterof
lift. In addition to the flexibility in shape and weight,
the bottomloading aspect and semispherical field of
view of the payload integration allows for a myriad of
payload types to be integrated into VSTAR, ranging
from internal resupply payloads, for which it was
designed,
to
external
surveillance
and/or
communicationequipmentandevenweaponry.
Asseeninthefigureabove,thecentralfanwasalso
designedwithaseriesofcontrolvanesonboththetop
and bottom of the aircraft. After full transition to
forward flight has occurred, the vanes of the vehicle
are designed to close, providing lower drag for the
Figure5VSTARsDiamondBoxWing
Inthepreliminarydesignphase,theabilitytochange
the fuselage station of the wing joints, essentially
changingthesweeponboththefrontandrearwings,
allowsforthewingsystemscenteroflifttobeplaced
where desired. Additionally, the lack of a horizontal
surfacedirectlynexttotheexhaustofthecentralduct
helps reduce the downward suction that often occurs
withVTOLvehiclesandthelowpressureregioncreated
bytheexitingflow.
For forward propulsion, VSTAR is designed with a
rearmountedductedfan.Inordertopowerboththe
rearmounted ducted fan and the central lift fan, V
STAR incorporates two RollsRoyce Model 250
turboshaftengines.Figure6showstheenginelinkage
system while Figure 7 depicts the engine placement
insideofVSTARsfuselage.
Engines
Figure6VSTAREngineLinkageSystem
Engines
Figure7VSTAREngineIntegration
Inordertopowerthecentralliftfan,bothenginesare
coupledtogetheratthecentraltransmissionhub,using
gears to reduce the speed and combine the power of
bothengines.Thisapproach,showninFigure6,utilizes
belt drives and linkages in order to allow the rear
engine to power the rearmounted ducted fan. With
thetwoenginesusedtopowerthevehiclefortakeoff
and landing and only one engine used for forward
propulsion, VSTAR incorporates a redundant engine
system whereby either engine can power the rear
mountedductedfanorprovideincreasedpowertothe
rearfanfora"dashspeed"exceeding400knots.Due
toVSTARsdesignforoperatinginremote,frontline
areas,engineredundancyallowsthevehicletosustain
damage while continuing its conventional flight
operations, even providing reduced descent rates
throughthepartialpoweringofthecentralliftfan.
MissionAdaptivePlanform
Figure8WingtipExtensionsAttachedto
VSTAR
Figure10FlexibilityandScalabilitywith
VSTAR
MicroFireRecuperatorIntegration
Figure9VSTARWingtipwithMAP
Theideaofgasturbinerecuperatorsisnotnewand
has been a viable fuel saving concept since the
inventionofthegasturbine;thetechnicaldifficultyisin
thespecificengineintegration,takingcaretokeepthe
overallsystemweightlowsoasnottonegatethefuel
savingsachieved.Figure11outlinesthebasicpremise
behind the recuperator as is currently integrated into
thetwoModel250turboshaftenginesontheVSTAR.
Figure11TheWorkingsofaRecuperator
ExhaustDropinRetrofitontheModel250
MassFlowRate3.5lb/s
SystemWeight<50lb(40%GasSavings)
SmallandCompact
ExhaustBypass
PatentPending
FAASupplementalTypeCertificate
Frontlineisnotthefirstcompanytospecificallylook
attheRollsRoyceModel250enginefamilyandcreate
arecuperatordesign.RollsRoyceitself,undercontract
Figure12CompetingRecuperatorComparison
Asshowninthefigure,MicroFiredeliversa15to1
relative improvement over the RollsRoyce effort of
nearly five years ago. The impact of the MicroFire
recuperator on VSTAR performance is significant as
evidenced by the improved rangepayload diagrams
showninthenextsection.
MissionPerformanceEstimations
600
Payload(pounds)
500
Baseline
FlightSpeed:~185kts.
400
30
UltraEndurance
FlightSpeed:~153 kts.
25
400
20
300
15
200
10
100
Endurance(hours)
500
0
0
1,000
2,000
3,000
4,000
Range(nauticalmiles)
5,000
Figure15PayloadRangeDiagram(WingExtension)
MilitaryMissionsComparison
300
200
100
0
0
1,000
2,000
3,000
Range(nauticalmiles)
4,000
5,000
Figure13PayloadRangeDiagram(Baseline)
600
500
Payload(pounds)
600
Payload(pounds)
MAP
FlightSpeed:(~300kts.)
