» Fuel Notices
The long term forecast is for
kerosene fuel prices to rise with the increasing
scarcity of this asset. Neecenow and HYT
development may exceed ten years by which time
available oil output in many countries will be in
serious decline. By designing engines for the
Neecenow and HYT which use sustainable fuels creates
and environment where fuel costs will only decrease
is more advantageous for the long term. Oil
prices will only rise as supplies decrease, meaning
engines will need to be designed for sustainable
fuels regardless. Although Kerosene is easier
to store, particularly in Space, than hydrogen the
benefits of hydrogen in other areas exceeds
kerosene, such as Specific Impulse: Bio-fuels may be
considered in place of fossil fuels. Entries should
incorporate the weight of fuel tanks in their
estimates with a developed rocket engine of
recommended product: current performance outlines
are based upon two Space Shuttle derived main engine
derivatives.
» Development capital
Three sets of six billion dollars
(United States currency) will be given to produce seven
engines for the hypersonic engine fly-off and test
programme. A further billion dollars of free flight
testing will be provided by the Karaya, which includes
for early flights rocket propulsion to obtain Mach 7.4;
Neecenow’s future cruise speed.
Initially, forty percent ($2.4
billion) of this funding will be granted in a supervised
build process ensuring the engines are built as outlined
by the entrant’s specification. The first two engines
must be produced within 18 months of receipt of funding.
Contestants must resort to working round the clock if so
required to achieve this goal. These two engines will be
as close to the full production engine as possible,
though will be used to refine the engine design with
research derived by test flights over a one year (or
less) period.
Within 18 months of receipt of the
first two engines (considered more test purposes), the
next five power plants must be delivered; these must be
very close to full production standard. The rest of the
funds will be provided to the designer/manufacturer
candidate to build these five engines. Delays will be
seen as inability to overcome problems and be used as a
vote against the power plant provider. If delays are
such that the contestant cannot provide their power
plant in the allotted time the remaining development
programme money will not be provided and the contestant
may be disqualified.
A tertiary manufacturer or designer
who does not win the development prize may still be
eligible for the main funding prizes. This power plant
must be verified in flight in a test programme via the
Karaya Hypersonic test aircraft using the manufacturers
or designers own capital.
Only two entrants will be awarded
production funding: forty billion dollars for first and
thirty seven billion dollars for second. If there is a
large performance discrepancy between first and second
place, Briggs Aerospace Technologies reserves the right
to provide the winning engine design to another
candidate or engine manufacturer to test and build. If
this is the case a premium will be paid to the winning
manufacturer for this privilege: the actual figure will
be decided by an independent tribunal. The recipient of
the engine design is expected to make advances in this
design with the remaining money, as well as provide a
product at a competitive price.
Due to the J2000 programme paying
for this engine, the cost of this Power Plant will be
regulated due to the fact that if this engine is too
expensive it will reduce the rate and total of Neecenow
sales, affecting the entire enterprise including the
power plant manufacturer profits.
» Production payment
Production payments will be awarded to the two or three
best engine designs meeting or bettering the performance
specifications as described here in 2014.
Best design payment
(U.S. $)
$25,000,000,000. ($25 Billion)
Second best design payment
$22,000,000,000. ($22 Billion)
Optional third best design payment
$17,000,000,000 ($17 Billion)
This will be paid once capital from sales of the
development cost portions for the Neecenow and HYT
syndicates is derived, either progressively or outright,
dependent upon the speed of sales, from first best to
third if applicable. The main prize will be used to
complete testing, refine the power plant and set up full
production; remaining capital spent at the winners’
discretion. The second or third best entrants may be
awarded production capital and given the design of the
first best design to build, should this engine be above
10% more efficient than any other development capital
recipient, or alternative entrant received.
» Engine Programme Briefing
AFG, ARFG and J2000 commerical products require
suitable power plant, to taxi, climb to
cruise altitude of 150,000ft, attain and sustain Mach 7.4
for 3 hours with adequate fuel reserve, descend, approach, land and taxi with complete safety.
Performance criteria will be
assessed in 7 main categories: it is recommended each is
met consecutively. Certain points overlap, such as climb
to altitude and speed transition.
