From 01515d09923f66fff330f08316c53c58f7adaaef Mon Sep 17 00:00:00 2001
From: Joshua Drake <joshua.ellis.drake@gmail.com>
Date: Fri, 1 Nov 2024 03:22:26 -0500
Subject: Added methodology from FAA pub.

---
 conclusion.tex | 47 ++++++++++++++++++++++++++++++++++++++++++++++-
 1 file changed, 46 insertions(+), 1 deletion(-)

(limited to 'conclusion.tex')

diff --git a/conclusion.tex b/conclusion.tex
index 4b981fb..92c44b1 100644
--- a/conclusion.tex
+++ b/conclusion.tex
@@ -4,4 +4,49 @@
 \vspace*{-16pt}% Insert needed vertical retraction
 \chapter[CONCLUSION, RECOMMENDATIONS, AND FUTURE WORK]{CONCLUSION, RECOMMENDATIONS, AND FUTURE WORK}
 \endgroup
-
+\section{Configuration One}
+The experimental characterization of the
+electromechanical performance of the partial-hybrid turbo-electric
+aircraft ground test vehicle was accomplished. The peak power
+generated was about 4-kW, which was used to power the right-wing
+motor along with 13-kW of power from the battery. The total engine
+output was around 150-kW. The electrical power generated was
+significantly more than the 0.72-kW generated by the original
+engine alternator. Based on the performance metrics of the engine,
+the maximum power output and the speed of the turboprop were kept
+well within the nominal range.\\
+The interdependent time response of the combined machine was
+interesting. The turbine engine was operating at 150-kW of shaft
+power whenever the generator was fully engaged at 4-kW. The
+battery met the required load, but the turboprop was slowed down by
+the generator and took almost 5-s to return to the nominal RPM
+value. The slow response of the turbine to such a minor adjustment in
+power was unexpected. The power split between the generator and
+the battery during the transition from low to medium throttle was
+also of particular interest. The current flow from the generator
+changed only slightly with the difference being made up by the
+battery. The reason for the slight change was an impact on
+the rotational speed of the generator and its effect on output voltage.
+The slowdown from the near-constant turboprop shaft speed led to a
+3-V decrease in the output of the generator. Because the output
+voltage of the generator was so close to the battery voltage, this
+decrease in voltage significantly impacted the current output and
+prevented it from meeting the electrical system demand. Once the
+turboprop rotational speed returned to normal, the generator was
+able to produce more current.\\
+Additionally, a failure mode caused by a short in the left ESC was
+identified. The bus voltage dropped considerably from 106-V to
+somewhere near 40-V. The current output of the ESC reached at
+least 550-A and drew a minimum of 46-kW of power from the
+battery. The power system was able to temporarily accommodate the
+failure, but it highlighted that the power system needed to be able to
+accommodate a power failure that pulled all available electrical
+power in the system.\\
+Finally, a qualitative analysis of the acoustic signature of the
+aircraft testbed showed there was little difference between the
+OASPL of the aircraft with and without the electric propeller
+operating. This demonstrates that the dominant noise source is likely
+the turboprop engine or acoustic interactions related to the turboprop
+engine. A cowling with acoustic dampening material could
+potentially change this outcome, especially since the engine in this
+configuration is not enclosed.
-- 
cgit v1.2.3