400
300
200
100
0
0
1,000
2,000
3,000
Range(nauticalmiles)
4,000
5,000
Figure14PayloadRangeDiagram(MAP)
Logisticsresupplyofdeployedtroops
Endurancefocusedonlongflightendurance
andpersistentIntelligence,Surveillance,
TargetAcquisition,andReconnaissance
(ISTAR)applications
UCAVUnmannedCombatAerialVehicle
HunterKillermostlyanISRendurance
missionwithweapons
ClandestineResupplyquiet,fast,behind
enemylinesresupply
CasualtyEvacuationevacuationofthe
woundedfromthebattlefield
Eachofthesemissionshavedifferentaircraftdesign
requirements and ideal performance metrics. At the
preliminary design phase it is hard to juggle, let alone
knowallthekeyfunctionalrequirementsandtechnical
specifications.Nevertheless,mostaircraftdesignteams
will agree that speed, range, payload, noise, IR
signature, radar signature, cost, life cycle cost,
survivability and durability, all weather capability and
landing zone flexibility are all valid metrics to outrank
andcomparetodifferentUAVdesigns.Determiningthe
perfect (just and fair) analytical metric to compare
competingUAVdesignsisthefinalgoal.
Figure 16 shows the perfect metric which requires
four key elements: 1) a simple and transparent
calculation(intheaircraftdesigncaseanequationthat
blends the key performance metrics i.e. speed,
payload, cost), 2) a common interpretation of the
metrics(designersallknowwhatspeed,range,payload
are and can agree), 3) credible independent data
publishedbytheDODviaUASroadmaps(forexample),
and4)themilitarymission thatwillclearlybenefitor
losefromanincreaseordecreaseintheperfectmetric
score.
Table3MissionComparisonEquations
Mission
Logistics
Equation
(2)
Endurance
(3)
Hunter/Killer
(4)
UnmannedCombat
AerialVehicle(UCAV)
(5)
CasualtyEvacuation/
ClandestineReSupply
(6)
equationscreatedbyTechanomics,Inc,basedontheir
The question then turns to finding the reasonable work for the US Army, are used. They have evaluated
(perfect metric) equations with which to judge each dozens of UAV platforms, including all of the
mission. Table 3 shows the equations derived by documentsandcostbreakdowns,andcreatedcredible
reasonable consensus amongst VSTARs aircraft metrics using TOGW, payload, endurance, production
design and advisory team. With over one hundred year,prototypes,etc.ThecostdatausedinAppendixA
years of experience designing aircraft, this team aregeneratedfromthesepubliclyavailableequations.
includes the following individuals: Darold Cummings In Figures 17 and 18, it can be seen that VSTAR
(Boeing Technical Fellow, ran Boeing PhantomWorks outperforms competitors by a sufficient margin that
exploratory concepts for five years), Rick Foch (Naval slightamountsoferrorinthespeed,weight,endurance
ResearchLabs,over40UAVdesignstohiscredit),Dave time, etc. will not significantly change the overall
Hall(formerLockheedandNASAAmesaircraftdesigner outcomes. Figure 17 shows a normalized logistics
and lead configurator), and Empirical Systems missioncomparisonofthecompetitorsandpresentsV
Aerospace (conceptual aircraft design firm, detailed STARasthreetotentimesbetterthanthealternative
designs and tools completed for Boeing and NASA). designs.
Below are the outranking comparison equations
(Equations2to6)foreachmission:
Theseresultsstemfromseveralkeydesignelements
oftheVSTARplatform.TheMicroFirerecuperator
improvesfuelconsumptionandrange,whilethewing
morphing planform with its folding down and bolton
wing tip extensions dramatically improve lift and drag
ratios. The ducted fan VTOL design has relatively low
noiseanddragcomparedtothoseofhelicopterswhile
the diamondbox and high aspect wings allow for
efficient high speed flight (nearly three times that of
helicopters).
Conclusion
Figure17CombatReSupplyLogisticsMission
Throughaconventionalconceptualdesignapproach,
a unique blend of historical and stateoftheconcepts
has produced the VSTAR platform. Through the
implementation of recuperator technology as well as
the possibility to increase the wings planform with
minimal design impacts, the VSTAR is poised as an
efficient, effective UAV with potential that extends its
originallogisticsresupplydesignmission.
Figure18ComparisonofVSTARwithIts
Competitors
References
2
Fairey Rotodyne, Wikipedia, Retrieved January 4,
2009,URL:http://en.wikipedia.org/wiki/Rotodyne
3
Roskam,J.R.,AirplaneDesignPartI:PreliminarySizing
of Airplanes, Roskam Aviation and Engineering
Corporation,Ottawa,1985.
4
Walkovich, J., Joined Wing Aircraft, US Patent
3942747,March9,1976.
5
Advanced Engine Concept Assessment, US Army
ResearchandDevelopmentCommand,RDECOMTR04
D35,ContractNumberDAAH1003C0050.
6
The USAF Stability and Control DATCOM, Volume I,
Users Manual, McDonnell Douglas Astronautics
Company,St.Louis,1979.
Figure19ComparisonofVSTARCompetitorswith
EachOther
AppendixA