-
Ability to start unassisted,
taxi and take-off
-
Ability to climb at the required
ascent rate; averaging 6000 ft a minute to 150,000ft
-
Ability to transition to
supersonic speed
-
Ability to attain and sustain
the 150,000ft cruise ceiling for AFG and ARFG:
(possibly higher for J2000 HYT)
-
Ability to attain and sustain
Mach 7.4 cruise (possibly higher for the J2000
transition to orbit stage)
-
Ability to cruise at speed for a
minimum of two and a half hours with fuel reserves
to meet IFR standards (i.e. including diversion and
holding fuel) upon arrival at the destination at
subsonic speed. Preference is given to designs with
capability to meet ETOPS requirements in case of
depressurisation incidents over the ocean.
-
Ability to transition to land
with reverse thrust, taxi, shut down unassisted
-
Ability to start up for a long
range flight within two hours of shutdown.
NOTE: Entry does not have to be a
Scramjet, so long as it satisfies the Performance
criteria.
The weight of the AFG will be approx. 250 tonnes, ARFG
600 tonnes and J2000 700 tonnes, it is recommended to
consider allowing a ten percent addition to this figure
typical of the difference between design and actual.
Afterburning is not permitted with the Neecenow series;
additional power will be required to overcome HYT's
higher weight so afterburning is permitted.
The intake is also
considered part of the design which must be attached to
the rear of the main fuselage. To give a low
frontal area engines are expected to be recessed in the
core of the fuselage with openings in the Scramjets (if
applicable) to feed them during taxiing, take-off, climb
approach and landing. Much of the secret of this
engine design will lay in tricks with intake geometry
precisely dictating air temperature and pressure
at the turbine face.
It is left up to entrants to
decide on whether to develop with an existing power
plant manufacturers engine, significantly modify an
existing engine and combine with the Mach-cruise engine
(eg. Scramjet but also other designs), or develop the entire engine outright:
the capital will be available to fabricate this engine
should the applicant win a development prize with an
appropriate production plan as outlined. Remember
the aircraft has to "rotate" for take-off and landing,
and allowances must be made for this high nose-pitch
angle.
Take-off thrust requirements will
possibly require as much or more thrust than existing
engines such as GE-90; producing 50 tonnes of thrust for
take-off. Although used by several large supersonic
aircraft, turbofans have poor high altitude thrust
performance: this may change with fan-blade revision.
Turbojets will find difficultly meeting noise
requirements. Speed differences between the maximum
attainable speed by a fan based jet engine and Scramjet
initial operational speed are substantial, so a three
stage engine using conventional thinking may be
required; from Jet to Ram to Scram, with the jet engine
shrouded to prevent heat/pressure damage. Pratt and
Whitney’s pure-power PW1000G engine has lighter weight
and high performance, expansion of the geared jet
engines envelop into this category has high potential.
PDE’s and the English “Bond” engine have been fielded as
possible hypersonic engines, except these engines have
maximum speeds of around Mach 5 - Mach 7.4 is the speed
requirement.
Fuel type is up to the candidate
since the fuel is open. Hydrogen has a much higher
specific impulse at hypersonic speeds so potentially
much more efficient in fuel performance and burn rate,
except tank insulation/weight will have the effect of
reducing total fuel load by about fifteen percent.
Liquid hydrogens cold temperatures may be useful in
producing more thrust/cooling to various components.
Kerosene engines may suffer from soot build up on
components similar to rocket motors, increasing
maintenance.
Engine designs may bypass the
requirement to provide power, pressurisation and life
support systems. It is recommended these issues are
addressed if your design excludes such components from
the main engines, since additional compressors, oxygen
and auxiliary power units add weight: it may be lighter
to use these separate components rather than restrict
the engines or subject parts to enormous heat. Neecenow
is designed very much like a submarine, protected from
the heat and very low air pressure by almost complete
encapsulation of components to prevent heat damage.
The climb phase is a critical
aspect of Neecenow operations, occupying a large percent
of total flight time. Much of the rate of climb
requirement may be achieved by a faster climb speed,
much like the Convair B-58 which climbed at over
400knots. The balance o the average rate of climb
may be achieved at any phase of the flight although abnormal climb vectors
(about 30o pitch angle) are not acceptable. It may work
in terms of engine noise to reduce power straight after
take-off and for the first 10,000 feet - where speeds
are often limited to 250 knots and Neecenow types will
be transitioning to a "supersonic let-down area" - leaving the bulk of the
climb to the latter parts of the ascent when speeds -
and thereb climb rates - are higher.
It is recommended candidates start
with their concept and expand it into a product able to
fulfil the performance criteria: you are not expected to
start with all answers, which usually turn up when least
expected. The winning bids will best meet all
requirements with a solid production/manufacturing plan.
The winning entrant will be the finest balance of these
guidelines:
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All engines
are preferred to be located together in the aft
fuselage. Intake designs coupled close together
around a circular fuselage (preferred),
elliptical or flat fuselage - catering to BAT’s
design options. Applicants using certain designs
may in fact design the entire aft section of the
airliner/spacecraft. Note the fuselage will be
around 8m for the ARFG and J2000, and 4.5m for
the AFG. Fuel vent, Intake and thrust nozzle(s)
must cater to considerations such as take-off
and landing “rotation” or “flaring” and drag
reduction. The aft nozzle must not interfere
with the rotation of the airliner on take-off
and landing. |
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Engineers
may design the entire rear section of the
airplane which would fit to the back of the
Neecenow and HYT fuselage pressure wall. Two
engines are preferred for the 200 seat AFG, and
four engines preferred for the HYT and ARFG.
Allowances will be made to other designs if they
meet or exceed performance and economy and noise
expectation figures. |
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CRITICAL: Noise - meet or exceed future legal
standards on take-off, approach and landing.
Due to the departure times and arrival times of
HYT airliners required to meet time-zone
difference, engine combination/designs meeting
future night laws preferred.
Internalised engines and their location in the
aft fuselage should reduce noise significantly
from in front and below aspects. The fast climb
times will also artificially reduce relative
engine noise to short durations.
|
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Cheap to operate:
low maintenance
costs. Easy, quick and
simple to maintain, replace and operate. Note#:
Supersonic types such as Concorde, the SR-71 and the
Convair B-58 had maintenance times approaching 30 hours
per flight hour: Maintenance times are preferred to be
completed within a similar average or even lower
times/a continuance of low maintenance times
(independent of aircraft age) an advantage (give
reasons). The goal of this is to provide
cheaper maintenance than current subsonic
airliner standards. |
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Meet cruise thrust requirements
of hypersonic flight at Mach 7.4 to a ceiling of 150,000
feet |
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Preference given if thrust can be
maintained or increased to higher speed and
altitude for the J2000 HYT climb phase.
|
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Engines must produce
climb rates on
each AFG, ARFG and J2000 versions exceeding a sustained
average of 6,000 feet per minute
to operational altitudes of up to 150,000 feet.
|
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MANDATORY: the
acceleration time from brake release (take off)
to 150,000ft and Mach 7.4 must be 30 minutes or
less, with due considerations to airways
regulations. |
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Able to meet the
endurance requirements of AFG and ARFG – 2.3 hours
hypersonic, plus ascent and descent times, plus IFR
standards subsonic approach minimum legal standard (up
to 1.5 hours). |
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Main engine-casing/housing is preferred to be 25
metres or less in length (intake tip to outlet):
exceptions will be made if engine design is
extremely efficient. |
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No excessive warm up period after engine start or other (due
to thick engine oils etc). |
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Engine weight
must not
exceed
23 tonnes per
engine or combined engine unit. |
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Preferred fuels:
Full clearance for normal Jet fuel, however
sustainable types such as
Hydrogen, methane, bio-fuels etc favoured. |
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Combination engines designs(example:
turbofan or turbojet engine plus a Scramjet engine)
accepted/expected. |
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AFTERBURNING: AFG and ARFG
- take off - prohibited; may be used for
supersonic transition but discouraged.
J2000 - permitted: full envelop clearance. |
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Engine design
to have an expected minimum engine life (TBO) of
700 hours (preferred progressive TBO). |
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Cheap to produce: fixed
maximum
production purchase price of $60 million per
engine/combination when
taken as 2 engines in AFG, 4 engines ARFG and J2000.
If this price is not
competitive, fewer aircraft will sell, and all
manufacturers then lose sales. |
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Maximum fuel
weight
preferred to be under 250 tonnes
for ARFG, and 80 tonnes for the smaller AFG: consumption
over maximum range preference 2/3’s of this or less.
If using fuels with special tank requirements
the added weight displaces total allowable total
fuel weight, so consideration must be made here.
|
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Preference given to
power plants able to provide extended subsonic endurance
in case of mid-ocean depressurisation to meet ETOPS
requirements. |
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Power plants providing to life support, power and
pressurisation systems (both types of engine on
combination engines favoured although such
systems must not have potential problems
involving toxic leakages or heat breaches). This
point is optional though candidates must outline
where these typical systems will originate if
not from the engines. |
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Reliable:
turbofan/jet engines and Scram engine must be able to
start properly after any heat soaking to permit quick
turn-around for return flights. |
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Start redundancy if
using hybrid engines (air and mechanical etc) preferred:
it is presumed the climb or descent engine is shut down
while the airliner is in cruise flight in this situation
and visa versa. |
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Engine designs
preferred with fewest parts: both mechanically and fuel
delivery systems (weight-reliability facet). |
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Safety – ability to
cope with any failure without compromising safety |
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Reap considerable
benefits from the Ram principle unless fuel targets are
otherwise met. |
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As “un-start” proof
as possible. |
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Fuel, tank weight will be considered important,
if hydrogen fuel is used. Kerosene based fuels
do not require tank calculations since these are
already considered as part of the estimated
weight. Hydrogen fuels Insulation weight
must be added, subtracting total available fuel
load. Hydrogen has a much higher specific
impulse so potentially much more efficient in
fuel performance and burn rate except if total
available fuel weight is reduced excessively by
tank insulation and airframe reinforcement
weight increases. |
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Ecologically sound
in operation: meet environmental regulations and
considerations at both low and high altitudes over the
long term. This is meeting emission targets as well ass
noise. |
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Low in profile
(low-drag and weight facet): particularly if using
combined engines thrust rather than a single (one power plant
for the entire flight) engine. Preference will be given
to engines that have the ability to be integral to a
fuselage rather than requiring intakes above the
fuselage boundary layer. Address the
incompressible layer at hypersonic velocity. |
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Inter-changeable
aspects and design(s) that reduce servicing costs
preferred but not compulsory. This means the air intakes
of the upper fuselage may be swapped with the
side or lover fuselage intakes. |
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Thrust to weight
ratio notice:
AFG: MTOW will be around 250 tonnes: ARFG MTOW will be
about 700 tonnes: J2000 MTOW will be 750 tonnes.
Concorde and the SR-71 had thrust to weight ratios of
around 38% of MTOW. Climb requirements can be increased
with a higher climb speed; especially above 10,000ft
(most countries have a 250kt speed limit below 10,000ft:
The Convair B-58 Hustler climbed at 400KIAS). The design
can take this into consideration when planning ascent
profile. |
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Considerations of
production; able to set up engine production for
the prize amount or less. |
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Proven performance
an advantage (wind tunnel/flight testing). |
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Reverse thrust
deliverable during aborted take-off and landing phases. |
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Any additional
benefits external to these criteria favoured. |
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Cylindrical intake
is preferred due to the lighter weight and higher thrust
available. |
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Heat soaking
problems are preferred to be overcome during the
descent and approach phase of flight as the
airliner transitions though the Stratosphere, so
the aircraft is able to be serviced as a normal
airliner after landing. |
» Production Notes
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Applicants must include a
brief production plan with their entries. |
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Production plan must
demonstrate an ability to produce the engine
with the above parameters including dimensions,
weight reliability and cost. |
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Address the issue of spare
parts and overhauls. |
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If unable to provide
production plan, applicants must specify
sub-contract an how they are going to build
their prototype. |
» Design submission entry format
Entries for the development programme money must be
received by the 27 June 2011.
Provide entries in a clear, jargon free context; note
many engine designs received will be similar in concept
and configuration, so there must be evidence of
performance claims: this is why present manufacturers of
power plants will be favoured.
The contract programme is open to all comers with
genuine performing engine designs and demonstrated
ability via a development plan to build them. This
allows talented individuals, university groups,
companies and others with a design and production plan
to enter, whose entries must be superior in every
respect to present manufacturers to succeed.
Winners of both the development programme money and
production funding will be judged upon best meetings of
the guideline criteria.
Entries to obtain development prize and be eligible for
the 3 production funding allotments are to be in the
following format only:
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Main engine brief
must be contained to 5 sheets of A4 paper with a normal
type-face format, including a development through to
production, and operational use plans for the engine,
with the funds to be granted by BAT if your entry is
successful. |
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Additionally,
applicants must address entry criteria, where their
product/design exceeds, meets or fails to meet
guidelines with brief reasons or evidence (an argument
for the use of hydrogen for example) *maximum 3 A4 sized
pages* |
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All of this must be
completed in the English language. |
Desired points may assist your entries chances but are
not compulsory:
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A scale model of the
engine if desired. An additional sheet may accompany a
model of the engine clearly and basically explaining how
it works |
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A video/film,
maximum of 5 minutes explaining the engine will be
accepted as part of the entry if desired. |
Forward this to BAT headquarters by 27 June, 2011.
» BAT development concepts
BAT had engine concepts under research and is offering
the concept to programme entrants as a potential design
option, encouraging broader thinking and development.
This also opens the development and production programme
electrical engineers and other experts. By providing
this expertise outwards it accelerates the operational
debut of both AFG and ARFG Neecenow and the J2000 HYT
and avoids anti-trust laws.
» Development #1
The BAT concept used electrical currents/arcs moving
length-wise down the engine cone and crosswise
(increasing the time the air has to super-heat inside)
to provide the expansive thrust at hypersonic speed,
coupled with Ram thrust. The design is based upon bolts
of lightning being at least 2x hotter than the Sun: much
hotter intake temperatures than hydrogen or kerosene
fuels.
• More efficient if
correctly planned.
• Virtually Un-start
proof.
• More reliable.
• Easier to service.
• Cheap to service.
• Environmentally
sound.
The electricity would have been
derived from internal capacitors, static sources off the
airframe or other. Electrical engines would be cleaner
than any existing/foreseen hypersonic engine concept
options.
The method could be from
arcing between electrodes or from another means. Such
concepts must include shielding designs from any
electromagnetic radiation and any other potentially
problematic effects. As usual with BAT; existing
technology is preferred.
» Development #2
The thrust could be increased and decreased if the
shockwaves inside the engine core are able to be
amplified via mechanical or other source or manipulation
within the intake. The amplification of shockwaves will
exponentially increase the thrust, similar to the
process that increases the intensity of explosions.
This is magnified by integrating incompressible airflows
experienced at hypersonic velocity: the shock-waves
striking each other will produce higher compression and
heat: if applicable.
»
Development #3
BAT has been studying the use of
lasers to ignite the fuel in the hypersonic chamber.
This would be a broad spectrum laser which would ignite
more fuel than conventional ignition processes. With
development it will be able to ignite nearly 100% of the
fuel, in comparison to some present methods which can
see over two-thirds of the fuel unburnt.
The
lasers may “trim” best ignition point by being able to
move forward or back to provide an efficiency
capability: there may be a kinetic advantage to ignite
the fuel at an earlier of later stage in the chamber at
certain points at different speeds or temperatures. This
facet permits a reduction of the fuel flow. The movement
of the lasers would advantage transitions establishing
an accelerative thrust to a cruise thrust, rather than a
mere throttle action of boosting fuel flow. This also
reduces the amount of moving parts required. Another
benefit would be the reduction or complete elimination
of un-starting and other ignition disruptions.
This technology could be adapted for
use in cars and other combustion motors such as
generators.
Varulkarie
“Your Varulkarie design will
require” add point
·
Any other innovations welcome and of advantage
If no suitable designs are fielded by the given dates
BAT will produce an engine to be sold-off for production
by present engine manufactures.
